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2014.03.15 CC Retreat Agenda Packet AGENDA EDMONDS CITY COUNCIL RETREAT Brackett Room ~ 3rd Floor, City Hall 121 5th Avenue North, Edmonds SATURDAY MARCH 15, 2014 9:00 A.M. - CALL TO ORDER / FLAG SALUTE 1.(5 Minutes)Roll Call 2.(5 Minutes)Opening Remarks 3.(5 Minutes)Approval/Amendments to Agenda 4.(20 Minutes) AM-6664 Highway 99 Discussion. 5.(15 Minutes) AM-6658 Discussion regarding Grants and the Grants Process 6.(15 Minutes) AM-6659 Exploring a Parks Foundation (10 Minutes)BREAK 7.(15 Minutes) AM-6657 Discussion regarding Code of Conduct and Training for Commissions, Boards and Work Groups 8.(60 Minutes) AM-6653 Vision Planning 9.Audience Comments (3 minute limit per person) ADJOURN Packet Page 1 of 139 AM-6664 4. City Council Retreat Meeting Date:03/15/2014 Time:20 Minutes Submitted By:Rob Chave Department:Planning Review Committee: Committee Action: Type: Information Information Subject Title Highway 99 Discussion. Recommendation N/A Previous Council Action N/A Narrative Various jurisdictions are planning for and making changes to their development codes to encourage mixed use and transit-oriented development along their highway corridors. The Edmonds Green project at Highway 99 and 220th Street is an example of what could occur along Highway 99 in Edmonds, however, the city needs to make some improvements to its CG and CG2 zoning to fully take advantage of these emerging trends. Some of the ideas being considered are discussed in the meeting summary in Exhibit 4. This will be particularly important if the city is ultimately successful in obtaining sought-after funds for enhancement of Highway 99, which was supported by Resolution 1291 and could yet emerge in a state transportation package. Attachments Exhibit 1: Evergreen Way Revitalization Plan Exhibit 2: Lynwood Highway 99 Subarea Plan Exhibit 3: Lynnwood Highway 99 Mixed Use Zone Exhibit 4: Planning Board discussion summary Form Review Inbox Reviewed By Date Community Services/Economic Dev.Stephen Clifton 03/10/2014 02:54 PM City Clerk Scott Passey 03/10/2014 02:58 PM Mayor Dave Earling 03/10/2014 03:08 PM Finalize for Agenda Scott Passey 03/10/2014 03:22 PM Form Started By: Rob Chave Started On: 03/10/2014 01:32 PM Final Approval Date: 03/10/2014 Packet Page 2 of 139 CITY OF EVERETT EVERGREEN WAY REVITALIZATION PLAN A Subarea Plan to the Everett Growth Management Comprehensive Plan Effective May 10, 2012 (Ordinance No. 3268-12) Packet Page 3 of 139 Evergreen Way Revitalization Plan Page1 Acknowledgement This project is funded in whole or in part by funds made available through the American Recovery and Reinvestment Act (ARRA). This funding was awarded by the US Department of Energy through the Energy Policy Division of the Washington State Department of Commerce under Energy Efficiency and Conservation Block Grant No.DE-EE0000849. Disclaimer: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. Mayor Ray Stephanson City Council Ron Gipson, Council President Jeff Moore, Vice-President Shannon Affholter Arlan Hatloe Drew Nielsen Paul Roberts Brenda Stonecipher Everett Planning and Community Development Department Makers, Inc. Architecture - Planning and Urban Design Property Counselors - Economics Perteet, Inc. – Transportation Packet Page 4 of 139 Evergreen Way Revitalization Plan Page2 EVERGREEN WAY REVITALIZATION PLAN TABLE OF CONTENTS Subject Page Executive Summary . . . . . . . . . 3 Introduction . . . . . . . . . . 6 Project Purpose, Goals and Objectives . . . . . . 7 Evergreen Way Revitalization - The Vision . . . . . 8 Growth Targets For Evergreen Way . . . . . . 11 Evergreen Way Planning Process Overview . . . . . 11 Description of Existing Conditions .- Physical Conditions. . . . 13 Economic Conditions . . . . . . . . 16 Transportation Conditions . . . . . . . . 18 Prototypical Node (Swift BRT station area) . . . . . 21 Corridor Segments Outside Nodes . . . . . . 25 Overview of Regulatory Recommendations . . . . . 27 Proposed Rezone Areas . . . . . . . . 28 Overview of Public Improvement Recommendations . . . . 36 Implementation The Big Picture—A Comprehensive Strategy . . . . 38 Revise Zoning Regulations . . . . . . . 39 Provide Incentives . . . . . . . . 39 Improve Circulation and Access . . . . . . 39 Add Neighborhood-Oriented Services and Amenities . . . 40 Improving Corridor Identity and Character . . . . 40 Implementation Actions at Individual Nodes . . . . 41 Appendices Appendix 1 . . . . Relevant Comprehensive Plan Policies Appendix 2 . . . Goals and Objectives of Evergreen Way Plan Appendix 3 . . . . . . Market Feasibility Analysis Appendix 4 . . . . . . Transportation Report Appendix 5 . . . Evergreen Way Plan Background Report Appendix 6 . . . . . Proposed Zoning Regulations Packet Page 5 of 139 Evergreen Way Revitalization Plan Page3 Evergreen Way Revitalization Plan Executive Summary Evergreen Way is the major transportation and business corridor serving south Everett. It has evolved over decades as a strip commercial highway that connects downtown Everett on the north with neighboring communities to the south. It functions as a principal arterial for transit, freight and general purpose traffic, carrying over 45,000 vehicle trips per day in certain segments of the corridor. It provides access between downtown Everett on the north and the southwest Everett – Paine Field employment center on the south. Everett’s comprehensive plan calls for Evergreen Way to redevelop with a more intensive mix of commercial and residential uses, served by high quality transit service. With the introduction of Swift Bus Rapid Transit in the Evergreen Way corridor in 2009, the City of Everett initiated a planning effort to establish a more detailed vision for the revitalization and redevelopment of Evergreen Way. Public feedback during the planning process indicated strong support for upgrading the character of the Evergreen Way corridor to improve the business climate and promote greater compatibility with abutting neighborhoods. Business community input emphasized the need to maintain vehicular access and also supported upgrading aesthetics and safety in the Evergreen Way corridor. The Evergreen Way Corridor Revitalization Plan is intended to: Stimulate redevelopment and capital investment along the corridor. Support existing and encourage new business activity Accommodate projected growth according to the City’s growth management policies. Maximize use of transit investment and increase transit ridership. Build more vital communities and revise land use regulations to foster greater livability and efficiency. Achieving these overarching goals will require transformational changes along portions of the corridor while supporting existing activities in other segments. The approach taken in this plan is to develop mixed use “nodes” around the SWIFT BRT stations. The nodes will be generally characterized by a mix of higher intensity commercial and multiple family residential uses in a pedestrian oriented setting and will: Improve transit access and increase ridership in the corridor thereby reducing vehicle miles travelled (VMT) and green house gas (GHG) emissions. Enhance the quality of nearby residential neighborhoods and increase local commercial and community services. Packet Page 6 of 139 Evergreen Way Revitalization Plan Page4 Increase the access and safety for pedestrians and provide improved bike access to stations and other destinations in the corridor. Increase the local market for new and existing businesses. So the general pattern that emerges is a string of alternating nodes and commercial centers along Evergreen Way. The vision for Evergreen Way, then is to become a “linear community” that provides easy access to all that is needed for an enjoyable and connected lifestyle. Use of This Plan Document. This plan includes land use strategies (new zones and rezoning), capital investments, development incentives and transportation improvements intended to transform the corridor over time to realize this vision. The City will use this plan and the accompanying rezoning and new development standards to implement existing comprehensive plan policies over time as properties redevelop. The transportation and capital improvements identified in this plan will be defined in greater detail in future capital improvement programs, which will be used to pursue grant funding for specific projects. New zoning. The land use strategy will be implemented with the establishment of two new zones – the E-1 zone for the entire commercial corridor, and the MUO (Mixed Use Overlay) in proximity to the Swift BRT stations. These new zones will be applied by rezoning the entire corridor (within the city limits). New zoning standards will require a more transit-oriented style of development in the MUO zone and will also greatly improve design standards for development in the entire corridor. The proposed rezone areas are shown in Figures 4-10. The proposed new zoning regulations are included in Appendix 5. The plan proposes to apply the multiple family property tax exemption within the Mixed Use Overlay zones and reduce required off-street parking standards to encourage a mix of residential uses near the Swift stations. Although the plan does not identify new funding sources for capital improvements, it describes potential capital facility and transportation improvements that will make the corridor safer, and more attractive to private investment, business owners and residents. An illustrative list of potential investments and improvements is contained in the Implementation chapter. Everett is planning for the entire portion of the Evergreen Way corridor located within its comprehensive planning area, or Municipal Urban Growth Area (MUGA), which includes unincorporated land the City is expected to annex in the future. This area includes land located east of Evergreen Way, south of 112th Street SW to Gibson Road. As these areas are annexed into Everett, the zoning identified in this plan document will be applied to the annexed area. The unincorporated land located south of Airport Road and west of Highway 99 is within the City of Mukilteo MUGA, while the land east of Highway 99 and south of Gibson Road has not been assigned to any city’s MUGA. Snohomish County has the Packet Page 7 of 139 Evergreen Way Revitalization Plan Page5 responsibility for land use regulation in all unincorporated areas, until such time that such areas are annexed by a city. The City received a federal Energy Efficiency through Transportation Planning (EETP) grant to add the unincorporated portion of the Evergreen Way / Highway 99 corridor located south of the City limits, between Airport Road and 148th Street SW. This section of Highway 99 is being planned in conjunction with Snohomish County and the City of Mukilteo, with participation from Community Transit and WSDOT. The City anticipates that similar land use, capital improvement and transportation strategies will result from this planning effort. Implementation of the plan concepts for this area will be up to other jurisdictions and agencies. South of 148th Street SW, the City of Lynnwood has adopted a Highway 99 redevelopment plan, which is promoting similar land use and transportation strategies being considered in Everett’s plan. The basic strategies proposed to implement the policies of the comprehensive plan through this Evergreen Way Revitalization Plan are summarized in the following table: Table 1. Implementation Activities OBJECTIVE ACTIVITY Economic Development Neighborhood Livability Transportation Efficiency 1. Revise Zoning Regulations Maximize building capacity Encourage a variety of uses Reduce parking requirements Add standards for livability and quality in nodes Add standards to upgrade visual quality of entire corridor 2. Provide Incentives Make nodes eligible for tax exemption 3. Improve Circulation and Access Refine transit service Implement bicycle plan Improve Evergreen Way itself Improve cross streets and intersections 4. Add Neighborhood Amenities Make pedestrian improvements Implement bike plan Improve streetscapes Upgrade open space Packet Page 8 of 139 Evergreen Way Revitalization Plan Page6 Evergreen Way Revitalization Plan Introduction Evergreen Way extends from Everett’s southern city limits at Airport Road to 41st Street (where its name changes to Rucker Avenue), about ten blocks south of the downtown. South of Everett Mall Way,Evergreen Way is also State Route 99, which extends south to Seattle. Evergreen Way is characterized primarily by mid- to late-20th century strip commercial development. Besides its role as a regional multimodal transportation route, the Evergreen Way corridor is one of Everett’s chief retail districts, accounting for one-third of the city’s retail tax revenue. Evergreen Way offers substantial opportunities to increase economic activity and to develop a string of mixed-use focal points serving and strengthening south Everett neighborhoods. In addition to general growth in the community, the introduction of “Swift” Bus Rapid Transit (BRT) service in 2009 will encourage new commercial, residential, and institutional growth. Because of Evergreen Way’s inherent attributes as well as new opportunities brought by the Swift service, the City’s Comprehensive Plan designates the six-mile arterial a “mixed-use commercial-multifamily” corridor. The Comprehensive Plan also envisions that the corridor will accommodate a substantial portion of the City’s future commercial and residential growth. The development of a revitalization plan for Evergreen Way was initiated by the Everett City Council to craft a strategy addressing land use, transportation, economics, urban design, public safety, and neighborhood compatibility.Everett’s Growth Management Comprehensive Plan, initially adopted in 1994 and updated in 2005, contains an extensive set of policies in several plan elements pertaining to arterial corridors. This revitalization plan provides more focus and detailed direction for future development and public investments specifically on Evergreen Way, and is being adopted as a Subarea Plan under the Growth Management Act. A summary of the current comprehensive plan policies that are relevant to Evergreen Way is contained in Appendix 1. The existing comprehensive plan policies that either directly or generally address Evergreen Way are contained in the Land Use, Housing, Transportation, Economic Development, and Urban Design Elements. The Land Use Map of the comprehensive Packet Page 9 of 139 Evergreen Way Revitalization Plan Page7 plan designates the entire corridor as “Mixed Use Commercial – Multiple Family,” and the land use policies designate Evergreen Way as a “high intensity mixed use corridor.” The general policy direction of the comprehensive plan is to: encourage a more intensive mix of commercial and residential uses support the land use plan for Evergreen Way with improved transit service, including high capacity transit concentrate higher density redevelopment near transit facilities improve pedestrian access between new development, neighborhoods, and transit facilities manage parking supply to promote a balance of travel modes enhance and reinforce the quality and character of the commercial district and surrounding neighborhoods with pedestrian friendly development standards, streetscape improvements in public right-of-way, and improved design requirements for new development and redevelopment revise City land use regulations and infrastructure standards to improve the visual qualities of the streetscape on private properties and within public right-of- way promote access management to maintain arterial capacity by reducing the number of curb cuts, increasing driveway spacing and providing for median treatment where appropriate This revitalization plan proposes a variety of land use strategies and capital investments that implement and are consistent with the relevant, adopted comprehensive plan policies. No new additional policies are needed to support the revitalization strategies contained in this plan. No changes to existing policies are proposed. Project Purpose, Goals and Objectives The purposes of the Evergreen Way Revitalization Plan are to: Significantly improve the performance of the corridor as an economic engine in terms of services for the community, new housing,job growth, enhancement of the tax base, and improved property values. Support existing and encourage new business activity Enhance the livability of the neighborhoods abutting Evergreen Way. Improve the walkability, pedestrian comfort and safety, and aesthetics of the corridor. Packet Page 10 of 139 Evergreen Way Revitalization Plan Page8 Maximize the redevelopment potential created by Swift Bus Rapid Transit (BRT) service. Promote energy efficiency, reduce vehicle miles traveled (VMT) and greenhouse gas emissions by improving pedestrian and bicycle access from neighborhoods to transit service within the Evergreen Way corridor. Stimulate redevelopment and capital investment along the corridor. Accommodate projected growth,including more multiple family residential growth, according to the City’s comprehensive plan land use policies. Build more vital communities and structure land uses in Everett for greater livability and efficiency. Building on these directives and public input, the plan includes a detailed list of goals and objectives, a complete list of which can be found in Appendix 2. These project goals and objectives guided the planning team and served as the criteria by which alternative concepts and draft recommendations were evaluated. Expected Outcomes.Achieving these overarching goals will require transformational changes along portions of the corridor while supporting existing activities in other segments. The approach taken in this plan is to develop mixed use “nodes” around the SWIFT BRT stops. The nodes will be generally characterized by a mix of higher intensity uses (including multi-family residences) in a pedestrian oriented setting and will: Increase transit ridership, thus providing better access within the corridor and reducing vehicle miles travelled (VMT) and green house gas (GHG) emissions. Enhance the quality of near-by residential neighborhoods and increase local commercial and community services. Increase access and safety for pedestrians, and provide improved bike access to Swift BRT stations and other destinations in the corridor. Increase the local market for new and existing businesses. At the same time, the remaining corridor segments outside the nodes accommodate an important segment of the region’s economic community and supporting those businesses ranging from regional employers and large auto dealerships to small businesses is also part of the plan. Participating business owners have noted that a favorable appearance is important for their success so gradually upgrading the visual quality of the corridor is important in these segments should be a priority as well as within the nodes. So the general pattern that emerges is a string of alternating nodes and commercial centers along Evergreen Way, and south to other communities outside Everett. This is Packet Page 11 of 139 Evergreen Way Revitalization Plan Page9 the “classic” configuration of express speed transit corridors, and communities to the south (Lynnwood, Snohomish County, Mukilteo) are also employing such a redevelopment strategy. If one examines the conditions and redevelopment potential around the individual nodes, it appears that it will be difficult to provide enough services and amenities to make them a highly attractive place to live in the short term. But, looking at the larger corridor, a person living between Casino Road and Airport Way can be at any other point on the corridor between downtown Everett and Aurora Village in less than ½ hour (including time waiting for the bus). Seen in this light, access to the Everett Event Center, numerous schools and educational facilities, regional bicycle trails, large scale retail, the library, employment centers, and other attractions in Everett and communities to the south become a real draw. As Figure 1 illustrates, there are a number of special activities and different conditions along the corridor that provide a wide range of attractions, employment centers and shopping opportunities and services. The vision for Evergreen Way, then is to become a “linear community” that provides easy access to all that is needed for an enjoyable and connected lifestyle. This vision requires planning both at the local scale to address the challenges and opportunities specific to the individual nodes and segments and at the corridor scale to make sure that the sum of the various nodes provides the full range of community needs and amenities. The fact that other cities along the corridor are working together in their redevelopment efforts greatly facilitates achieving the corridor wide vision. Revitalization Strategy This plan identifies the following specific actions to promote revitalization of the Evergreen Way corridor within the Everett Planning Area: 1. Revise Zoning regulations and rezone entire commercial corridor to new zones with detailed design standards that will result in better quality development. 2.Provide incentives to encourage investment by the private sector on Evergreen Way, especially investment in multiple family housing within and near the corridor. 3.Improve circulation and access for all modes, especially pedestrian and bicycle access between Evergreen Way, the Swift BRT stations and abutting neighborhoods. 4.Add neighborhood amenities through public and private capital investments. Growth Targets for Evergreen Way Corridor. The revitalization of Evergreen Way is based on public feedback that the community supports the transformation of the corridor to more intensive uses if development is of high quality, and that impacts of growth are mitigated through infrastructure investment and appropriate development and design Packet Page 12 of 139 Evergreen Way Revitalization Plan Page 10 standards. The focus of more growth on Evergreen Way is supported by the economic findings prepared for this plan, and the growth projections for the Everett area in general. Everett will soon be updating its comprehensive planning horizon to accommodate growth to 2035. The growth targets stated in this section are based upon estimates of growth that, given the emphasis the City places on revitalizing Evergreen Way, will be stimulated beyond levels the real estate market would support without a focus on improvements to this important regional commercial corridor. Population. Properties within the Evergreen Way corridor are expected to accommodate a net increase of 3,500 residential units by 2035, housing approximately 5,300 additional residents. Jobs. Properties within the Evergreen Way corridor are expected to accommodate a net increase of approximately 2,000 additional jobs by 2035. Packet Page 13 of 139 Evergreen Way Revitalization Plan Page 11 Figure 1 Packet Page 14 of 139 Evergreen Way Revitalization Plan Page 12 Evergreen Way Planning Process Overview Public Outreach. The planning for revitalization of the Evergreen Way corridor has been a fairly intense effort covering over two years and involving numerous parties and participants. The City initiated the project with public open houses in 2009 and a widely broadcast survey to identify citizens’ perceptions and values related to the corridor. More than 50 responses were received, which City staff tabulated and used as a touchstone in the initial planning work. Survey respondents strongly support revitalization efforts to improve the character and quality of development for the corridor. The City hired a consultant team, consisting of MAKERS (land use and urban design), Property Counselors (economics), and Perteet Engineering, Inc. (transportation), to help with the project. The planning team of City staff and consultants conducted background inventory and analysis work and began to explore the issues and opportunities related to redevelopment, transportation, land use, and urban design in the corridor. The team began the public outreach portion of the project by meeting with business and property owners as well as other interested parties. A meeting was also held with representatives from Snohomish County, Mukilteo, Lynnwood, and Edmonds to coordinate planning for the area extending southward to the Swift BRT line’s southern terminus at the King-Snohomish County line. The public outreach and participation efforts continued throughout the planning process with public open houses/work sessions, at which the team presented a summary of the background information and analysis reports, and proposed plan development concepts. Participants were encouraged to engage in brainstorming exercises to identify their ideas and values related to specific questions. Advisory Committee. The City formed an Advisory Committee, consisting of business and property owners, a Planning Commission member, school districts and other public agency staff, and other interested persons. The Advisory Committee was intended to provide a business perspective on the conditions and public objectives within the whole corridor, a means of communication with their contacts among the public, and the opportunity for interested individuals to become more directly involved in the planning process. The Committee met periodically to discuss general goals and objectives, and provide feedback to the planning team about policy choices, land use standards, and potential capital improvements. Public Walk-about Exercises. The planning team conducted walk-about work sessions at the 4th Avenue, Casino Road, 112th Street and 41st Street nodes. These sessions provided the opportunity for local community members and other interested citizens to express their views and ideas as the group walked around the potential mixed-use nodes at BRT stops. Pedestrian consultant David Levinger led the group and described actions that would improve pedestrian and bicycle safety and access. Dongho Chang, from the City’s Public Works Department, and Kris Liljeblad, of Perteet Packet Page 15 of 139 Evergreen Way Revitalization Plan Page 13 Engineering, discussed other transportation options, while Planning Department staff noted a variety of land use issues. The planning team summarized the detailed input from the walk-about sessions and developed land use and capital improvement concept maps. Economic Outlook. Greg Easton, of Property Counselors, with staff input, identified potential redevelopment sites for the economic feasibility analysis, and produced a report evaluating the economic feasibility of redevelopment of specific parcels (See Appendix 3). From this work, it became apparent that a variety of capital improvements, development incentives, and code changes are necessary to create an environment more conducive to private investment and redevelopment. Expanded Study Area. After beginning work on the Evergreen Way Revitalization Plan, the City received a federal grant to expand the study area to include the unincorporated portion of Highway 99 between Everett and Lynnwood. Planning for the expanded area incorporated input from City of Mukilteo and Snohomish County representatives to discuss possibilities for the Swift BRT station areas between Airport Road and 148th Street SW. The County and Mukilteo emphasized the importance of creating midblock pedestrian connections, regional transit connections, and better linkages to local resources. The group showed strong interest in exploring phasing strategies, options for horizontal mixed-use over time, and the potential for Gibson Road as another BRT node. High-intensity mixed-use zones in the County BRT nodes were also supported. The planning team solicited public feedback on the redevelopment concepts, capital improvement proposals, proposed zoning standards, the economic effects of raised height limits, zoning requirements-versus-incentives issues, and the distinction between landscaping standards for BRT node areas and other corridor segments. The public’s responses to these subjects helped the planning team refine the various plan elements and zoning code details. Description of Existing Conditions Physical Conditions Existing Land Use.The existing development pattern along Evergreen Way is primarily auto-oriented businesses with surface parking lots fronting the highway. The study area contains a mix of commercial, residential, industrial, hotel, and storage uses. Development is sometimes in a strip mall form, yet stand-alone businesses and big boxes are also common. Major commercial centers and businesses include Staples, Rite Aid, QFC, Value Village, automobile dealerships, Walgreens, shopping centers, Fred Meyer,K-Mart, Albertson's, Office Depot, Walmart, Home Depot, and two Safeways. There is a wide range of smaller businesses, as well. Automobile and recreational vehicle (RV) sales, rental, repair, and services are prevalent in the corridor. Packet Page 16 of 139 Evergreen Way Revitalization Plan Page 14 National chain restaurants, banks, and retail are found, along with independent businesses, such as ethnic groceries and restaurants and niche retail and services. Most developments are single story, but taller apartment complexes, hotels, and office buildings exist. Some clustering of land uses occurs. Major shopping centers are located near State Route 526, Everett Mall Way, and Airport Road. Medical facilities and offices tend to be found in the 41st Street node. Schools are located throughout the corridor, but fewer are located between the 112th Street node and Lynnwood. The south branch library and a City fire station are found in the 4th Avenue node. Car sales, repair, and retail are common throughout the corridor, but a particular clustering of RV uses occurs near Airport Road. Lack of Public Amenities. Public amenities, such as large parks, pocket parks and gathering spaces, community gardens, and recreational opportunities, are somewhat rare along the corridor. A major exception is the Interurban Trail, which is an amenity that can be accessed directly in some nodes, while bike routes connect some other nodes to it. Major public parks can be found within a mile of the corridor, such as Forest Park, Kasch Park, Lions Park, and Walter E. Hall Park, but parks are uncommon within the nodes and along Evergreen Way. Recreational fields for the schools, and some ponds and lakes (e.g., Beverly Lake) provide visual open space, but are not readily accessible to the public. Undeveloped natural areas, stream corridors and wetlands can be found, especially in the southern nodes. Residential Uses. The corridor also sustains a significant residential population, which is important for supporting neighborhood retail centers and high-quality, frequent transit. Of the nodes in the study area, the 112th Street and 4th Avenue West nodes have the greatest dwelling unit density in the ½ mile radius of the Swift BRT stations, with the Madison Street and Airport Road nodes not far behind. Within a ¼ mile radius, the 112th Street node more than doubles the housing density of any other node. Zoning.The Evergreen Way/Highway 99 corridor is zoned to be a commercial strip. In the City of Everett, the zones adjacent to Evergreen Way are typically B-2 in the north and C-1 in the south. Both B-2 and C-1 zones allow a wide range of uses, including mixed-use commercial and multiple family land uses. Adjacent to the B-2 and C-1 zones, a range of residential zones are in place, from R-1, single family detached housing with 5 to 10 dwellings per gross acre, to R-4, which allows over 50 dwellings per acre. Multifamily housing is not allowed in R-1 or R-2 zones, and attached single family dwellings (townhouses) are allowed only in multi- family zones. A part of Everett’s planning area for Evergreen Way is located in unincorporated Snohomish County. In this area the General Commercial (GC), Planned Community Business (PCB), and Community Business (CB) are prevalent, with some Packet Page 17 of 139 Evergreen Way Revitalization Plan Page 15 Neighborhood Business (NB) in the Airport Road node. Of these zones, the GC zone allows the widest range of uses. Certain types of housing are allowed in each of those commercial zones. Multiple Residential (MR) and Low Density Multiple Residential (LDMR) zones usually abut the commercial zones, separating them from single family zones. For a compilation of City of Everett and Snohomish County zoning designations in the Evergreen Way corridor, see Figure 2. Packet Page 18 of 139 Evergreen Way Revitalization Plan Page 16 Figure 2 Figure 2. Zoning in the Everett and Snohomish County nodes. Packet Page 19 of 139 Evergreen Way Revitalization Plan Page 17 Economic Conditions (For detailed information see Appendix 3) Market Analysis Summary Because the revitalization plan is intended to spur private investment within the corridor, the team conducted an economic study to: 1) estimate the real estate market demand for new development, 2) study the financial development feasibility of different types of development, and 3) identify those measures that will encourage viable redevelopment. The following section summarizes the market opportunities and feasibility analysis findings as a background for the planning concepts and recommended implementation strategies. The Evergreen Way/Highway 99 corridor represents a major share of the City of Everett’s tax base, and a place vital for many businesses and residents. This section describes the type and amount of development that is supportable in the area during the next 20 years, and then analyzes the feasibility and conditions required to attract private development. The market issues to be addressed to support effective planning of the Evergreen Way corridor include: What is the likelihood for significant change in the corridor? What is the amount of development that is supportable in the next 20 years for commercial and residential development? What types of businesses would be interested in locating in the area? What parts of the corridor are likely to be redeveloped soonest? Are there opportunities for catalyst projects to demonstrate market demand and return on private investment? Retail Demand. Evergreen Way is an attractive location for auto dealers and big box retailers such as Home Depot, Fred Meyer and Wal Mart. It also accommodates smaller retailers as part of neighborhood shopping centers. Retail demand along Evergreen Way will increase with growth in trade area population for various categories of business. Based on the analysis in this report, it is estimated that the market could support one million square feet of development during the next 20 years. Up to half of this demand for retail building development is expected to occur in the Evergreen Way corridor. The projections reflect a status quo case for future retail demand. Actual demand may differ if income levels and spending patterns diverge from current conditions, but retail trends should continue to favor locations like Evergreen Way. Packet Page 20 of 139 Evergreen Way Revitalization Plan Page 18 Approximately one-half of the demand will be for large footprint businesses such as general merchandise and auto dealers. The balance is for smaller scale businesses that fit within neighborhood and community scale shopping centers. In the case of the larger footprint businesses, realization of the projected demand will depend upon the availability of adequate sites to accommodate the larger buildings. In the case of the smaller footprint businesses, realization of the projected demand will depend upon creating an attractive and convenient setting for businesses and customers. Office Demand. Given projections of employment, south Everett would capture 510,000 to 720,000 square feet of office development during the next 20 years. The potential office development will be shared with the commercial sites at I-5 and SW 128th, and the business parks around Paine Field. Evergreen Way will be competitive for the local-serving office users such as banks, insurance and real estate agents, and health clinics and doctor offices. The area could also attract a larger regional or national serving user, at a site with excellent access and prominent visibility. The intersection of SR 526 and Evergreen Way is well located for such a user, given its location on the regional transportation network. It is estimated that up to 250,000 square feet of office development could occur on Evergreen Way in the next 20 years. Multiple-Family Residential Demand. The Evergreen Way corridor could capture 2,700 multifamily units with a net increase of 2,500 housing units. Future multifamily development will include a mix of apartments and condominiums. The split will vary over time based on supply-demand conditions, although the recent collapse of the for- sale housing market will likely reduce the short and long-term share for condominiums. The units will accommodate all household types and sizes. In order to increase the potential for residential growth in the corridor, as envisioned by the growth targets, new development must create an attractive residential environment. Accordingly, it must provide a buffer from the vehicular traffic on the highway, but also linkages to the commercial offerings within walking distance. New projects can range in size depending on the size of available sites. The southern portion of the corridor provides opportunities for larger developments. Lodging Demand.The projected demand for new development in south Everett during the next 20 years will be approximately 760 rooms. Much of the development is likely to occur in the latter half of the period. Sites near I-5 will be most attractive for new lodging development. Sites on Evergreen Way near SR 526 will be competitive given their proximity to the south Everett employment center and visitor attractions. Demand for lodging is expected to generate construction of 2 or 3 new hotels on Evergreen Way in the next 20 years. Conclusions The economic feasibility of potential redevelopment sites will depend upon both use of public tools and also rental rates that are at or above the top of the market in Everett Packet Page 21 of 139 Evergreen Way Revitalization Plan Page 19 (but below rates in other areas of the region). In order to achieve this rent level, the project will have to offer quality design and capitalize upon and market aggressively the SWIFT service, proximity to employment centers and commercial venues, and community facilities and services. 1. Feasibility of higher density development along the corridor will require a combination of public regulatory actions, investment in infrastructure and public amenities, and creative design to maximize the attractiveness of projects given the site opportunities and constraints. 2. The City can enhance the feasibility of investment by designating the area as eligible for the Multifamily Tax Exemption Program, and to a lesser extent by reducing parking requirements, and/or reducing impact fees. These actions are justifiable because of availability of SWIFT services and the desirability of accommodating growth along the corridor. 3. There are a variety of public improvements that have been identified and which will enhance the desirability of the area and the feasibility of development: Pedestrian improvements. Expanded bike lanes and trails. Streetscape improvements at select locations. Community open space and park improvements. Community improvements such as expansion of the Evergreen branch library near 4th Ave. and Evergreen Way to create a gathering space for south Everett. 4. The opportunity sites that have the greatest potential in the short term are those that are close to existing public amenities, are relatively underutilized in terms of existing improvements (and thus cheaper to acquire), and require relatively less above- ground structured parking. Transportation Conditions (For complete report see Appendix 4) Summary/Overview The Everett Comprehensive Plan’s Transportation Element identifies State Route 99/Evergreen Way as “the most significant north-south route through Everett other than Interstate 5.” Evergreen Way is designated as a principal (or major) arterial street, extending 7 miles from Airport Road on the south to Everett Avenue in Downtown Everett (in combination with Rucker Avenue north of 41st Street). Varying from 5 to 7 lanes in width, Evergreen Way serves traffic volumes ranging from 27,720 to 41,540 vehicles per day near the Boeing Freeway/SR 526. Traffic tends to be most congested in the afternoon peak period due to higher volumes, and especially northbound. Packet Page 22 of 139 Evergreen Way Revitalization Plan Page 20 Congestion is heaviest at the intersection of Evergreen Way/Airport Road (LOS F) and at the intersections of Evergreen/Casino Road and Rucker/41st Street (LOS E). Evergreen Way is a designated truck route, providing an alternate north-south freight corridor parallel to I-5 between Seattle on the south and the Port of Everett and Naval Station Everett on the north, with access to the Mukilteo Ferry via SR 525 and to the City’s Southwest Industrial Area (including the Boeing Company Plant) near Paine Field via Airport Road and SR 526. Evergreen Way has the highest number of bus riders of any corridor in the City, and ridership is continuing to grow. It also has the most frequent bus service outside of Downtown Everett, with buses less than 10-minutes apart in the peak hour, on routes operated by Everett Transit, Community Transit and Sound Transit. In order to serve planned population and employment growth in the area, both Community Transit and Sound Transit are planning high capacity transit system expansions. Collision rates along the Evergreen Way corridor are nearly twice as high as the average for all highway routes in the Northwest Region of Washington State, and several areas have collision rates that are many times higher than the average – especially south of 41st Street, near 148th Street SW, Casino Road and 112th St SW. Arterial Classification and Freight Movements.SR 99/Evergreen Way is a designated T2 truck route, providing a parallel route to I-5, and important roadway connections to the Mukilteo Ferry terminal, the Boeing Company Plant (accessed via Airport Road and SR 526), and in the downtown Everett vicinity, the U. S. Naval Homeport, Port of Everett, and the Delta and Bayside BNSF rail yards. Evergreen Way carries an estimated 4,807 trucks per day between SR 526 (Boeing Freeway) and 41st Street, with estimated annual freight of 4,126,300 tons. Cross-Section. The SR 99/Evergreen Way roadway cross section varies from 5 to 7 travel lanes, with on-street parking permitted in several areas. Approaching the City of Everett from the south, the SR 99 roadway south of Airport Way includes two travel lanes in each direction plus a center, two-way left turn lane. North of Airport Way, approaching 112th Street SW, the Evergreen Way roadway widens to three travel lanes in each direction, plus turn lanes, and this cross section continues northward to 41st Street. On Rucker Avenue, north of 41st Street, the roadway narrows again to two travel lanes in each direction plus a two-way center left turn lane and on-street parking both sides. Traffic Volumes. The predominant direction of flow on SR 99/Evergreen Way is southbound in the morning toward Seattle and northbound toward Everett in the afternoon. As a continuous, multi-lane major street that parallels I-5, Evergreen Way provides a “relief valve” for I-5, serving diverted traffic during periods of heavy freeway congestion. The major destinations along the corridor, including the Boeing plant and a Packet Page 23 of 139 Evergreen Way Revitalization Plan Page 21 variety of retail uses, regularly affect traffic flow and local conditions. The projected growth in traffic volumes through 2030 is expected to increase about 12 percent as a result of population and employment growth. Intersection Level of Service (LOS). There are 13 signalized intersections in the City of Everett portion of the Evergreen Corridor between Airport Road and 41st Street SE, of which one (Airport Road) is currently operating at an unacceptable LOS F. Two other intersections at Evergreen/Casino Road and Rucker/41st Street SE are currently operating at LOS E. With the projected growth in traffic volumes through 2030, intersection congestion is expected to get worse, with increasing average delays at all 13 of the intersections, and with two additional intersections worsening to LOS F, Evergreen/50th Street SE and Rucker/41st Street SE. Transit Service and Ridership. The SR 99/Evergreen Corridor is served by three different transit operators, with local route service provided by Everett Transit and regional route, limited stop, express service by Community Transit and Sound Transit. In total, the three operators run 20 buses per peak hour, or a bus every 3 minutes. The SR 99/Evergreen Corridor is an important north-south transit spine, serving the largest concentration of bus passenger boardings and alightings in the city, outside of Downtown Everett. Swift BRT - The most frequent bus service provided in the corridor is the Swift Bus Rapid Transit service by Community Transit, launched in 2009. The Swift BRT route connects the Aurora Village Shopping Center in Shoreline and operates along the SR 99/Evergreen Corridor and through Downtown Everett to Everett Station. It operates specially-designed articulated buses 10-minutes apart, in both directions, from 5 am to 7 pm on weekdays, and 20-minutes apart from 7 pm to midnight on weeknights and all day on Saturdays. No Sunday service is provided. Distinctively designed stations and shelters differentiate the Swift stops. Fares are collected electronically on the platform prior to boarding to minimize the vehicle dwell time at stops/stations. The boarding data shows heavy directional ridership at the endpoints, northbound in the morning from Shoreline and southbound in the evening from Everett Station. However, it also demonstrates more balanced bi-directional demand in the middle of the route where it serves residential areas, job sites, medical facilities and other community destinations. Planned BRT System Expansion. In February 2009 Community Transit initiated a long range transit planning project, which included obtaining input from city officials, focus groups, riders and others. Findings relevant to the SR 99/Evergreen Corridor are summarized as follows: Both bus riders and city officials were in agreement that increasing the frequency of service is the top priority, while riders also pushed for better east- west connections to Swift BRT service and late-night bus service. Packet Page 24 of 139 Evergreen Way Revitalization Plan Page 22 Transit Emphasis Corridors were identified, which are planned to feature Swift- like BRT service on 10 to 15 minute frequencies, in both directions, 7 days a week. Transit Emphasis Corridors are planned to cross the SR 99/Evergreen Corridor at Boeing Freeway/SR 526 and Airport Road, creating the potential for greater future passenger activity at those two station areas. Summary of Transportation Findings The transportation conditions summarized above, and the preceding transportation goals provide some general corridor-wide conclusions to be considered in the detailed station area redevelopment planning: The importance of Evergreen Way as a major traffic-carrying route and commercial lifeline for the surrounding community will continue in the future. No significant change is recommended in the existing cross section, but a reduction in posted speeds should be considered. Accommodating trucks consistent with the corridor’s route designation indicates the need to maintain standard (12’) or wider outside lane widths, and intersection radii for wide turns. Buses will be subject to increasing delay due to congestion at intersections. Opportunities to reduce bus delays through signal priority and/or queue by-pass lanes should be pursued. The planned expansion of the Swift BRT network, with east-west BRT service on SR 526, and on Airport Road/128th Street indicates further attention to pedestrian movements and transfers at those nodes. Bicycles should be accommodated on lower volume parallel routes with good east-west connections to the Evergreen Corridor (especially the Interurban Trail). Experienced bicyclists may not be intimidated by heavy traffic volumes, trucks and buses, high operating speeds and driveway conflicts, but most cyclists will be more comfortable, and safer elsewhere. Pedestrian activity will continue to increase, especially at Swift station areas. Eliminating sidewalk obstructions and providing ADA compliant sidewalks, crosswalks and curb ramps at all Swift station areas is vital. Extending sidewalks into the surrounding communities is critical to improve station access and achieve the goal to “think transit first”. Increasing the dwelling unit density within Swift station nodes is expected to result in average daily trip lengths by existing and future residents that are 15-20% shorter than the trips from the lower density suburban development that exists there today (except the 112th St. SW node which already has urban residential density). The following annual reductions can be expected to result: o 13.1 million vehicle miles travelled, o 645,434 gallons of fuel consumed, and o 5,680 metric tons of carbon dioxide (CO2) emitted Packet Page 25 of 139 Evergreen Way Revitalization Plan Page 23 It has been assumed that 5% of the employees who now drive alone to work at CTR job sites within the SR 99/Evergreen Way corridor can be switched to commute by bus instead. A targeted effort to promote Swift and other commute options to all employees in station nodes (not only CTR covered employees) could easily exceed the 5% goal. This switch in commute mode choice has been estimated to result in the following annual reductions: o 714,765 vehicle miles travelled, o 35,210 gallons of fuel consumed, and o 9.84 metric tons of CO2 emitted. Prototypical Node (Swift BRT station area) The nodes along Evergreen Way vary greatly in configuration, land use orientation and redevelopment opportunities. Never-the-less, there are common characteristics and objectives that frame the conceptual approach to achieving vital, pedestrian oriented mixed use focal points. The graphic on the following page illustrates several of the most important elements, which are also described below. With few exceptions, the recommendations for each of the nodes are directed toward the following characteristics: Mix of Residential and Non-Residential Development As the prototypical plan illustrates, the general land use pattern for the typical node features local retail services and mixed use (residential over commercial uses) at the core nearest the SWIFT stop with multi-family residences near-by. This places the most transit supportive, pedestrian friendly uses where access is greatest and the convenience of the transit most advantageous. Additionally, other uses such as schools, community facilities and medical offices are also desirable with convenient access to the station. Packet Page 26 of 139 Evergreen Way Revitalization Plan Page 24 Figure 3 Where possible, the plan’s recommendations encourage multi-family development, sometimes in upper stories over commercial activities. Additional residences near a Swift stop will increase ridership and support for local businesses and will make the area more active and secure. As a general rule, about 2,000 residences are required to support a modest cluster of neighborhood-oriented businesses, such as a small grocery store, drug store, laundry, family-style restaurant, or coffee shop. If the area within a quarter mile of a mixed-use node includes 1,000 dwelling units (dus), for example, then about half of the customers for those shops can access the businesses on foot. The residential neighborhoods on either side of the corridor are sufficient to provide the additional customer base needed. There are already a number of multi-family residential developments at or near the station area nodes, and most nodes contain over 600 dwelling units in their quarter mile Packet Page 27 of 139 Evergreen Way Revitalization Plan Page 25 radius. This same target of at least 1,000 dwelling units within most nodes is consistent with the population needed to support bus rapid transit (BRT) and to generate enough activity to make the area feel “lively.” Thus, the additional residences will support the multiple purposes of growth management, transit support, business development, and the creation of more cohesive neighborhoods. The key is to make the residential areas at and around the nodes into attractive and livable neighborhoods. Therefore, regulatory measures that help ensure the quality of new housing, as well as improvements that add neighborhood amenities, such as pedestrian walkways, playgrounds and pea-patches, for example, are recommended as potential improvements in several node areas. As the Evergreen Way corridor is expected to gain 3,500 units between 2010 and 2035. This would result in an average increase of approximately 500 units per node. Each node has at least 10 acres of land within the commercial zones that present opportunities for redevelopment. Assuming 10 acres of land, a 50 du/acre density is needed to house the additional 500 units. Fifty units per acre is readily attainable, even under existing zoning. Land use standards proposed with this plan will increase residential capacity above existing zoning. Because many nodes have much more than 10 acres of land that is likely to redevelop, there is room for a greater amount of residential development, with commercial uses to front Evergreen Way while residential uses can be slightly set back (but still in the commercial zone) so that residences can avoid the noise of the highway. With proactive investments in public amenities and development incentives, the total demand for the corridor could increase above 2,500 units, perhaps to 3,500 additional dwelling units. This added density would provide additional support for businesses in the corridor. In addition, many existing residential zones are not built out to their maximum allowed densities, and can absorb some additional units through infill development. In sum, the corridor can accommodate the projected population growth, and encouraging the additional units to locate in mixed use activity centers will generate lively nodes with well-supported retail and transit. Swift Transit Stop The nodes addressed in this study all feature a Swift stop that provides 10 minute headway transit access up and down the corridor. Some of the current SWIFT stops are not in ideal locations because at the time of construction, the adjacent uses at the ideal locations prevented transit stops because of existing driveways and other constraints. In these cases, consideration should be given to moving the stations when new development occurs or to constructing an additional station if there is sufficient demand. For example, 75th Street or Gibson Road appear to be locations that would generate substantial ridership if an additional or relocated BRT station were placed in the vicinity. Packet Page 28 of 139 Evergreen Way Revitalization Plan Page 26 Conceptual Redevelopment Around the 4th Avenue West Swift BRT Node Packet Page 29 of 139 Evergreen Way Revitalization Plan Page 27 Conceptual Redevelopment Around the 4th Avenue West Swift BRT Node Street view of redevelopment concept around the 4th Avenue West Swift BRT node. Packet Page 30 of 139 Evergreen Way Revitalization Plan Page 28 Pedestrian Orientation and Bicycle Trail Access As noted earlier, safe, attractive sidewalks and pathways through large developments are critical if people are expected to walk any distance to a transit stop or local business. Generally speaking, people will walk up to ¼ mile for local goods and services if attractive sidewalks or pathways are provided. Studies have shown that people will walk a half mile or more to access high quality, frequent transit service. Improved pedestrian conditions can only be achieved through a combination of public and private improvements. At most nodes, development requirements for attractive sidewalks and street trees are matched with recommendations for improved cross walks and other pedestrian safety improvements by the City. Additionally, the corridor roughly parallels the Interurban Trail. As the use of bicycles can readily extend the convenient access range of the Swift stations to surrounding areas, recommendations are provided to improve bicycle connections to the Swift stations and nearby parks and commercial uses that might generate bike trips. Bicycle lanes are not recommended on Evergreen Way and the primary strategy is to direct bicyclists to lower volume side streets and then to regional trail connections. Integration with Existing Residential Neighborhoods New guidelines and development standards will be established in the zoning code to insure that the new development enhances rather than detracts from existing residential neighborhoods. Concerns to be addressed include impacts to privacy, parking, solar access, security and increases in noise, and congestion. Additionally, new development should present an attractive and secure frontage to adjacent properties and the public right-of-way. This plan does not propose rezoning residential properties fronting on east-west side streets within the BRT node areas. However, the City may consider such actions in future comprehensive plan update processes to promote additional residential density neart the Swift stations, or to increase opportunities for mixed use redevelopment, where appropriate. Attractions and Amenities In order to attract residential development along the corridor, it will be necessary to enhance the nodes’ attractiveness and provide amenities such as parks, playgrounds, other open space and community facilities. Several recommendations address this issue. One strategy that can support this objective is to provide better pedestrian access from the transit stop to local schools and school grounds, which can, if the school districts are willing, provide much needed open space. Both the Everett and the Mukilteo school districts have policies that provide for public use of school facilities when not in conflict with the needs of the school district. Packet Page 31 of 139 Evergreen Way Revitalization Plan Page 29 Corridor Segments Outside Nodes While redevelopment consideration is focused at the mixed-use nodes, the corridor segments in between merit attention because the businesses found there are an important economic engine for South Everett. Also, those same businesses provide regionally and locally important services. During planning work sessions, corridor business owners emphasized that the following considerations were particularly important to their viability: Vehicular access is critical to their businesses. Any action that would decrease the transportation performance of Evergreen Way would hurt them. Left turn access into businesses is also necessary. Convenient parking is also critical and a feature that improves their competitiveness with other business districts. Safety and security are primary concerns. Visual quality is also important. The corridor’s identity should be improved to attract more shoppers. Additional street landscaping, where appropriate, would help, as would standards that improve and maintain the quality of building fronts. The primary action that is recommended is the adoption of development standards and design guidelines that improve the visual appearance, compatibility, and land use efficiency of new development. The design guidelines that will be implemented through rezoning of the corridor include the following elements and characteristics. Adaptability Even along relatively homogenous highway corridors, businesses and developments vary widely. The visibility, access and identity needs of a car dealership are different from those of a small restaurant or specialty store. Therefore, in terms of development standards, “one size does not fit all” and they are crafted so that business and property owners have different options depending on their type, size and location. Comprehensive Approach to Visibility and Access Many auto oriented businesses must be highly visible to high speed motorists and all businesses require easy, safe vehicular access. At the same time, unregulated signs and driveways cause visual chaos and unsafe conditions. Therefore the standards are based on an analysis that identifies visibility and access needs and offers solutions to improve individual visibility and access while reducing impacts to the corridor’s appearance and safety. Quality Travelling north into Everett from unincorporated Snohomish County, it is apparent that the quality of development is substantially higher, with better landscaping and site Packet Page 32 of 139 Evergreen Way Revitalization Plan Page 30 development. It is equally clear that this difference in quality translates into property values and identity and business viability. With this in mind, the design guidelines and standards both within and outside nodes emphasize landscaping, building quality, sign quality and details that add visual interest. Identity While business “strips” are typically highly diverse in terms of individual properties, one strip is generally similar to another, resulting in a generic quality and a lack of individual identity. Public improvements, such as those recently constructed along Highway 99 in Shoreline or further south in Des Moines, can help define a stretch of corridor, but such improvements do not appear to be favored by existing businesses on Evergreen Way. A more practical approach is to subtly enhance the unique character of individual sections that already are somewhat unified by similar uses or conditions. For example, the cluster of auto dealerships between Everett Mall Way and 112th Street SW has established an expansive and contemporary character while the wetland enhancements and vegetation south of 112th Street SW provide a “greener” feel. Sections north of 75th Street SE, which were developed between 1950 and 2000 on smaller lots, feature a more human scale and greater architectural diversity. To a certain extent, design standards in the proposed new zoning can reinforce these characteristics so that the person travelling up and down the corridor experiences a variety of distinctive visual settings. The development and design standards for the proposed zoning will serve to incrementally improve the overall identity of Evergreen Way, as properties redevelop. Comprehensive City-sponsored improvements would be more effective in transforming the identity of the corridor if the City is able to secure funding for a substantial streetscape improvement project. Strategies for Individual Nodes The Plan background Report (Appendix 5) presents the land use and capital improvement recommendations for each of the nodes in the Evergreen Way Corridor project area. The City will use the detailed recommendations from the Background Report to identify capital improvement projects and urban design standards to be incorporated into the City’s land use code.The rezones proposed to accompany the adoption of the Evergreen Way Revitalization Plan were influenced by this early input, but do not include all of the areas shown as potential rezone areas by the graphics and text of the background report. The City may consider additional rezoning in the future to the E-1 or MUO zones beyond what is shown in the background report, based upon property owner and community preferences. Overview of Regulatory Recommendations New Zoning and Rezones.In order to encourage the development of a more intense mix of uses in the BRT station nodes, this plan recommends the establishment of a new Packet Page 33 of 139 Evergreen Way Revitalization Plan Page 31 E-1 zone for the entire corridor, and a Mixed Use Overlay (MUO) zone for the BRT station areas. The detailed code provisions that will be implemented as an amendment to the City Zoning Code concurrent with the adoption of the Evergreen Way Revitalization Plan are contained in Appendix 6. The proposed new zones allow more intensive development than allowed by the existing B-2 and C-1 zoning. Because the E-1 and MUO zones allow taller buildings, impacts to neighboring properties will be mitigated through design standards. A significant difference between the proposed and existing zones is that, generally, new auto-oriented uses are not allowed in the MUO zone. The proposed rezones specifically locate the existing major automobile dealerships outside the MUO zone, as auto-oriented businesses are not allowed in the overlay zone. Uses with drive-up windows, gasoline islands, and automotive repair services are not considered to be supportive of mixed use, pedestrian oriented development intended around the BRT stations. Of course, existing legally established uses may remain as non-conforming uses. Everett’s regulations also allow for expansion of nonconforming uses, so, for example, if an existing auto dealership is located within the proposed MUO zone, it may expand in accordance with the City’s land use regulations. Perhaps the biggest difference between the proposed new E-1 and MUO zones and the existing zones along Evergreen Way is the package of incentives and guidelines that accompany them. The incentives are discussed in the Implementation section. The proposed standards provide greater development flexibility while achieving livability, development compatibility, and aesthetic goals. The recommended development standards will address a wide variety of community-building objectives including: Creating more pleasant, pedestrian friendly street fronts and sidewalks. Establishing convenient pedestrian connections into and through large developments. Creating a pleasant residential neighborhood setting abutting the corridor. Maintaining the privacy and livability of adjacent residences. Promoting safety and security. Elevating the design and construction quality of new development. The potential rezone areas are identified in Figures 4 through10.Over time, the boundaries of the MUO zone may be adjusted at the request of property owners. A few areas fronting on Evergreen Way that are the subject of contract rezones or development agreements will not be included in the rezoning to E-1 or MUO, due to the extensive work that went into those zoning decisions (e.g., Claremont Village Shopping Center; 41st Street Safeway), and the binding conditions that apply to those specific sites. Packet Page 34 of 139 Evergreen Way Revitalization Plan Page 32 Figure 4 Packet Page 35 of 139 Evergreen Way Revitalization Plan Page 33 Figure 5 Packet Page 36 of 139 Evergreen Way Revitalization Plan Page 34 Figure 6 Packet Page 37 of 139 Evergreen Way Revitalization Plan Page 35 Figure 7 Packet Page 38 of 139 Evergreen Way Revitalization Plan Page 36 Figure 8 Packet Page 39 of 139 Evergreen Way Revitalization Plan Page 37 Figure 9 Figure 10 Packet Page 40 of 139 Evergreen Way Revitalization Plan Page 38 Packet Page 41 of 139 Evergreen Way Revitalization Plan Page 39 Overview of Public Improvement Recommendations The proposed street improvements do not diminish through-traffic on Evergreen Way but are focused on side streets that provide access to transit and services from the neighborhoods and that create a pleasant residential setting for new development. However, wherever possible, actions are recommended to facilitate pedestrian crossing of Evergreen Way near transit stops. In addition to site-specific recommendations, the planning team identified the following general actions that are incorporated in the implementation section. Alert neighborhood residents when a street improvement project is planned, and involve key stakeholders in the design during the concept stage. Provide better maintenance of the public realm throughout the study area. Consider an “adopt-a-street” program. Involve students in community improvement projects, such as stenciling directional signs to SWIFT stations. Institute a citywide traffic calming / neighborhood improvement small grant program. Reconsider street standards, with greater emphasis on providing a comfortable and attractive pedestrian realm, pedestrian safety, and ADA accessibility. Look for opportunities to create new pedestrian connections within station areas to break up blocks and shorten walking distance. Consider narrowing inside lanes and widening outside lanes for transit and pedestrian comfort. Add signals and mid-block crosswalks where appropriate. Improve the visual appearance of the public right-of-way when opportunities arise. Where public safety requires the use of access management improvements to control left turn movements, incorporate median landscaping wherever possible rather than C-curbs or jersey barriers. Where public improvement projects include changes to street frontage improvements, incorporate wherever possible and appropriate, frontage landscaping to enhance the aesthetics of the public right-of-way. The width of sidewalks on Evergreen Way should be increased to 12 feet improve pedestrian use and comfort, and to provide room for a landscape treatment to separate pedestrians from traffic and also enhance the aesthetics of the corridor. The cross section shown on the following page (Figure 11) shows both the existing typical condition within the corridor, and proposed standard. Landscaping and sidewalk improvements shall be provided as shown in Figure 11 through property redevelopment or City-sponsored capital improvement projects. Where not required for vehicle turning movements, or where required for access management or safety purposes, the middle lane shall be provided with a landscape treatment, including trees, rather than C-curb or a Jersey barrier, as shown in Figure11. It Packet Page 42 of 139 Evergreen Way Revitalization Plan Page 40 must be noted that added annual maintenance costs borne by the City will increase in order to properly maintain median landscaping in a healthy and attractive condition. This plan does not identify additional funds necessary for increased maintenance obligations. As with any capital project the City undertakes, it must also consider the ongoing costs of maintenance, particularly in a challenging work environment (lane closure, flaggers, etc.) like Evergreen Way where traffic volumes are significant and worker safety is the primary concern. “Median Landscape,” to enhance the aesthetics of the corridor. Figure 11 The following graphic (Figure 12) identifies redevelopment strategies and some conceptual capital improvements within and near the Evergreen Way corridor. Capital improvement projects that support the land use strategies of this plan may extend to areas far beyond the areas proposed for rezoning. More detailed review of potential capital improvements, design, costs, benefits and priorities may result in the decision to not build some of the improvements identified in this plan. Other improvements not listed in this plan may also be identified in the future as priority projects to enhance access between the Evergreen Way corridor and surrounding neighborhoods. Packet Page 43 of 139 Evergreen Way Revitalization Plan Page 41 Figure 12 Packet Page 44 of 139 Evergreen Way Revitalization Plan Page 42 Implementation The Big Picture—A Comprehensive Strategy In framing an implementation strategy for the Evergreen Way corridor, it is important to reflect on the project’s basic economic development, multi-modal transportation, and community revitalization objectives. Therefore, the implementation strategy can be thought of in terms of three interrelated elements: economic incentives to spur development, neighborhood-scaled improvements to upgrade livability within and near the mixed-use nodes, and transportation improvements to retain Evergreen Way’s role as a multi-modal corridor and upgrade local circulation. The recommended implementation strategy consists of the summarized list of activities on the following pages. In many cases, one activity supports more than one of the three fundamental objectives described above. Table 2 identifies the objective addressed by each of the activities and illustrates how interrelated the various activities are. Table 2. Implementation Activities OBJECTIVE ACTIVITY Economic Development Neighborhood Livability Transportation Efficiency 1. Revise Zoning Regulations Maximize building capacity Encourage a variety of uses Reduce parking requirements Add standards for livability and quality in nodes Add standards to upgrade visual quality of entire corridor 2. Provide Incentives Make nodes eligible for tax exemption 3. Improve Circulation and Access Refine transit service Implement bicycle plan Improve Evergreen Way itself Improve cross streets and intersections 4. Add Neighborhood Amenities Make pedestrian improvements Implement bike plan Improve streetscapes Upgrade open space Packet Page 45 of 139 Evergreen Way Revitalization Plan Page 43 1. Revise Zoning Regulations The City can make regulatory changes that enhance the identity of the area and improve the feasibility of development. Generally, any regulatory change that allows for reduced development costs or improves project income will enhance development feasibility. Many regulatory changes are reflected in new Evergreen Way (E-1) and Mixed Use Overlay (MUO) zoning designations. Important elements of the new zoning designations: Allow maximum building capacity practical within Type V (wood frame) construction that the C-1 and B-2 zoning do not. Encourage a variety of uses, including residential, local commercial services, schools, community facilities, and offices. Reduce required off-street parking to one parking space per dwelling unit in the MUO zoned areas located close to the Swift BRT stations, and 1.5 parking spaces per dwelling unit for E-1 zoned areas. Add development standards for the BRT station area nodes (MUO zone) that produce an attractive, active, pedestrian-friendly development. Add development standards for the non-BRT node segments of Evergreen Way (E-1 zone) that upgrade the corridor’s visual quality and design identity and provide a robust economic setting for a wide variety of commercial uses. 2. Provide Incentives Designate nodes (Mixed Use Overlay zones) as eligible area for the City’s multifamily property tax exemption program to provide strong incentive for multifamily development. The feasibility analysis indicates that all public redevelopment tools will be needed to attract private investment, and the tax exemption program has proven to be one of the most effective. Use of categorical exemptions provided under SEPA for urban infill will reduce the time required to process land use applications. Timely permit processing is very important to the development community. 3. Improve Circulation and Access Important transportation improvements include: Continuing to work with Community Transit and Everett Transit to refine transit service. Facilitate projected Swift BRT improvements. Explore options to improve east-west transit service to key destinations. Implementing the City of Everett Bicycle Plan in southwest Everett and giving high priorities to routes connected to transit stops on Evergreen Way. Packet Page 46 of 139 Evergreen Way Revitalization Plan Page 44 Making proposed improvements to Evergreen Way itself. Generally, Evergreen Way’s configuration will change over time as properties redevelop, or as the City is able to fund capital improvement projects, but there are some proposed improvements intended to upgrade safety and access. Improving cross streets and intersections in the corridor for both pedestrians and vehicles. 4. Add Neighborhood-Oriented Services and Amenities The City and partner agencies can enhance the desirability of the corridor by investing in transportation and other public improvements. These investments can improve the functionality of the corridor, as well as demonstrate the area’s importance in accommodating future population and employment growth. The improvements will be reflected in improved marketability and feasibility of private development and might include: Pedestrian and bicycle improvements and connections to enhance the desirability of higher density residential development to provide linkages to surrounding residential areas to support corridor businesses. Expanded bike lanes and trails to provide transportation alternatives for employees, residents, and visitors in the corridor. Streetscape improvements at selected locations, or through City- sponsored improvement projects as funding becomes available, to make the area more attractive and reinforce the area’s identity. Expanded public or private community open space and parks, which are important for livability with increased residential density and more multifamily development. The most cost-effective way to accomplish this may be to partner with the school districts to make their grounds more accessible. Improving Corridor Identity and Character Most implementation strategies involve a phasing program that identifies which actions should be initiated first and how the others should be scheduled over time. In the case of Evergreen Way, this phasing is not so important. Nearly all of the recommended actions do not depend on other elements and can be initiated as soon as funding is available. The more important and overriding objective is to change the corridor’s identity and character so that it is seen as a positive place to live, run a business, and invest. And much of that perception depends on the visual quality of the corridor itself. This plan’s emphasis is on zoning standards and public improvements that work together to produce a variety of improved and attractive settings along the whole Packet Page 47 of 139 Evergreen Way Revitalization Plan Page 45 corridor. Business and property owners in several of the auto-oriented business segments between the nodes have already taken steps to upgrade their areas. The cluster of auto dealerships just south of Everett Way Mall is an example of such efforts. Changing perceptions about the BRT station nodes will likely be more difficult because the transformation is more dramatic and many of the new mixed-use development and livability improvements will likely occur on side streets and just off Evergreen Way itself. However, most of the nodes do have a substantial residential population on which to build a more complete neighborhood and support local services. In similar conditions, neighborhood centers have been achieved by small-scale improvements and incremental development over time. As noted above, the City can participate in shaping an identity for the corridor and its nodes as an emerging neighborhood for people to live, work, and gather.The street improvement and landscaping standards within public right-of-way identified in this plan and in the zoning standards will be implemented either by redevelopment of private property, or by City-sponsored improvement projects if funding can be secured. These efforts can combine with private marketing efforts to build some interest and excitement locally and in the region. Implementation at Each BRT Node. The detailed recommended actions for each of the BRT station area nodes is contained in the Evergreen Way Plan Background Report (Appendix 5). The City may elect not to initiate all of the improvements or strategies suggested in the report. Packet Page 48 of 139 CITY OF LYNNWOOD HIGHWAY 99 SUBAREA PLAN September 12, 2011 Adopted by Ordinance 2910 Packet Page 49 of 139 Highway 99 Corridor Plan i Table of Contents Introduction ................................................................................................................................. 1 Background ................................................................................................................................... 1 Plan Contents................................................................................................................................ 5 Existing Conditions ........................................................................................................................ 7 Land Use ................................................................................................................................................. 7 Transportation ......................................................................................................................................... 8 Public Services and Utilities .................................................................................................................... 9 Comprehensive Plan ..................................................................................................................... 9 City Vision ............................................................................................................................................... 9 Planning Process ........................................................................................................................ 12 Planning Concept ...................................................................................................................... 17 Regional Context ......................................................................................................................... 17 A Vision for a Regional Linear Community ................................................................................. 17 Goals and Objectives .................................................................................................................. 19 Translating Goals to Action – Basic Concepts ........................................................................... 19 Goal: Create Nodes of Activity .............................................................................................................. 20 Goal: Allow a Wide Variety of Business Types ..................................................................................... 21 Goal: Support Housing .......................................................................................................................... 22 Goal: Support Improved Linkages Between the Corridor and Edmonds Community College .................................................................................................................................................. 22 Goal: Keep People Moving ................................................................................................................... 22 Goal: Enhance Community Gathering Spaces ..................................................................................... 23 Goal: Improve Identity and Image of the Corridor ................................................................................. 23 Goal: Improve Public Safety ................................................................................................................. 23 Supporting Transit and Business while Creating a Neighborhood Feel ...................................... 23 Envisioning a Mixed-Use Node ................................................................................................... 24 Design Principles ........................................................................................................................ 28 Other Implementation Considerations ......................................................................................... 33 Improving Livability ................................................................................................................................ 33 Transportation Improvements ............................................................................................................... 33 Policy & Implementation Recommendations ........................................................................ 35 Land Use ..................................................................................................................................... 36 Goal 1: Create nodes of activity at key locations along Highway 99. ................................................... 36 Goal 2: Encourage a wide variety of business types between nodes along Highway 99. ......................................................................................................................................................... 47 Goal 3: Support housing along and adjacent to the Highway 99 corridor. ........................................... 48 Transportation and Infrastructure ................................................................................................ 49 Goal 4: Keep people moving along Highway 99. .................................................................................. 49 Packet Page 50 of 139 ii City of Lynnwood Parks and Open Space ............................................................................................................... 52 Goal 5: Enhance Community Gathering Spaces. ................................................................................. 52 Urban Design .............................................................................................................................. 55 Goal 6: Improve identity and image of corridor. ................................................................................... 55 Goal 7: Improve public safety. .............................................................................................................. 56 Appendix .................................................................................................................................... 57 Economic Revitalization Strategies ............................................................................................. 57 Packet Page 51 of 139 Planning Concept Highway 99 Corridor Plan 1 Introduction The Highway 99 corridor became the commercial core of southwest Snohomish County prior to World War II. However, construction of the I-5 freeway shifted split the focus for commercial activity between Highway 99 and the Alderwood Mall area. Today, as the economy recovers, the corridor is expected to offer substantial opportunities for redevelopment – particularly for mixed-use development at the major street intersections – and the City’s Comprehensive Plan identifies the corridor as one of the growth centers for Lynnwood. This Plan promotes redevelopment at these intersections (“nodes”). Background Highway 99 (Hwy 99) is Lynnwood’s primary commercial corridor and a primary north-south transportation spine. The Average Daily Trip (ADT) volume on Highway 99 is approximately 40,000 trips. This corridor is identified in the City of Lynnwood Comprehensive Plan as a key activity center for accommodating a large amount of the projected future population and employment growth for the city. The study area for this plan comprises an approximately 5.25- mile section of Highway 99 stretching north from the southerly city limits at 216th Street SW and extending to 148th Street SW, crossing the current incorporated area and the northern section of Lynnwood’s Municipal Urban Growth Area (MUGA). In addition, properties a quarter of a mile to the east and west of the highway were included in the study to evaluate compatibility of land uses and ease of pedestrian use. Development in the corridor began prior to World War II, with connection of the military road (now Highway 99) from Seattle to Everett. Today, properties along the highway are developed with a broad mix of uses and businesses, including auto dealerships (new & used), shopping centers, professional offices, as well as ethnic businesses and markets. Multifamily and single-family residential development is currently located off the corridor and along the edge of the study area. In 2005, the City adopted the City Wide Economic Development Action Plan. This plan provides guidance for a City-wide effort to improve the economic vitality and quality of 196th St SW node (James Village) circa 1959 SR 99 facing north at 160th St in Shoreline. Photo courtesy of WSDOT. Packet Page 52 of 139 2 City of Lynnwood life in Lynnwood. One of the action strategies in the plan calls for revitalization and redevelopment of the Highway 99 corridor. In 2006, the City initiated a strategic planning effort for Highway 99. In the first phase, the Clear Path LLC and Community Attributes conducted the Highway 99 Existing Conditions and Market Assessment study. This study, conducted in late 2006 and early 2007, framed economic and market conditions along the Highway 99 corridor in Lynnwood and areas north of Lynnwood at that time. The study concluded the following: • Lynnwood’s Highway 99 corridor has ample opportunity for redevelopment. • The continued growth expected for the Puget Sound region, coupled with Lynnwood’s desirable location, positions the City well in terms of future demand for all land uses. • The City’s location brings many advantages including proximity to Boeing employment to the north in Everett, the growing employment base in Bothell, Eastside King County commerce centers in Bellevue and Redmond, and access to Seattle to the south. The market study indicated that transit improvements in the corridor will make the corridor in Lynnwood more desirable for transit-oriented uses, including multifamily housing developments and a mix of retail and commercial services. Other areas in proximity to the corridor that will drive future demand include growing medical centers to the south in Edmonds, office demand stemming from Premera Blue Cross in Mountlake Center, and the City of Lynnwood’s own growth plans for its City Center and Alderwood Mall. Key findings of the Existing Conditions and Market Assessment include: • The corridor study area includes a broad range of uses, spanning retail, office, housing, government, industrial, warehousing, hotels, and more. Nearly all types of land uses are represented along Lynnwood’s Highway 99 corridor. • Many parcels qualify under typical “rule-of-thumb” criteria for being redevelopable. Relatively few parcels are actually vacant at present, though the vacant parcels’ combined land area totals more than 20 acres. Packet Page 53 of 139 Introduction Highway 99 Subarea Plan 3 Figure 1. Highway 99 study area. Packet Page 54 of 139 4 City of Lynnwood • The non-residential development along the corridor is evenly split amongst retail, office and all other uses, in terms of both numbers of parcels devoted to each group and total square footage of building space. The “all other” group includes warehousing and industrial space primarily, followed by a mix that includes motels and recreational uses. • Retail along the corridor has always been highly visible and successful. Upgrading the existing mix of retail should be the primary focus of retail strategies, along with integrating retail into a desirable corridor-wide plan that incorporates planning considerations (i.e., transportation, accessibility, and more). • A fairly broad range of housing and mixed-use residential developments merit attention. New residential construction sells well in Lynnwood, with higher prices for both condominiums and single-family products than found on average in Snohomish County. • Transit improvements spur creative energy for new development products. Developments benefit from increased pedestrian activity and potentially a greater concentration of commuters using the corridor. Mixed-use and transit-oriented development projects can serve as a catalyst and anchor for broader activity nodes, which will likely be the focus of subsequent work for the corridor strategy. As a result of the 2006 planning effort, a series of strategies (summarized on page 6) were adopted by the City to facilitate economic development, accommodate planned population growth, enhance the overall quality and livability of the Highway 99 corridor and surrounding neighborhoods, and support the new Swift Bus Rapid Transit (BRT) line. The City Council adopted these strategies in February 2008 (Resolution 2008- 02) and they were incorporated into the City’s Comprehensive Plan in the 2008 annual amendments. The Strategies that are most relevant to this Subarea Plan are shown on the next page; the full text can be found in the Appendix. One of the strategies is to develop a physical plan to make the corridor’s physical conditions consistent with the adopted strategies, to improve quality-of-life conditions, and to improve connections with adjacent neighborhoods. This subarea plan is intended to serve that purpose; building on the adopted strategies and translating them into physical actions, including changes to land use regulations, design Packet Page 55 of 139 Introduction Highway 99 Subarea Plan 5 guidelines and recommendations for physical infrastructure and open space improvements. Plan Contents The Highway 99 Subarea Plan is divided into four sections: • Introduction - summarizes the project background, existing conditions, planning process, and the project’s goals and objectives. • Planning Concept - describes how the goals and objectives are translated into the overarching program for future development and activity in the corridor and frames the implementation recommendations. This section also includes a discussion of potential development types and other fundamental ideas. • Policies and Implementation Recommendations - lists the policies and implementation strategies to achieve project goals. • Next Steps - includes a list of key actions for the City to take to better ensure the vision for Highway 99 is realized. It also includes a number of potential measures to encourage private investment along the corridor. This project also includes zoning code and Comprehensive Plan amendments, new design guidelines for the mixed-use zones, and a Supplemental Environmental Impact Statement (EIS) for the subarea plan and implementing code amendments. Packet Page 56 of 139 6 City of Lynnwood Packet Page 57 of 139 Introduction Highway 99 Subarea Plan 7 Existing Conditions The City of Lynnwood is a thriving city of approximately 36,160 people (OFM, 2010). It is located in the southwestern portion of Snohomish County and shares the Southwest Urban Growth Area (SWUGA) with eight other cities. The City Limits extend generally to 164th Street SW on the north and Interstate 5 and SR-525 on the east. The conditions of the Highway 99 corridor are described below in three categories: land use, transportation, and public services and utilities. Land Use The existing development pattern along the Highway 99 corridor is primarily strip commercial, auto-oriented businesses with surface parking lots fronting the highway. The study area includes a mix of commercial, residential, industrial, hotels, and warehousing. Larger retail centers and/or businesses include James Village, Lynnwood Center, Pick-n-Pull, Costco, and Safeway. There are also a number of car dealerships along the corridor, including Acura, Audi, Buick/GMC, Ford, Hyundai, Infiniti, Mercedes, Lexus and Volvo, as well as used car dealerships. Swedish / Edmonds Hospital, Premera and other medical and insurance office buildings are generally concentrated close to Highway 99 and just outside the City limits, between 216th and 220th Streets. Edmonds Community College and Central Washington University branch campus are also located just west of the corridor between 196th Street SW and 208th Street SW. These colleges have a combined enrollment of about 13,000 students, with new on-campus housing, and have plans for significant growth. Based on 2006 data, the Highway 99 Existing Conditions and Market Assessment noted that, of 8,274 parcels within a half mile of the Highway 99 corridor, nearly 7,500 were developed with residential uses. Residential use, however, only accounts for approximately three (3) percent of the building floor area along the highway. Retail, hotel, industrial, warehousing, and office comprise the vast majority of uses utilizing the most land area in the study area. A majority of the parcels along the corridor are zoned General Commercial (CG) or Community Business (B-1), which allows a broad mix of commercial uses. The Highway 99 right-of-way runs at an angle to the grid of streets and most property lines, creating a number of issues for property development. First, side streets intersect the highway at sharp angles, resulting in less-than-optimal Figure 3. Highway 99 features a 7- lane section with sidewalks. Figure 2. The corridor land use is characterized by a broad spectrum of large and small commercial businesses. Packet Page 58 of 139 8 City of Lynnwood intersection geometrics. Second, most properties with frontage on the highway are irregularly shaped. Transportation Highway 99, originally called the Pacific Highway, was constructed in 1927. Businesses catering to motorists were soon developed along the new transportation corridor. The intersection with 196th Street SW, known then as the Edmonds-Alderwood Road, became a commercial focus. Today, Highway 99 is a state highway with three northbound travel lanes, three southbound travel lanes and a center turn lane. The outside lane (both northbound and southbound) is a Business Access and Transit (BAT) lane. Highway 99 has concrete sidewalks (attached to the curbs) along both sides of the street, with marked crosswalks at major intersections. On- street parking is not allowed on Highway 99. Major east-west cross-streets within the study area with signalized intersections include 216th Street SW, 212th Street SW, 208th Street SW, 200th Street SW, 196th Street SW, 188th Street SW, 176th Street SW, 168th Street SW, 164th Street SW, 156th Street SW, and 148th Street SW. Lynnwood’s major east-west street, 196th Street SW, which is also a state highway (SR 524), connects to the west to downtown Edmonds and the Washington State Ferries; to the east it leads to the Lynnwood City Center and I-5 and, ultimately, to Bothell. At its intersection with Highway 99, 196th Street features two lanes in both directions, right turn lanes, and a center turn lane. The major streets in the study area generally form a north- south/east-west grid, with skewed intersections and irregularly shaped parcels when intersected by the angled Highway 99 right-of-way. Changes in topography provide some variation to the grid pattern. Sound Transit and Community Transit provide transit services to Lynnwood. The nearest Sound Transit service is at the Lynnwood Transit Center (south of 200th Street SW between 48th Avenue SW and 44th Avenue SW), approximately one mile east of the study area. Community Transit services several bus routes that travel along or cross Highway 99. In the fall of 2009, Community Transit began its Swift Bus Rapid Transit (BRT) service. Swift operates every 10 minutes Figure 4. Bus Rapid Transit (BRT) service provides an excellent opportunity to integrate land use and public transportation. BRT transit service gives local residents substantially improved access to other points in the region. Adding new residences and new residential-compatible commercial uses near BRT stops will help support the transit investment. Packet Page 59 of 139 Introduction Highway 99 Subarea Plan 9 on weekdays from 5 am to 7 pm, every 20 minutes at night from 7 pm to midnight, and on weekends 6 am to midnight. The eight BRT stops (both northbound and southbound) within the study area are generally located near the following Highway 99 intersections: 148th Street SW, 176th Street SW, 196th Street SW, and 216th Street SW. Public Services and Utilities In the portion of the corridor within the City of Lynnwood, the City provides municipal services, including Police, Fire and Emergency Medical services, and utilities (sewer, water, stormwater management). The City also operates and maintains several parks, recreational facilities, and trails within the study area. Gold Park, Scriber Lake Park, the Lynnwood Municipal Golf Course, the Interurban Trail, and the Golf Course Trail are located wholly or partially within the study area. None of the above front on Highway 99. In the unincorporated area (north of the City limits), Snohomish County provides most local government services, and Fire District #1 provides emergency fire and medical services. Edmonds School District #15 serves the study area. Cedar Valley Community (K-8) School is located within the study area on 54th Avenue West, east of Highway 99 and north of 196th St SW. Edmonds Community College and Central Washington University branch campus are located partially within the study area on 68th Avenue West, west of Highway 99, between 200th Street SW and 204th Street SW. These colleges provide classes for more than 11,000 students each quarter. The colleges’ campus is 50 acres and includes a residence hall, a new theater, dining facilities and cafes in addition to the classrooms and other school buildings. Swedish/Edmonds Hospital, while not in the study area, is located very close to 216th Street SW and serves the study area and broader region. The Snohomish Health District South County Clinic is located within the study area on 200th Street SW east of Highway 99. Comprehensive Plan City Vision In late 2007, the City began a process to develop a new vision for the future of Lynnwood. This effort started with a series of Packet Page 60 of 139 10 City of Lynnwood 29 public meetings, followed by discussions and refinement of the comments received in those meetings by a committee of Vision volunteers. In 2008, that committee recommended a set of Vision Statements. The City Council approved these Statements and they were adopted into the Comprehensive Plan Amendments in 2009. The vision is: The City of Lynnwood will be a regional model for a sustainable, vibrant community with engaged citizens and an accountable government. Our vision is… • To be a welcoming city that builds a healthy and sustainable environment. • To encourage a broad business base in sector, size and related employment, and promote high quality development. • To invest in preserving and expanding parks, recreation, and community programs. • To be a cohesive community that respects all citizens. • To invest in efficient, integrated, local and regional transportation systems. • To ensure a safe environment through rigorous criminal and property law enforcement. • To be a city that is responsive to the wants and needs of our citizens. This vision statement guides the actions of the City as it plans for the next 20 years. The City of Lynnwood’s Comprehensive Plan contains several policies that relate specifically to land use on the Highway 99 corridor: Objective 12: Promote infill commercial development and redevelopment with opportunities for new residential development in specific locations within the Highway 99 activity center while improving the visual character and image. Policy LU-3.1: Incentives and performance related standards shall be established to allow residential uses and mixed-use developments on Office Commercial and Regional Commercial designated properties, at appropriate locations in the Subregional, Community College, and Highway 99 Corridor Subareas. Packet Page 61 of 139 Introduction Highway 99 Subarea Plan 11 Policy LU-4.4: Encourage mixed-use development (including multiple family residences) at major intersections along Highway 99, provided that development sites are large enough to enable high-quality urban design and inclusion of site amenities. Policy LU-8.12: Attractive gateways shall be established at all principal entry points to the City. Policy LU-8.13: Reconstruction of streets located within principal gateways shall incorporate high quality landscape and streetscape design and features. Policy LU-8.15: The number, size and height of signs shall provide for business and product identification while creating an aesthetically pleasing visual environment. Policy LU-8.16: Signs shall be designed and placed on a site in a way that provides an integrated development appearance and is aesthetically pleasing as viewed from the street and surrounding properties. Policy LU-8.17: The City shall implement a program requiring nonconforming signs to be made conforming or be removed. Policy LU-8.18: The visual character of buildings shall be enhanced by means of architectural design and landscape elements to create a human scale and positive visual character for the streetscape and abutting residential uses. Policy LU-8.19: Screening of elements such as recycling and waste collection areas, compactors and dumpsters, loading and service areas, and mechanical equipment shall be required so that these elements do not create a negative impact to the streetscape and nearby residential areas. Economic Development Goal B: Implement Revitalization Strategies for the Highway 99 Corridor – Adopted February, 2008 (described above). The City of Lynnwood’s Comprehensive Plan contains several policies that relate to transportation on the Highway 99 corridor. Packet Page 62 of 139 12 City of Lynnwood Objective T-23: Control the location and spacing of commercial driveways and the design of parking lots to avoid traffic and pedestrian conflicts and confusing circulation patterns. Policy T-23.1: Driveways shall be located to provide adequate sight distance for all traffic movements and not interfere with traffic operations at intersections. Policy T-23.3: Driveway access onto all classifications of arterial streets shall be avoided whenever possible. Require property access to streets with lower classifications. Policy T-23.4: Shared vehicle access between adjacent commercial and industrial development sites should be provided where feasible or provisions made to allow for future shared access to reduce development traffic impacts. Sub goal: Work with the transit providers to make transit an attractive travel option for local residents, employees and users of regional facilities. Objective T-11: Work with the transit providers to establish a hierarchy of transit services focused on three major elements: 1) neighborhood services, 2) local urban service, and 3) inter-community and regional services. Policy T-26.1: Require the construction and operation of transportation facilities and services to meet the standards of the Americans with Disabilities Act (ADA). Planning Process The Highway 99 Subarea Plan is intended to implement the economic development strategies that called for the development of a physical plan for the corridor. This plan is intended to address the physical conditions along the corridor and quality-of-life issues. Packet Page 63 of 139 Introduction Highway 99 Subarea Plan 13 Preparation of the plan included coordinated communication and outreach to business stakeholders and residents who live on and adjacent to the corridor. The City initiated the planning project and the City Council designated the Planning Commission as the public advisory committee for the project. Key elements of the planning process included: • Conducting a review of existing conditions and gathering stakeholder input in the development of the Highway 99 economic development strategies. • Holding a public workshop (Workshop 1) on March 3, 2009 to present the project background and brief participants on Community Transit’s Swift Bus Rapid Transit (BRT) system. The team worked with public participants to identify the key issues and opportunities on the corridor and, through a mapping exercise, to develop more detailed planning objectives. • Presenting the results of Workshop 1 to the City’s Planning Commission on March 18, 2009. A summary of the results of the mapping exercise are shown on the following page. Packet Page 64 of 139 14 City of Lynnwood Figure 5. Summary of results for Public Workshop #1. Packet Page 65 of 139 Introduction Highway 99 Subarea Plan 15 Developing two alternative land use scenarios based on Workshop 1 participants’ suggestions, feedback from other agencies, and the Planning Commission comments. The corridor was divided into segments and two alternatives were proposed for each segment. The two alternatives included a residential/mixed-use development option and a commercial development option. Presenting the alternatives to public participants at the second public workshop conducted on April 21, 2009. Participants were given the opportunity to state preferences for the different segments. (Attendance at the second workshop was much lighter than at the first session.) Presenting the public-review draft project documents (Subarea Plan, Zoning Regulations and Maps, and Design Guidelines) and the Draft Supplemental Impact Statement at a public meeting on September 28, 2010. Completed a Draft and Final Supplemental Environmental Impact Statement that assessed the potential impacts of redevelopment of the nodes on traffic facilities, utility facilities (sewer, water and stormwater), parks and greenhouse gas emissions. Public hearings on the final-draft documents before the City’s Planning Commission (March 2011) and City Council (June 2011). City Council adoption of the Subarea Plan, Zoning Regulations and Maps and Design Guidelines on September 12, 2011. Using information gathered at the workshop and additional analysis, the team developed a preferred alternative that combined the selected options for the various segments. This general concept was used to help frame the Corridor Plan and was later refined to include parcel level detail for each node. The Figure 6 concept diagram (shown on the next page) identifies “primary” and “secondary” nodes to distinguish between those nodes that include a Swift BRT stop and, therefore, can best take advantage of this transit investment development incentive. Packet Page 66 of 139 16 City of Lynnwood Figure 6. General concept for the preferred alternative for the Corridor Packet Page 67 of 139 Planning Concept Highway 99 Subarea Plan 17 Planning Concept The Highway 99 Subarea Plan envisions the study area’s transformation from a primarily auto-oriented commercial strip to a multi-modal, multi-use corridor that features strategically placed mixed-use centers or “nodes” between stretches of diverse commercial uses. The “planning concept” described in this section translates the broad vision for the corridor (described in the prior section) into more specific directions for the intended land uses and physical form of new development. Those directions, in turn, lead directly to the strategies (and specific actions by the City) to realize the vision. In particular, this planning concept explains the rationale for encouraging new residential development in the mixed-use nodes. Regional Context Lynnwood is not the only jurisdiction along Highway 99 with a vision for revitalizing the corridor. South of Lynnwood, the cities of Shoreline and Edmonds have completed planning projects for sections of the highway in their jurisdiction, and, north or Lynnwood, the City of Everett, together with the City of Mukilteo and Snohomish County are conducting a planning process similar to Lynnwood’s. In addition, Shoreline has reconstructed two sections of the highway into an urban boulevard, and work on the final section is underway. Shoreline has seen properties along the highway redevelop with mixed use, higher intensity development, as envisioned by this Subarea Plan for Lynnwood. A Vision for a Regional Linear Community This plan envisions the corridor as a linear community that includes a broad spectrum of commercial businesses, focal points for vibrant residential neighborhoods, and a number of local and regional attractions. This concept is shown in Figure 7. In such a community, residents, students, workers, and visitors have easy access to those services and attractions found in any livable community. The community could effectively extend north into Everett and south to Edmonds and Shoreline, with an even greater string of Packet Page 68 of 139 1 18 F Figure 7. High City way 99 devel y of Lynnw lopment conc wood cept. Packet Page 69 of 139 Planning Concept Highway 99 Corridor Plan 19 specialized nodes with recreational, civic, medical, educational, and commercial attractions. As suggested by the designation of “primary” and “secondary” nodes, Lynnwood’s mixed-use nodes and corridor stretches might become more individualized; perhaps with auto dealerships and vehicle service companies clustering in some locations and “lifestyle” businesses at another. The primary nodes will likely see the greatest changes in land use because they include Swift BRT stops, but the secondary nodes also include unique redevelopment opportunities. Developing more distinct identities for each of the nodes would add variety to the corridor and enhance the nodes’ sense of place. It is an ambitious vision, of course, but one that can be achieved through consistent effort over time. Goals and Objectives In order to frame the plan for the Highway 99 corridor, goals and objectives were established for the study area. First, the Economic Development Strategies and Comprehensive Plan goals and policies were summarized (as discussed in the Introduction). The goals and objectives identified in public meetings were then reviewed with the Planning Commission. Using the public’s goals and objectives as a guide, the Planning Commission then established its own goals and objectives. All of these goals and objectives were then “blended” into goals and objectives for the study area. These goals and objectives were used to frame the preferred alternative and the policies and regulations discussed in this plan. Translating Goals to Action – Basic Concepts The next section recommends policies and implementing actions to translate the established goals and objectives for Highway 99 into a context for redevelopment in the corridor, providing a framework for realizing the goals of the Plan. Mixed-use nodes will allow the City to concentrate activities at key locations and not disrupt the ongoing commercial activities elsewhere along the corridor and the adjacent single-family neighborhoods. The nodes also provide a logical location for parks, plazas, and amenities. In the long term, the plan points to a time when the Highway 99 corridor can include community business and activity centers that significantly add to the livability of surrounding neighborhoods while maintaining the Figure 8. Auto dealerships are an important part of the City’s economy. Packet Page 70 of 139 20 City of Lynnwood Highway’s role as a critical transportation conduit and setting for regionally based businesses. Goal: Create Nodes of Activity The plan’s primary emphasis is to encourage mixed-use nodes near Bus Rapid Transit (BRT) stops and other strategic locations. As used here, “mixed-use development” means a combination of residential and commercial uses in close proximity but not necessarily in the same building. The term “node” refers to a concentration of more intense development and human activity. Because nodes will include residences as well as local retail services and regional transit connections, they provide the best opportunity to create comfortable, safe, and attractive pedestrian-oriented settings, as called for in the objective of providing “community gathering spaces.” This type of development around transit stops is often called “transit- oriented development” or TOD. Providing amenities and enhancing or adding public spaces at each node will help attract new residents. Increasing the development intensity and diversity at the nodes has several advantages, including: • Providing excellent opportunities for transit-oriented development (TOD). • Adding new neighborhood-oriented businesses; broadening the spectrum of commercial activities. • Encouraging people to live where there are already sufficient access and support services. • Increasing activity throughout most of the day and improving safety by adding “eyes on the street”. • Creating a “sense of place” that helps to give the local residential community greater identity and a neighborhood focal point. As vehicle dealerships – new & used vehicles - (and service businesses) are a key component of the commercial activity along the corridor, and re-using existing dealership facilities to other businesses presents substantial issues, new zoning for the nodes should allow for continuation of or re-occupancy by dealerships and service facilities. Packet Page 71 of 139 21 City of Lynnwood Economic Development Strategies & Comprehensive Plan Goals & Policies Goals and Objectives Established at Public Meetings Goals and Objectives from Planning Commission • Transportation: • Improve pedestrian safety and connectivity • Keep traffic moving (synchronize lights, turning movements, etc) • Land Use • Improve aesthetics of properties along corridor (car dealerships) • Recognize areas with redevelopment potential • Housing • Protect single family neighborhoods • Protect and promote affordable housing • Parks and Open Space • Improve existing parks and trails • Create new parks and community centers and provide pedestrian connections • Improve public safety • Emphasize unique identity of areas along corridor • Transportation • Keep traffic moving • Pedestrian access, connectivity, and safety • Land Use • Protect and foster businesses • Protect single family neighborhoods • Housing • Provide housing and services for elderly, lower-income, and disabled • Parks and Open Space • Take advantage of existing parks and open space • Stream corridor could be used for trails and connections to other parks • Increased public safety (lighting, crime prevention) Goals and Objectives for Project Highway 99 • Create Nodes of Activity • Support transit-oriented development at BRT stops • Create walkable retail areas at nodes • Allow a Wide Variety of Business Types • Foster businesses along corridor • Support small businesses • “Cluster” businesses and take advantage of key nodes • Retail, restaurants, and ‘walkable’ businesses at nodes • Auto-oriented businesses between nodes • Support Housing • Protect single family neighborhoods • Encourage mixed-use development at key nodes • Keep people moving • Promote pedestrian safety and connectivity • Keep traffic moving along corridor in safe manner • Enhance Community Gathering Spaces • Improve existing parks • Create new parks and community centers • Provide trails and pedestrian connections between gathering places • Improve Identity and Image of Corridor • Incorporate more green features along corridor (landscaping, trees, etc) • Establish a unique identity • Improve public safety • Prevent crime • Improve lighting Goal: Allow a Wide Variety of Business Types In order to provide for a “wide variety of business types,” the plan calls for commercial land uses in between the nodes of activity to remain largely unchanged along many stretches of the corridor. Auto dealerships and associated auto services are an important economic asset on the corridor, so policies and regulations are framed to not diminish access, visibility, or Packet Page 72 of 139 22 City of Lynnwood site utilization for these uses. No fundamental zoning code regulation changes are recommended in these areas. However, significant improvements in visual identity and economic viability of these areas are envisioned. Goal: Support Housing In order to “protect single family neighborhoods,” the plan includes recommendations to adopt design guidelines to help make the corridor livable for new and existing residents. The design guidelines will help ensure that new development: • Integrates well with near-by residences, • Provides better pedestrian connections between residences, • Provides transit stops and neighborhood services, • Enhances open spaces and amenities, and • Makes conditions safer near the corridor. The plan also “encourages mixed-use development at key nodes” by changing the zoning at these nodes and increasing residential capacity, as discussed above. Goal: Support Improved Linkages Between the Corridor and Edmonds Community College The campus of Edmonds Community College and Central Washington University is located about 0.25-mile west of the highway. The BRT stations at 196th St. SW (southbound) and 200th St. SW (northbound) provide direct pedestrian access to the College, and an unopened section of the 204th St. SW right-of-way is expected to be built in the next few years. Encouraging a mixed-use node at these three intersections of 204th St. will support these mutually-beneficial connections. Goal: Keep People Moving Analysis shows that the expected growth will not cause significant adverse traffic impacts. Some street and traffic improvements will be necessary, however, to reduce congestion and “keep people moving”. The most effective measures will be to facilitate east-west traffic movement so here can be more signal time devoted to north-south traffic Packet Page 73 of 139 Planning Concept Highway 99 Corridor Plan 23 along the highway. The section on transportation improvements (page 34) summarizes recommended measures to address this issue. Other transportation recommendations are intended to address local issues and implement the City’s comprehensive transportation planning. Goal: Enhance Community Gathering Spaces In order to create a more livable corridor, particularly at the nodes, this subarea plan highlights community gathering spaces. The plan calls for improvements to existing parks and open spaces, continued partnerships between the Edmonds School District and the Lynnwood Parks Department, and new private/public partnerships that would facilitate the potential acquisition of new community gathering spaces. Goal: Improve Identity and Image of the Corridor New design guidelines and zoning provisions for the Hwy 99 Mixed-Use zone were prepared in conjunction with this plan. The design guidelines provide the direction for the transformation of the activity nodes into livable and walkable areas. A number of zoning code updates also help to implement the goal of improving the image of the corridor. Goal: Improve Public Safety The transportation improvements, design guidelines, new zoning regulations, and increase in residential development discussed above will all help to improve public safety throughout the Highway 99 corridor. Additionally, improved street lighting, and side street sidewalks are recommended. Supporting Transit and Business while Creating a Neighborhood Feel The Highway 99 Subarea Plan provides a framework for action. Mixed-use nodes will allow the City to concentrate activities at key locations and not disrupt the ongoing commercial activities elsewhere along the corridor and the adjacent single-family neighborhoods. The nodes also provide a logical location for parks, plazas, and amenities. In the long term, the plan points to a time when the Highway 99 corridor can include community business and activity centers that significantly add to the livability of surrounding neighborhoods Packet Page 74 of 139 24 City of Lynnwood while maintaining the highway’s role as a critical transportation conduit and setting for regionally based businesses. Developing additional residences at selected locations along the corridor will support transit and locally oriented businesses. As a general rule, about 2,000 residences are required to support a modest cluster of neighborhood-oriented businesses, such as a small grocery store, drug store, laundry, family-style restaurant, or coffee shop. If the area within a quarter mile of a mixed-use node includes 1,000 dwelling units (du), for example, then about half of the customers for those shops can access the businesses on foot. The residential neighborhoods on either side of the corridor are sufficient to provide the additional customer base needed. This same target of at least 1,000 du within each node is consistent with the population needed to support bus rapid transit (BRT) and to generate enough activity to make the area feel “lively.” Thus, the additional residences will support the multiple purposes of growth management, transit support, business development, and the creation of more cohesive neighborhoods. Envisioning a Mixed-Use Node The desired form of mixed-use in the nodes is 4- to 6-story buildings with three to five stories of residential over retail businesses and/or structured parking. Developers have found this building type to be very efficient, and it produces about 100 to 160 du/acre (including area devoted to open space and parking). Other building types may also be considered for mixed-use along the corridor. For example, the Tressa condominium complex near Highway 99 and N 143rd Street in Seattle provides about 200 du/acre, and a high-rise structure could produce 400 du/acre. The hypothetical mixed-use node in the figure on page 27, illustrates different forms of development that can be combined to create a node that uses land efficiently, supports transit and walking, and anchors a livable residential neighborhood. The lower left-hand quadrant (south and west of the main intersection in this example) shows how smaller single- purpose residential units might be designed as infill adjacent to existing properties. Figure 9. South Echo Lake Apartments along Aurora Ave N (Highway 99) in Shoreline. Figure 10. The type of development that may be appropriate facing some side streets. Packet Page 75 of 139 Planning Concept Highway 99 Corridor Plan 25 In this example, two buildings, each with three stories over partially covered parking, are situated so that the units face a courtyard instead of the highway. Small retail shops might be located on the ground floor next to the highway. Through-lot access provides good pedestrian and auto circulation. The retail building on the corner represents either an existing or new structure. Although it lacks some of the amenities of the other quadrants, this small-scale type of development would be the least expensive to build, and there are similar examples currently on Highway 99. The new development depicted in the lower right-hand quadrant is basically a complex of single-purpose residential courtyard buildings situated just behind an existing shopping center. In this example, each building is four to five stories over structured parking, which is a common and efficient building type where there is sufficient land to accommodate it. The small park at the north (upper) end of the complex might be a public park. The residential building just to the east (right) of the park might include a small café to provide additional activity. Such public amenities are important to attract new residents. The illustration also projects the old shopping center immediately to the west of the new multifamily buildings was improved to provide a walkway through the complex to provides better pedestrian circulation for neighborhood residents and (more importantly for the retailers) better access to retail shops. The upper left-hand quadrant provides an example of how an existing shopping center might be enhanced by adding a mixed-use building and upgrading smaller commercial buildings. In order to make up for the parking loss by this expansion, a parking garage is added. In this case, the cost of the garage construction is more than offset by the added revenue from the new development and the increased retail base. Generally, because of the excellent transit service and the opportunity for patrons to access businesses on foot, parking requirements will be relaxed. Even though surface parking will still be needed in some cases, reduced parking requirements can mean savings to property and business owners. Figure 11. The mixed-use complex shown here was developed on a commercial parking lot in an auto- oriented shopping center. The drive through the development provides excellent vehicle and pedestrian circulation and a good residential and small business setting. Packet Page 76 of 139 26 City of Lynnwood The mixed-use complex sketched in the upper right quadrant illustrates what might be done with a large single lot. Five- to six-story residential buildings are aligned along the eastern part of the property, with setbacks and landscaping facing single-family residences across the street. The example also shows that the driveways into the structured parking access the side streets but not the street with single-family residences so that traffic impacts are minimized. The complex also includes mixed-use buildings facing the side street and a courtyard around which are situated small businesses. A courtyard will provide an attraction for both residents and patrons of the businesses. Another key to large property redevelopment is good pedestrian connections. An internal circulation network should connect to key access points outside the property (especially BRT stops, as shown) and might include pathways, plazas, and sidewalks along drives. All pathways and sidewalks should be attractive, comfortable, and safe. Street trees and pedestrian-scaled lights are especially important. Figure 12. The Linden Court mixed- use complex offers a good example of what can be developed on a large site. The complex is located one-half block from Highway 99, near Bitter Lake. Packet Page 77 of 139 Planning Concept Highway 99 Corridor Plan 27 Figure 13. Hypothetical example of mixed-use development at a node. Packet Page 78 of 139 28 City of Lynnwood Design Principles Building a successful transit-oriented mixed-use node requires more than achieving a targeted level of development. Design quality is critical to producing an attractive and livable setting. The buildings, open spaces, and circulation systems must fit together aesthetically and efficiently. Success also depends on creating a safe, comfortable pedestrian environment. The individual nodes and the corridor as a whole must display a positive identity. The seven design principles described below will direct new development towards achieving these objectives. The principles will be implemented through design policies, standards, and guidelines developed along with this plan. 1. Orient building to reinforce pedestrian environment. • Provide pedestrian-oriented facades along streets with the most pedestrian movement (especially side streets) and internal pedestrian pathways. • Provide pedestrian-oriented storefronts with weather protection, wide sidewalks, street trees, and lighting along all building fronts. • Install street trees with new development. • Refine the residential character of streets across from residential zones. Packet Page 79 of 139 Planning Concept Highway 99 Corridor Plan 29 2. Connect all commercial and residential uses with comfortable and convenient pedestrian connections. • Provide pedestrian connections through large sites. • Design multi-building developments around a pedestrian network. 3. Provide a variety of open spaces. • Include some form of open space for all residential development. • Include open space as part of retail development. • Incorporate landscaping and “green” features whenever possible. • Location/design considerations: o Feasibility o Usability o Maintainable Packet Page 80 of 139 30 City of Lynnwood 4. Provide a safe and efficient vehicular system. • Minimize direct vehicular access to and from Highway 99. • Locate driveways from side streets where possible. • Provide internal roadway connections within and between developments. • Connect with adjacent properties for greater access. 5. Be a good neighbor to adjacent properties. • Set back or modulate buildings to not overpower adjacent residences. • Minimize impacts to privacy and sunlight. • Minimize traffic on residential streets. Packet Page 81 of 139 Planning Concept Highway 99 Corridor Plan 31 6. Create attractive, identifiable intersections at the center of the nodes. • Locate buildings at intersections at the back edge of the City’s future sidewalk, as determined by future transportation demand. (Note: driveways are prohibited at intersections.) • Locate landmark features (e.g., towers, special entries) at corners. • Locate appropriate services (e.g., cafes, convenience shops, laundries) at corners. 7. Develop high-quality buildings integrated with landscaping. • Use quality materials and construction techniques. • Incorporate design elements that modulate building scale and add interest. • Locate, size, and design signs that are compatible with a pedestrian-oriented character. Packet Page 82 of 139 32 City of Lynnwood GOALS z = Accomplishes goal { = Contributes to goal DESIGN PRINCIPLES Cr e a t e n o d e s o f a c t i v i t y En c o u r a g e w i d e v a r i e t y o f bu s i n e s s c o n n e c t i o n s . Su p p o r t h o u s i n g Ke e p p e o p l e m o v i n g En h a n c e c o m m u n i t y ga t h e r i n g s p a c e s Im p r o v e i d e n t i t y a n d i m a g e of c o r r i d o r Im p r o v e p u b l i c s a f e t y 1. Orient building to reinforce pedestrian quality z z { 2. Connect all commercial and residential uses with comfortable and convenient pedestrian connections { { { z { z 3. Provide a variety of open spaces. { { z { 4. Provide a safe and efficient vehicular system. { z z 5. Be a good neighbor to adjacent properties. z { { 6. Create attractive, identifiable intersections at the center of the nodes. z z 7. Develop high-quality buildings integrated with landscaping. { { z Packet Page 83 of 139 Planning Concept Highway 99 Corridor Plan 33 Other Implementation Considerations Improving Livability In order to realize the vision for the corridor, it is important to consider what the City can do to make the corridor a more attractive place to live. A big step has already been taken in the form of the new Swift BRT line. Bus rapid transit (BRT) means never having to wait more than 10 minutes for a bus. Corridor residents can now quickly ride the Swift to the Edmonds International District for ethnic food, take an evening class at the community college, visit the library on Evergreen Way, get to an appointment at Swedish/Edmonds or Everett Clinic, or attend an event at the Everett Center. However, the quality of the urban setting must also be upgraded. Sidewalks with street trees and lights are needed along many side streets. Some form of park, plaza, and/or community facility should be located at or near each major node, and minimum landscaping, signage, and pedestrian access standards should be established for new development. The Design Guidelines for Hwy 99 Mixed-Use zone, and the implementing zoning regulations, will help ensure the quality of the urban setting is improved. Figure 14. Proximity to Bitter Lake Park and the community center (in Seattle) is a big reason for Linden Court’s success. Figure 15. Linden Court’s coffee shop (also in Seattle), across the street from the park, is a hub of activity. Figure 16. The gas station at Keeler’s Corner is a local landmark (on Hwy 99 at 164th St. in Lynnwood). Positive features along the corridor, such as locally- recognized buildings and the community college campus, should be considered important assets and featured as part of new development planning. Packet Page 84 of 139 34 City of Lynnwood Transportation Improvements The environmental impact analysis conducted as part of this plan examined whether or not the projected new development would cause significant congestion. The analysis showed that the growth scenario, if achieved, would not significantly decrease the performance of roadways or intersections. On the other hand, the analysis also showed that if roadway systems are not improved, congestion will increase substantially whether or not additional growth occurs as recommended by this Plan; regional traffic is the major factor for congestion along the corridor. The remedy that is the most likely to ease congestion is improvements to the major east-west cross streets because reducing the time the east-west traffic takes to move through the Highway 99 intersections will allow greater signal “green time” for north south traffic. Providing left- and right-turn lanes from the cross streets onto the highway will, in some cases, help this traffic to flow more smoothly, but in some cases more creative lane configurations may be necessary. The primary transportation recommendation is to initiate a comprehensive study to improve intersections. As noted above, sidewalks with street trees and lights are critical to improve pedestrian comfort and safety. Additional right of way width may be required on some cross streets. It is recommended that new development be required to sufficiently set back from the curb line to allow for appropriately wide sidewalks and for future right-of- way expansion as determined by the City. The demands on the side streets merit special study and should receive high priority in the City’s capital improvement planning. Individual intersections cannot be adequately considered in isolation because revising traffic flow patterns at one intersection could well affect traffic flow at other intersections. Therefore, the primary transportation recommendation is for a comprehensive and detailed study of possible actions to reduce congestion at intersections. Other recommendations include: • Establishing design standards that mandate improved pedestrian circulation through large sites (especially for access to BRT stops); • Considering moving some current Swift Bus stops when properties are redeveloped to bring the north and south stations closer to key intersections; and • Monitoring transportation activity on the corridor to better understand how BRT service, new development and other transportation improvements affect one another and reduce the overall number of vehicle miles traveled (VMT) and associated carbon emissions. Figure 17. A typical side street. Figure 18. Universal accessibility is an important consideration in building sidewalks and on-site circulation. Figure 19. Landscaping, pedestrian lights, and safe walkways can help humanize parking lots. Packet Page 85 of 139 Highway 99 Corridor Plan 35 Policy & Implementation Recommendations This section establishes the framework for the City’s implementation of the Highway 99 Subarea Plan. Goals established through the planning process are followed by policies that guide the implementation recommendations. The implementation recommendations lay out the actions the City should take to implement the planning concept, such as updating the City’s zoning code, design standards, and design guidelines. The subarea plan will be adopted as part of the City’s Comprehensive Plan. This section is organized into goals, policies, implementation recommendations, and a brief discussion of the recommendations. The format of this section is as follows: 1. Goals are underlined 1.1 Policies are bold and italicized 1.1.1 Implementation recommendations are bold in a smaller font size. Implementation recommendations are followed by a brief discussion of the recommendations in regular text format. Packet Page 86 of 139 36 City of Lynnwood Land Use Goal 1: Create nodes of activity at key locations along Highway 99. 1.1 Policy: Designate mixed-use nodes along Highway 99 that have BRT stops with a new ‘Hwy 99 Mixed-Use’ zone with zoning standards and design guidelines to facilitate transit-oriented development and to help create walkable, mixed-use areas. 1.1.1 Designate a mixed-use node at 148th Street SW and Highway 99. This node is currently located within unincorporated area (under County jurisdiction), but is within the City’s Municipal Urban Growth Area. The County designated this area as an Urban Center in their Comprehensive Plan. The node currently consists predominantly of auto-oriented businesses. A large number of multifamily housing units are located just off the corridor, particularly on the west side. There are several large sites between 152nd St. SW and 156th St. SW which are approximately ½ mile from the current Swift BRT stops. If these sites are redeveloped, moving the stops southward may merit consideration. Pedestrian improvements to 152nd St. SW, 156th St. SW, and 40th Ave. SW, as well as 148th St. SW are important for providing access from residences to the corridor. Sidewalks along these streets are intermittent and street trees would add a great deal to the pedestrian experience. Although the corridor itself is not currently residential in character, the surrounding residential neighborhood makes this node a likely location for large scale residential development. There are no parks or open spaces in the vicinity so this area should be a high priority for the development of a neighborhood park and possibly other facilities. Figure 20. 148th Street SW mixed-use node. Packet Page 87 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 37 Figure 21. Proposed changes in zoning and land use designations. 1.1.2 Designate a mixed-use node at 176th Street SW and Highway 99. A significant number of people live within walking distance to the BRT stops and the existing retail at this location. The existing commercial businesses consist of a number of stores that are ideal for serving the local residential population, Packet Page 88 of 139 38 City of Lynnwood including the QFC grocery store, Bartell Drug, and the Pal-Do World food market. Increasing the residential population in this node through new mixed-use and residential development will help create a more cohesive neighborhood. Design standards and guidelines, along with better pedestrian connections within developments will improve walkability and connectivity. The streets generally feature sidewalks but street tree plantings would add to the pedestrian experience. There are no parks or open spaces so this node should receive high priority for community facilities development. Relocating the southbound Swift BRT stop to the south of 176th St. SW should be considered when the site at that location is redeveloped. Figure 22. 176th Street SW mixed-use node. Packet Page 89 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 39 1.1.3 Designate a mixed-use node at 196th Street SW and Highway 99 Existing development is predominantly commercial uses. The existing commercial uses are a combination of business serving the local area, including grocery stores and other shops, and more regional businesses including motor- home sales and rentals. The node does have significant development potential, primarily in the southwest quadrant. There is also the potential for infill development on existing shopping center sites. New mixed-use development will add residential units within the node, which will help support transit and businesses, and create a more cohesive neighborhood. This node also provides the closest BRT stop to Edmonds Community College (EdCC) and Central Washington University branch campus and can act as a gateway to the colleges. Improving pedestrian connections between the campus and the BRT stop would benefit the colleges and support transit ridership objectives. Most of the streets in this vicinity have sidewalks, but lights and street trees should be added where feasible to improve the pedestrian experience along the route from the transit stops to the colleges. Special signage for the colleges might be considered along the corridor to give the campus higher visibility and to enhance the node’s identity. In order to help create a desirable residential setting at this node and improve the livability of the area, the City should work to improve Scriber Lake Park and Gold Park to make both parks more accessible and safer. Access to the Lynnwood Golf Course should also be improved. Because this is such a prominent node and important BRT stop, the City should continue to work with Community Transit to pursue opportunities to move the BRT stations closer to the intersection when redevelopment occurs. Figure 23. 196th Street SW mixed-use node. Packet Page 90 of 139 40 City of Lynnwood 1.2 Policy: Designate mixed-use nodes at other locations along Highway 99 that have the potential to redevelop with a new ‘Hwy 99 Mixed-Use’ zone that encourages residential development as a part of new development and has specific zoning standards and design guidelines to help create walkable mixed-use areas. 1.2.1 Designate a mixed-use node at 188th Street SW and Highway 99. The retail uses are generally auto-oriented and regional serving. Incorporating small-scale, pedestrian-oriented commercial services would greatly benefit this node. The proposed mixed-use zoned area is relatively small so there is limited redevelopment potential. However, the “special planning area” directly to the north (see Policy 1.4) could potentially develop with significant multifamily units, therefore increasing the demand for more local commercial services at this node. Figure 24. 188th Street SW mixed-use node. Packet Page 91 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 41 1.3 Policy: Establish specific standards for the Hwy 99 Mixed-Use zone. 1.3.1 Encourage residential density in the ‘Hwy 99 Mixed-Use’ zone, but do not require a minimum residential density. While a development may include residential development at any density, the ‘Hwy 99 Mixed-Use’ (HMU) zone encourages residential development within a node, but does not require it. This zone encourages residential development by providing incentives in the form of relaxed development standards and design guidelines. In order to qualify for these incentives, residential development must be at a density of 20 dwelling units per acre. The area to be used when calculating this residential density shall be the land area that is associated with the new development, including both residential and nonresidential portions and including parking, service areas, required landscaping, and other areas associated with the development. If a site is only partially redeveloped, then only the “development site” is used in this calculation; the portions of the site not redeveloped and that are not associated or required for the new development are not counted as part of the area considered in this calculation. Residential development at less than 20 units per acre is allowed but does not qualify for the incentives. Figure 25. Examples of developments that include at least 20 du/acre of developed site (including commercial buildings and associated improvements. In order to allow for flexibility in phased and cooperative site development, horizontal mixed-use, or residential and commercial development that are located on the same site but are not stacked vertically, is allowed. 1.3.2 Require a minimum size for new residential development so that new residential buildings will be sufficiently substantial to encourage higher quality design, building materials, and construction. This provision is separate from the incentives to encourage residential development in 1.3.1. If new residential buildings are constructed, then they must built in a building with at least three stories. Such a building need not be exclusively residential; for example, retail uses could be located on the first floor and/or office uses could occupy part of the building. This requirement is to ensure that the residential buildings are sufficiently substantial to afford the envisioned level of quality and security. The buildings above easily meet both requirements. Packet Page 92 of 139 42 City of Lynnwood 1.3.3 Do not limit building height for buildings incorporating residential development. In order to encourage more residential development at the nodes along the corridor, no maximum height is established for buildings incorporating residential units within the HMU zone. Design standards and guidelines will be established to ensure new development does not negatively impact adjacent residential neighborhoods. 1.3.4 Place no maximum limits on residential density or maximum lot coverage for residential or mixed use development in Hwy 99 Mixed-Use zone. In order to encourage more residential development at the nodes along the corridor, no maximum density is established for the Hwy 99 Mixed-Use zone. Design standards, including setbacks from single family zones, and guidelines will be established to ensure new development does not negatively impact adjacent residential neighborhoods. No maximum lot coverage standard is established for residential or mixed use development so that property owners have the maximum flexibility in site development. However, setback, bulk, landscaping, open space, and vegetative screening standards will provide for those objectives and will effectively reduce the total allowable building footprint. 1.3.5 Require a minimum number of parking spaces but limit surface parking to a maximum number per dwelling unit for new residential development in the Hwy 99 Mixed-Use zone. Parking requirements should reflect the mixed-use, walkable, transit-oriented character of these nodes. 1.3.6 New multi-story, single-purpose commercial development shall provide a percentage of the parking serving upper stories (any story above the first story) in structured parking in the HMU zones. This standard will help prevent a sea of parking surrounding new commercial development. 1.3.7 Create specific design standards and guidelines for the Hwy 99 Mixed-Use zone and require design review approval for new development and substantial restoration. The design standards and guidelines will help ensure that these nodes are walkable, attractive, quality areas where people will want to live and visit. The guidelines and standards will also help mitigate potential impacts from new development on adjacent properties. Packet Page 93 of 139 High hway 99 Co 1.3.8 Re sp m co Op th att 1.3.9 En or at or de In dr ar Hw sh m 1.3.10 Re ne am de zo Op of am (s Hi sh orridor Pla equire appr pace for app ultifamily, m ommercial d pen space w e livability an tractiveness ncourage p riented, sma nodes and riented com evelopment the zoning r rive-through re not compa wy 99 Mixed hould be loca ixed-use nod equire a ped etwork, ope menities to evelopment oning. pen space s each new d menities suc ee 4.2.3), pe ghway 99, t hould be prov n ropriate ope plicable mixed-use, developmen will help impr nd s of the node edestrian- all scale ret d prevent au mmercial t. regulations, restaurants, atible with re d-Use zone. ated/provide des. Drive-th destrian cir en space, an be incorpo ts with Hwy should be pro development ch as improv edestrian co rails, seating vided. Policy an en and nt. rove es. tail uto- prohibit or li , gas station esidential or In addition, ed along key hrough activ rculation nd other pu rated into n y 99 Mixed-U ovided as a t. Other publ ed sidewalk onnections to g areas, etc. Fig nd Implem ” imit auto-ori ns, car repair pedestrian-o pedestrian-o y street fronta vities are to b blic new Use part lic ks o . F gure 26. A typ mentation R ented comm r shops, etc. oriented dev oriented bus ages at the be limited in Figure 27. Ped Figure 28 pical “pedestri Recommen mercial uses . and other u velopment in siness and fa centers of th scope and destrian-orien 8. Children’s p rian-oriented f ndations 43 such as uses that n the acades he location. nted open space. play area. façade. Packet Page 94 of 139 44 City of Lynnwood 1.4 Policy: Encourage unique redevelopment opportunities for the “Special Planning Area.” 1.4.1 Allow flexibility for an innovative, large parcel redevelopment project. The large auto wrecking/storage yards north of 186th Place SW offers a unique redevelopment opportunity (when/if the owner decides to close or relocate the business) because of their size, visibility, and proximity to the 188th Street SW node. Because of this special opportunity, the City should support zoning changes or other processes where the developer can create an innovative site plan and unique development design, while accomplishing the City’s intent for this site and the corridor. It is recommended that the City retain the site’s current GC (General Commercial) zoning designation but encourage the property owner(s) to apply for a rezone or other vesting mechanism, either of which should include an approved development master plan. The master plan may allow greater flexibility in terms of development capacity and intensity and should address the following objectives: • Create a walkable development that connects to Highway 99 and surrounding neighborhood • Incorporate a combination of commercial and residential uses • Provide an appropriate transition from Highway 99 to surrounding residential neighborhood • Mitigate potential impacts to surrounding residential neighborhood by: Access management Landscaping Setbacks Site design Figure 29. Special Planning Area current conditions. Packet Page 95 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 45 1.5 Policy: Establish a package of (re)development incentives to encourage development, especially residential (re)development, at mixed- use nodes in the corridor. 1.5.1 Establish (re)development regulations with relaxed (re)development standards and higher bulk allocations for projects that include a residential density component The proposed zoning regulations relax a number of dimensional and form-based standards for projects with a minimum density of at least 20 dwelling units per acre (See1.3.1). Additionally, the City should reduce the number of required parking stalls in the Hwy 99 Mixed-Use zone, especially the number of stalls per residential unit. With the excellent transit service and better access to goods and services, residents will not have as great a need for automobiles. Parking reductions are a very significant way to lower development costs. 1.5.2 Apply the multifamily tax exemption program to mixed-use nodes. Designate the nodes as eligible area for the City’s multifamily tax exemption program to provide strong incentive for multifamily development. In some communities the tax exemption program has proven to be one of the most effective incentives for mixed-use development. 1.5.3 Give priority to capital improvements that will stimulate development. As noted in other policy recommendations, improvements such as parks and pedestrian-oriented streetscape improvements create a more attractive development setting and have a strong influence on private investment. 1.5.4 A Public Development Authority (PDA) could help facilitate key site development that could spur further development. The advantages of a PDA are that, because it is legally separate from the City, a PDA can purchase and sell land and undertake property and business development activities more efficiently. Under state and federal law, all PDA contracts must specify that liabilities incurred by the corporation must be satisfied exclusively from their own assets. The first step in establishing a PDA would be to identify the potential benefits of a PDA for the nodes in terms of facilitating new site and economic development. 1.5.5 The City should pursue partnership opportunities with Edmonds Community College and Central Washington University for a variety of joint, mutually beneficial, efforts. For example, roadway improvements to 196th St SW and 204th St SW as well as pedestrian improvements throughout the college area nodes would make it easier and safer for students to commute to the colleges by transit. Additionally, gateway improvements to the colleges and the golf course at 204th St. SW and Highway 99 would increase their visibility and help to spur complementary redevelopment. Packet Page 96 of 139 46 City of Lynnwood 1.5.6 Initiate a development workshop to develop examples of how properties at nodes could redevelop over time. Working with property owners, developers, and architects, the City could initiate a development study that would look at specific redevelopable properties. Property owners would work with potential developers and architects to prepare potential site plans, which then could be evaluated for development feasibility. This would be a useful service to property owners who might be considering redevelopment but are not ready to invest funds for a development team at this time. While the results of such schematic feasibility analyses would be very preliminary to any real action, it would give the property owners some guidance regarding the development options to pursue. 1.6 Policy: Facilitate the transition of land uses in nodes from auto oriented strip commercial development to mixed use activity centers in a way that does not disadvantage individual property owners. 1.6.1 Allow continued use of current buildings and specialized facilities (E.g.: auto dealer lots with specialized display areas or show rooms or vehicle service facilities) Current regulations do not allow a new non-conforming business (or use) on a property after an old non-conforming business has left and the property lain vacant. For example, if an auto dealership leaves a property and the property lies vacant in a zone that doesn’t allow dealerships, then a new dealership cannot move into the property. This disadvantages property owners with specialized facilities, especially in a recession such as the one occurring during the preparation of this plan in which a number of businesses are struggling. Therefore, this plan recommends the City establish an equitable mechanism to allow new non-conforming uses on properties with specialized facilities. Packet Page 97 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 47 Goal 2: Encourage a wide variety of business types between nodes along Highway 99. 2.1 Policy: Continue to implement the Economic Revitalization Strategies to foster businesses and enhance economic activity along the corridor. 2.1.1 Encourage a business improvement association to: • Create marketing campaigns for the corridor • Support design and maintenance standards • Provide business education and training • Advocate for small businesses • Conduct research and surveys • Act as a funding mechanism for corridor improvements 2.1.2 Support the retention and expansion of auto dealerships between nodes. Continue to recognize auto dealers and service as a desirable niche business. Work with these business owners to improve the physical condition and appearance of properties, while maintaining visibility along the corridor. 2.1.3 Continue to support the retention and expansion of small businesses between nodes along the corridor. Work with small business stakeholders to fully understand their needs and desires. Balance retail frontage and visibility needs with the desire to improve the overall appearance of the corridor to make the area a desirable place for visitors and shoppers. Work with small businesses to pursue opportunities for shared parking, driveway consolidation, and improved site access. 2.2 Policy: Encourage the aggregation of similar businesses to create regional destinations. 2.2.1 Support the collective efforts by businesses and property owners to establish special districts or areas of special identity along the corridor. Such areas might feature, for example, a cluster of auto dealers and services, home improvement materials and builder’s supplies, or medical services. A group of property owners might wish to undertake coordinated development with a unified circulation and parking scheme with a distinct design identity. City actions to support private initiatives might include: • Modification of regulations to support special opportunities • Assistance with coordinating development permits • Provision of infrastructure, and/or • Special planning assistance Packet Page 98 of 139 48 City of Lynnwood Goal 3: Support housing along and adjacent to the Highway 99 corridor. See Goal 1, Policies 1.1 and 1.2 and supporting recommendations. 3.1 Policy: Protect residentially-zoned neighborhoods adjacent to the corridor. 3.1.1 Require adequate setbacks and screening for development adjacent to residential zones. Use setbacks and screening to ensure new development is compatible with existing adjacent residential development. 3.1.2 For commercial and mixed-use developments, require site planning to minimize impacts to adjacent single and multifamily development. For developments in commercial and mixed-use zones adjacent to single-family and multifamily zones, apply transitional standards to ensure minimal impact. Transitional standards will include, but not be limited to: site access, screening, building setbacks and location of service areas. 3.2 Policy: Consider allowing residential development at larger parcels outside of the nodes 3.2.1 Allow residential development at parcels five acres or larger through approval of a planned unit development. In addition to the nodes identified in Policies 1.1 and 1.2, larger parcels in other parts of the corridor may be suitable for residential or mixed-use-with-residential development. Owners of such parcels may seek to develop the property as if it was located in a node by applying for approval of a planned unit development (PUD), as provided in the Zoning Code. An application for a PUD under this policy shall be evaluated for general compliance with the regulations of the Highway 99 Mixed Use Zone, though variations from those regulations may be approved by the City Council if it finds that either site-specific circumstances necessitate a variation or that the variation is fully consistent with the purpose and intent statements of this Subarea Plan and the Highway 99 Mixed Use Zone. Packet Page 99 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 49 Transportation and Infrastructure Goal 4: Keep people moving along Highway 99. 4.1 Policy: Improve transportation circulation in the SR 99 corridor. 4.1.1 Conduct East/West corridor study. Conduct a comprehensive study of the east/west corridors in the vicinity of Highway 99. The purpose of the study is to identify potential additional east/west corridors that would provide additional east/west capacity within the City. This study should examine all major intersections comprehensively because the improvements to one east-west street could affect other streets as well. The EIS for this plan identifies the need to add through lanes across Highway 99, so this corridor study would help identify and prioritize the east/west corridors that merit expansion. 4.1.2 Evaluate intersection improvements. Evaluate intersection improvements that focus on increased capacity and reductions in overall intersection delay. Additional improvements on the east/west corridors can reduce the signal time necessary to service the demand, thereby increasing “green time” for traffic on SR 99. This study should explore innovative intersection designs, such as cross-over lanes. 4.1.3 Develop arterial right-of-way requirements for site planning purposes. The corridor study would determine the exact requirements for each east/west arterial. 4.2 Policy: Encourage safe and efficient traffic flow along the SR 99 corridor. 4.2.1 Reconfigure access points. Require shared driveways for new development and encourage driveway consolidation for existing development. Reducing the number of turning movements will help improve traffic and safety along the corridor. Consider converting unsignalized intersections and driveways along Highway 99 to right-in, right-out operation only. 4.2.2 Monitor signal timing along SR 99. Monitor traffic volumes, travel patterns including origin-destination, and signal timing to assure that signal coordination along SR 99 is provided as conditions change over time. Packet Page 100 of 139 50 City of Lynnwood 4.3 Policy: Promote pedestrian safety and connectivity in the Highway 99 corridor. 4.3.1 Improve pedestrian connectivity from residential areas (in nodes and in adjacent neighborhoods) to the corridor, especially to transit stops. As part of the development review process, proponents of new development shall work with the City to identify improvements to support pedestrian access to SR 99 and particularly the BRT stations. 4.3.2 Improve SR 99 pedestrian crossings. Focus pedestrian crossing improvements at signalized intersections or consider improved mid-block crossings. 4.3.3 Require improved sidewalks as a part of new development. New developments, particularly those at nodes, shall include frontage improvements consistent with the guidelines and zoning regulations for the corridor. 4.3.4 Provide consistent, safe sidewalks along the SR 99 corridor and intersecting roadways. More people will likely use sidewalks if they are barrier free and well maintained. Eliminate signs, walls, and vegetation that block the visibility of drivers or pedestrians. Additional street lighting, and specifically pedestrian-scaled lighting, should be installed and maintained to improve the visibility along sidewalks. Generally, sidewalks along the highway are in good repair, although they are narrow and do not provide a sense of separation from traffic. Design guidelines should require new development on the highway and designated side streets in mixed-use nodes be set back sufficiently to provide a sidewalk at least 12 feet wide with street trees. 4.3.5 Pursue opportunities for landscaped planting strips between the sidewalk and street. As new development occurs, the City should work with developers during site planning phases to require upgraded sidewalks with landscaped planting strips. 4.4 Policy: Support and encourage transit ridership. 4.4.1 Collaborate with Community Transit to monitor and increase ridership along the corridor. Use of transit in the corridor can be increased by monitoring ridership trends to better understand what is working well and what could be improved. Spot surveys or comments from transit riders, and non-transit riders, also can help Figure 30. Most side streets lack sidewalks on at least one side. Packet Page 101 of 139 High 4.5 hway 99 Co inf Co ag Th ac 4.4.3 Co re Th loc pr th so 4.4.4 Ac pa Tr Pr int 5 Policy: I 4.5.1 Im Ly Sy Pr bic tra as he au bic im an op orridor Pla form investm ouncil (PSRC gencies and he City shou ctivities to inc onsider new edevelopme he City and C cate or reloc roposals to m e initial Swif o that the exi ccommodat art of develo ransit shelter riorities for s tegrated with Improve bi mplement th ynnwood’s ystem. roviding safe cycle access ansit service s well as acr elp to reduce utomobiles. C cycle routes mprove the q nd enhance pportunities. n ments to enh C) is develo communitie uld coordinat crease trans w transit sto ent projects Community cate transit s maximize ac ft stop locatio isting locatio te transit sh opment pro rs provide a helters shou h new devel icycle conn he City of Bicycle Ske e and conve s to busines e along the S oss SR 99, c e the use of Comprehens and system uality of the recreational Policy an hance transit ping a Trans es evaluate a te with Comm sit ridership. ops or reloc . Transit shou stops and sh cess and us ons were co on is not at th helters at th ojects. more invitin uld be given opment alon nections th eleton nient ses and SR 99, can sive ms also area nd Implem t along SR 9 sit Competit and increase munity Tran cating exist uld work toge helters in con se of transit. onstrained by he node’s ce he highest v ng environme to the highe ng the corrid hroughout Figure mentation R 99. Puget So iveness Too e the market sit and PSR ting BRT sto ether with ne nsideration o This is espe y existing us enter. volume tran ent for peop est volume s dor. t the study 31. Lynnwoo Recommen ound Region ol Kit to help t for transit r RC on coope ops in resp ew developm of new deve ecially true w ses and drive nsit stops o ple waiting fo stops and co y area. od Bicycle Ske ndations 51 nal transit idership. rative ponse to ments to lopment where eways or as or buses. ould be eleton Plan Packet Page 102 of 139 52 City of Lynnwood Parks and Open Space Goal 5: Enhance Community Gathering Spaces. 5.1 Policy: Improve existing parks and open space within the Highway 99 corridor study area. 5.1.1 Continue to work with Edmonds School District to integrate schools into neighborhoods and to open grounds to public as additional open space. The City should continue to work with the school district to improve existing school playfields in order to provide additional park and open space to the community. 5.1.2 Implement the Scriber Lake Park Master Plan. The City’s master plan for renovation of Scriber Lake Park includes improved pathways, community gathering places, children’s play areas, restoration of Scriber Lake and surrounding habitat, and improvements for public safety This plan was created in 2004, but the City has not had funding to implement the plan. The City should continue to pursue funding opportunities to implement this plan. Figure 32. Scriber Lake Park Master Plan. Packet Page 103 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 53 5.1.3 Improve Gold Park. Gold Park is a 6.44-acre park located at 200th St. SW and 64th Ave. W., one block west of Highway 99. Security and illegal activities in the park were a key concern mentioned at public meetings. This park is mostly preserved as forested open space, with grassy clearings and nature trails. In 1997 the land was acquired with a Conservation Futures grant which required only passive development in the park. Nature trails with interpretive signs were constructed as part of an Eagle Scout project in 2001. Edmonds Community College Learn-n-serve Environmental Anthropology Field (LEAF) Program has recently adopted the park and is committed to long term improvements with invasive vegetation removal, native plantings, and trail improvements. The City has plans to develop the park further but has lacked funding. In general, Gold Park is underutilized and should be improved to increase the number of people that use it. The City has plans to implement Crime Prevention through Environmental Design (CPTED) techniques to improve safety and security within the park. The City also plans to explore options within the requirements of the purchase agreement to incorporate active uses within the park that will attract more visitors. 5.2 Policy: Partner with developers and property owners to create new public amenities in the corridor. 5.2.1 The City should pursue opportunities for public/private partnerships to provide public gathering spaces at nodes along the corridor. The City should pursue opportunities with developers and property owners to provide for gathering spaces in the form of parks, green spaces, or plazas. This space will help improve the overall livability of the node and will also help spur new development. (See also Parks and Open Space section). 5.2.2 Pursue opportunities to provide additional community gathering spaces/ community centers along the corridor. Specifically, the areas south of 196th St SW and north of 164th St SW are in need of community gathering spaces. Figure 33. Existing conditions of Gold Park. Packet Page 104 of 139 54 City of Lynnwood 5.3 Policy: Provide a network of trails and pathways that connect residential and commercial areas along the corridor to key gathering places, transit stops, and other amenities. 5.3.1 Improve connections between Highway 99 and the Interurban Trail and continue to maintain and improve the Trail The Interurban Trail is a regional hard- surfaced, non-motorized trail located in the PUD/PNW traction right-of-way. The trail follows the route once used by the Interurban Rail Line that ran between Seattle and Everett until 1939. The trail currently connects Seattle, Shoreline, Edmonds, Mountlake Terrace, Lynnwood, unincorporated Snohomish County, and Everett. In Lynnwood, the trail is 3.8 miles long and is mostly separated from motorized traffic. 5.3.2 Continue to maintain and improve Scriber Creek Trail Scriber Creek Trail is a 1.5 mile walking and jogging trail that generally follows the Scriber Creek corridor. The trail links Scriber Lake Park, Sprague's Pond Mini Park, Scriber Creek Park, the Interurban Trail and the Lynnwood Transit Center at 44th Avenue West. The trail consists of an 8-foot wide combination soft surface and asphalt pedestrian trail. The City should continue to improve and maintain this trail. The City’s future plans are to continue this trail across Highway 99 and northward as a north/south pedestrian/bicycle route through the City. 5.3.3 Pursue opportunities to add additional trails to connect areas along Highway 99 to other key amenities. See also Transportation recommendations for pedestrian and bicycle improvements. Figure 34. Existing conditions on the Interurban Trail. Packet Page 105 of 139 Policy and Implementation Recommendations Highway 99 Corridor Plan 55 Urban Design Goal 6: Improve identity and image of corridor. 6.1 Policy: Development standards and design guidelines in the Highway 99 mixed-use zone should insure that development in the nodes provides attractive buildings, public areas and other open space, consistent with urban design principles. 6.1.1 Adopt zoning regulations and design guidelines specifically for the nodes that will manage development in the nodes so as to create the quality of design and arrangement of buildings, parking areas, landscaped areas and other public and private spaces that fulfill the vision and intent of this plan. A new zoning district (“Highway 99 Mixed Use Zone) and new design guidelines for the nodes are recommended. 6.2 Policy: Incorporate more “green features” along the corridor. 6.2.1 Update landscaping standards for development along the corridor. Require different standards for areas within mixed-use zones and areas in between these zones. These standards include requirements for landscaping along the Highway on public right-of-way and on private property. The standards will respect the need for businesses to maintain visibility from the Highway 99 corridor while requiring trees and other landscaping. 6.3 Policy: Create a “sense of place” at nodes as reflected in building forms, development patterns, and the public realm. 6.3.1 Encourage property owners, business owners, and developers to incorporate the name, character, and identity of local landmarks and special features, such as the Community College, Scriber Lake, and Keeler’s Corner gas station, into redevelopment activities. 6.3.2 Adopt sign standards for the Hwy 99 Mixed-Use zone. Sign standards for the Hwy 99 Mixed-Use zone should reflect the more urban feel of the nodes compared to the rest of the corridor. Packet Page 106 of 139 56 City of Lynnwood Goal 7: Improve public safety. 7.1 Policy: Use Crime Prevention Through Environmental Design (CPTED) techniques. 7.1.1 Incorporate CPTED into code update and design guidelines. Include CPTED principles calling for good lighting, defensible space, passive surveillance, and other concepts in the design guidelines. 7.1.2 Require pedestrian-scaled lighting at nodes. Pedestrian-scaled lighting that augments arterial lighting on streets and adds illumination in private development is an important CPTED element. Packet Page 107 of 139 Highway 99 Corridor Plan 57 Appendix Economic Revitalization Strategies Packet Page 108 of 139 Chapter 21.62 HIGHWAY 99 MIXED USE ZONE Sections: 21.62.100 Purpose. 21.62.150 Interpretation. 21.62.200 Permitted land uses. 21.62.210 Prohibited uses. 21.62.250 Regulations for specific uses. 21.62.300 Project design review. 21.62.400 Development standards. 21.62.450 Treatment at transitional property lines. 21.62.500 Swift Station off-street parking and landscaping. 21.62.600 Nonconforming structures, sites and uses. 21.62.100 Purpose. The purpose of this zone is to promote the development of mixed use nodes at key intersections on Highway 99 (Hwy 99) generally located at bus rapid transit (BRT) stops, as envisioned by the Highway 99 subarea plan. Development in these nodes may consist of a combination of pedestrian-oriented retail that serves the local residential population, region-serving retail, multifamily residential development and/or a combination thereof (mixed use). Businesses and residences in this zone will be within a pedestrian-oriented environment designed to cater to transit, walking, and bicycle traffic. Mixed use development can be in the form of vertical mixed use (residential on top of commercial) or horizontal mixed use (residential adjacent to commercial). Development standards and design guidelines will define building and spatial relationships, with particular emphasis on the design of pedestrian spaces, linkages between development, Highway 99, BRT stations, and related pedestrian facilities and amenities. (Ord. 2911 § 1, 2011) 21.62.150 Interpretation. No building, structure or land shall be used and no building or structure shall be erected, enlarged or structurally altered except as provided in the regulations in this chapter. In the event of conflict between provisions in this chapter and other provisions of this title, the provisions of this chapter shall prevail. (Ord. 2911 § 1, 2011) 21.62.200 Permitted land uses. The following land uses are permitted: A. Principal Uses Permitted Outright. 1. Retail, office, eating/entertainment (including brewpubs, and outdoor dining as an accessory use to an indoor Page 1 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 109 of 139 restaurant), professional offices (including medical and vet clinics), institutional and personal service uses are permitted, except as provided below for conditional uses and prohibited uses. 2. Multiple-family residences (including convalescent and nursing homes, and housing for the elderly and physically disabled). 3. Wireless communications facilities. a. Facilities attached (to buildings and structures), with no limitations; and b. Freestanding facilities (towers) when designed so that they are not readily identifiable as such, and are designed to be aesthetically compatible with existing and proposed building(s) and uses on a site – sometimes referred to as a “stealth” or “camouflaged” facility. Examples of concealed support structures that can have a secondary, obvious function include, but are not limited to, the following: church steeples, bell towers, clock towers, cupolas, light standards, utility poles, flagpoles, or trees. c. Freestanding facilities existing on the effective date of this chapter are a permitted use. 4. Transit stops/stations, not including park-and-ride, park-and-pool, or other transit-related parking areas. 5. Senior center or community center. 6. Day-care (for children or adults). 7. Boarding house, dormitory or other group residential facility suitable for students. 8. Inn or hotel; provided, that parking for any rooms in excess of 100 rooms shall be located in a parking structure. 9. Auto/vehicle dealership (new and/or used vehicles) and vehicle service company, whether a building intended for occupancy by these uses is vacant (structures with a history of housing these uses) or in use, at the time of adoption of this chapter, may expand the business to other parts of the property in existence at the time of the ordinance codified in this chapter, but may not expand to adjoining parcels; provided, that a use that is absent from a property and/or the property is used for other purposes for a continuous period of seven years shall not be allowed to reestablish itself as a dealership or vehicle service company. 10. Drive-up or drive-through service and/or window subject to the following requirements: a. No component of the drive-through (such as approaching drive aisle, order box, service window, etc.) shall be located between the building it serves and a public street unless another intervening building(s) or building screening (walls and roof) exists between the drive-through and street that blocks visibility of the drive-through from the street); and b. No more than two drive-through lanes (plus a bypass lane, where necessary) shall be permitted for the specific business being served by the drive-through lane. c. Access to the drive-through shall be provided only from a project parking area; direct access to a drive-through from a project entry aisle or from a public street is not allowed. d. Any/all service windows within 150 feet of a public street may only be located on a building wall that sits at an angle of at least 90 degrees to the public street. e. See also LMC 21.18.810, Stacking lanes for drive-through facilities. 11. Indoor amusements such as arcades, bowling, pool halls, etc. Page 2 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 110 of 139 12. Auto parts and accessory stores with no service/installation work on the premises. 13. Health and fitness club. B. Principal Uses Allowed by Conditional Use Permit. 1. Performing arts facility. C. Allowed Accessory Uses. Uses that meet the definition of “accessory” in this code shall be permitted, except that a new accessory use may not be established at a site with a nonconforming use. (Ord. 2911 § 1, 2011) 21.62.210 Prohibited uses. Uses not listed above as permitted outright or allowed by conditional use permit, or allowed as an accessory use to a permitted primary use, are prohibited in this zone. Notwithstanding any provision above, the uses listed below are specifically prohibited. A. Drive-up or drive-through service and/or window that does not meet the requirements of LMC 21.62.200(A) (10). B. Auto-oriented commercial uses including, but not limited to: 1. Gas stations; 2. Auto repair, auto service shops, or the like; 3. Auto wrecking, recycling businesses and/or yards; 4. Car washes; and 5. New auto dealerships (new and/or used vehicles), except as provided in LMC 21.62.200(A)(9). C. Adult establishments and adult retail uses. D. Industrial uses. E. Warehouses, mini-warehouses, self-storage, mini-storage and the like. F. Park-n-ride and park-n-pool lots or facilities. G. Freestanding wireless communications towers and support structures (attached wireless facilities are permitted; see LMC 21.62.200). (Ord. 2911 § 1, 2011) 21.62.250 Regulations for specific uses. A. Child Day-Care Center. See “requirements” in LMC 21.46.113(A)(2). B. Veterinarian Clinics. See LMC 21.46.114(A). C. Convalescent and nursing homes, and housing for the elderly and physically disabled. See requirement for passive recreation and/or open space in LMC 21.46.116(C)(2)(b). D. Temporary Outdoor Display of Merchandise. Small, temporary displays of products or merchandise offered for sale by a business may be displayed outdoors; provided, that: Page 3 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 111 of 139 1. The display shall be located no more than 20 feet from the primary entry to the business; 2. The area occupied by the display shall not exceed 300 square feet; and 3. The products or merchandise shall be displayed outdoors only when the business is open; and 4. Sidewalks shall not be enclosed as building space for retailing by fencing or other means that effectively limit public use of the sidewalk. 5. The limitations in this subsection do not apply to the display of automobiles or other merchandise that require outdoor storage. Such displays are permitted as a normal part of that use or business. (Ord. 2911 § 1, 2011) 21.62.300 Project design review. A. Design Guidelines. Construction of the following structures and parking facilities in the Highway 99 mixed use zone shall comply with the Highway 99 design guidelines (which are adopted by this reference as if fully set forth herein) and receive approval pursuant to Chapter 21.25 LMC, unless otherwise specified in this chapter: 1. Construction or expansion of any nonresidential structure or building with a gross floor area of 1,000 square feet or more; 2. Construction of any parking lot and/or parking structure with 20 or more stalls or paved parking area of 5,400 square feet or more; or 3. Construction of or addition to any structure containing residential units. B. Supersede. Applicable Highway 99 design guidelines shall supersede any development standards and requirements of this chapter that may conflict, unless otherwise specified in this chapter. C. Gateways and Prominent Intersections. See zoning map to identify development project sites at a gateway or prominent intersection location. Such sites shall be subject to applicable gateway and/or prominent intersection design guidelines identified in the “all districts” section of the Lynnwood citywide design guidelines, as adopted by reference in LMC 21.25.145(B)(3). If any portion of a project site is located at a gateway or prominent intersection location, then the entire project shall comply with the applicable citywide design guideline(s). (Ord. 2911 § 1, 2011) 21.62.400 Development standards. A. Building to Site Relationships. Development shall meet the following standards: Table 21.62.01 Development Level 1 2 3 Sites with nonresidential development only and less than 2 acres in size Sites with nonresidential development only, on sites 2 acres or greater in size OR sites of any size with residential development of less than 20 dwelling units/acre Sites with residential/mixed use development or residential-only development with 20 dwelling units/acre or more of residential development Development Page 4 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 112 of 139 Notes: * See LMC 21.62.450 for development adjacent to a residential zone (transitional property lines). + Applies to residential projects only; setback is from all public rights-of-way, internal circulation (vehicle, bicycle, pedestrian), parking areas, or access easements. Alternatively, where vision-obscuring glass is installed, the setback may be eliminated. ++ The minimum number of residential units to qualify for this level shall be calculated using the entire project site. Where residential development is part of redevelopment of one or more parcels, this calculation shall be based only on the portion of the parcel(s) being redeveloped. Fractional portions of a unit are “rounded up” for this calculation. B. Minimum Size of Structures with Residential Dwelling Units. Residential development is encouraged as part of development of parcels in this zone, but it is not required. Where development of one or more parcels in this zone includes new residential development, the residential development shall comply with the following standard: the minimum height of a structure with residential units shall be three stories above grade. C. Parking and Vehicle Circulation. Off-street parking for uses in this zone shall be provided and maintained consistent with the regulations in Chapter 21.18 LMC and LMC 21.46.900(D), with the following exceptions: 1. New residential development will have a minimum requirement of one parking space per dwelling unit. Surface parking is limited to a maximum of two parking spaces per dwelling unit; additional parking for residential development shall be located in a parking structure. Tandem parking may be used to meet residential parking requirements, provided both spaces are assigned to the same dwelling. 2. New multistory commercial development that is not part of a mixed use development with residential units at a minimum density of 20 units/acre shall provide at least 50 percent of the parking required for upper stories (any story above the first story) in a parking structure. 3. Parking for commercial and other nonresidential uses in a mixed use development with residential units shall be Standard Minimum Setbacks*: Public Street:None None None Interior Property Lines: None None None Ground Floor Residential Units+: –10 ft.10 ft. Minimum Sidewalk Width Along Public Streets: 12 ft.12 ft.12 ft. Maximum Lot Coverage: 25%35%None Maximum Building Height: 35 ft.50 ft.90 feet, not to exceed six stories Minimum Dwelling Units/Acre++ NA NA 20 DU/A Maximum Floor- Area Ratio 0.5 1.0 3.0 Page 5 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 113 of 139 provided at a minimum rate of three parking spaces per 1,000 square feet of leasable building area (i.e., not including service corridors, ventilation shafts, sprinkler riser rooms or the like) dedicated to commercial or nonresidential uses. Parking for institutional uses and hotels/motels shall be provided as set forth in Chapter 21.18 LMC. See Chapter 21.18 LMC for allowed reductions in required parking for nonresidential uses. Tandem parking is not permitted for nonresidential uses. 4. A parking structure may be located either above or below ground, and may either be attached to a new or existing building or may be freestanding. Parking structures shall meet the requirements on LMC 21.18.710, with the following provisions applying in lieu of LMC 21.18.710(D): a. Setback. Parking structures located along streets which are not “designated side streets” (as defined in the Highway 99 Design Guidelines) shall provide a landscaping area between the structure and the street which is a minimum of 25 feet wide. b. Design. The parking structure shall comply with the Highway 99 design guidelines. c. Vehicle Access. No parking structure entry/exit driveway shall have more than three lanes unless exceptional traffic conditions or congestion require an additional drive lane. In no case shall the number of lanes exceed four. d. Pedestrian Connections. The design of pedestrian connections or pathways from a parking structure to the building(s) for which it provides parking shall clearly delineate and separate the pedestrian way from travel areas for vehicles. D. Landscaping at Parking and Circulation Areas. Landscaping shall be provided within surface parking areas with 10 or more parking stalls for the purpose of providing shade, diminishing the visual impacts of large paved areas, and providing stormwater management where feasible. Landscaping for surface parking areas shall be as follows: 1. Residential developments with open parking areas used by or available to all residents (e.g., where parking is provided in a shared parking area, rather than in individual garages) shall provide planting areas at the rate of 20 square feet per parking stall. 2. Commercial or institutional developments shall provide landscaping at a rate of: a. Twenty square feet per parking stall when 10 to 30 parking stalls are provided. b. Twenty-five square feet per parking stall when 31 or more parking stalls are provided. 3. Trees shall be provided and distributed throughout the parking area at a rate of: a. One tree for every five parking stalls for all development or uses except residential or institutional uses. b. One tree for every 10 parking stalls for residential or institutional development or uses. c. For calculating required trees at parking areas for mixed use developments, separate requirements shall be made for parking assigned/allocated to each type of use shall be added and rounded up to the next whole number of trees. 4. The maximum distance between any parking stall and landscaping area shall be no more than 45 feet. 5. Permanent curbs or structural barriers shall be provided to protect the plantings from vehicle overhang and curb cuts shall be provided in these barriers to allow surface water to flow into landscaped areas. A minimum setback of two feet for all shrubs and four feet for all trees shall be provided where vehicle overhang extends into landscape areas. 6. Additional parking lot landscaping requirements: Page 6 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 114 of 139 a. Drought tolerant plants and/or plants native to the Pacific Northwest shall be provided for a minimum of 50 percent of the landscaping area. b. Shrubs shall be planted at a rate of one per 20 square feet of total landscaped area. c. Landscape areas adjacent to a pedestrian walkway or within the sight triangle at street intersections or access driveways (see Chapter 21.10 LMC) shall contain plant material chosen to maintain a clear zone between three and eight feet above ground level. d. Planting islands or strips shall have a narrow dimension of no less than five feet. e. All trees shall be chosen from the city-approved tree list. Trees within landscaped areas and street trees shall be chosen to consider existing and proposed utilities, site lighting, signage, adjacent trees, natural features, tree root growth, solar access, planting area width, and overall height at maturity. f. Groundcover shall provide total coverage of landscaped areas within five years of planting. No more than five percent of the landscaped area shall be covered with river rock or other nonliving materials, unless the river rock or other nonliving material is a part of a storm drainage system. g. For projects that redevelop more than 50 percent of the area of a development site, automatic irrigation shall be provided for all new landscaping, unless water for irrigation is provided by a low impact design system. h. A landscape maintenance plan shall be provided. The plan shall include, at a minimum, on-going tasks and schedules for all landscape areas, such as litter pick-up, mowing turf, tree and shrub pruning, weeding planting beds, removing noxious weeds, sweeping, replacement of dead or dying plant material, irrigation repair/adjustment, and trimming of hedges. E. Nonresidential Open Space. 1. New nonresidential development subject to project design review under this chapter and with at least 20 units/acre of residential development shall include on-site pedestrian-oriented open space at least equal to one percent of the lot area plus one percent of new nonresidential floor area. Where pedestrian-oriented facades are required by the design guidelines, the facade(s) shall be oriented towards the required open area. These requirements are in addition to the open space required for residential units, if any. The open space may be in the form of wider sidewalks (beyond the minimum), cafe seating areas, gardens, plazas or play areas. 2. New nonresidential development subject to project design review under this chapter and not including residential development of 20 units/acre shall include on-site pedestrian-oriented open space at least equal to two percent of the lot area plus two percent of new nonresidential floor area. Where pedestrian-oriented facades are required by the design guidelines, the facade(s) shall be oriented towards the required open area. These requirements are in addition to the open space required for residential units, if any. The open space may be in the form of wider sidewalks (beyond the minimum), cafe seating areas, gardens, plazas or play areas. F. Residential Open Space. All developments with multiple-family dwelling units shall provide recreational space (for use by residents of the development) equal to at least 10 percent of the building living area (not counting corridors, lobbies, storage, service space, and similar service areas), as follows (in mixed use developments, this requirement is in addition to the nonresidential open space required under subsection (E) of this section): 1. Common open space may be used for all of the required open space. Common open space includes landscaped courtyards or decks, gardens with pathways, children’s play areas, or other multipurpose green spaces. In addition: a. Minimum required setback areas shall not count towards the open space requirement; b. Minimum required landscaping areas shall not count towards the open space requirement; Page 7 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 115 of 139 c. Common open spaces shall be a minimum size of 1,000 square feet each with a minimum dimension of 20 feet on all sides except where the community development director determines that the proposed space is functional for appropriate active or passive recreational uses. 2. Individual balconies and patios may be used to meet up to 50 percent of the required open space. To qualify as open space, balconies/patios must be at least 35 square feet with no dimension less than five feet. 3. Space at rooftop decks may count for up to 50 percent of the required open space, provided: a. Space shall be accessible (ADA) to/from all dwelling units; b. Space shall provide amenities such as seating areas, landscaping, and/or other features that encourage recreational use; c. Space shall feature a maximum of 75 percent hard surfacing appropriate to encourage resident use; d. Space shall incorporate features that provide for the safety of residents, such as railings, enclosures and appropriate lighting levels. Lighting shall be of pedestrian scale and shall not project past the roofline to neighboring properties. 4. Indoor recreational areas may count for up to 50 percent of the required open space only in mixed use buildings where other forms of open space are less feasible. Indoor areas shall be designed specifically to serve interior recreational functions. G. Fences and Retaining Walls. 1. Permitted fences, except as provided below. a. Fences up to three feet in height are permitted. b. Fences up to six feet in height are allowed along side and rear property lines (provided they are not parallel to a public right-of-way) and to enclose allowed service areas, storage areas, and other spaces. 2. Prohibited Fences. a. Chain-link fences. b. Electric fences. c. Barbed wire and razor fencing. d. Wood fences (manufactured wood products are acceptable). e. Fencing shall not be installed along principal, collector, or minor arterials, except where the property owner or applicant demonstrates the fence is necessary for security purposes. Such fences shall not diminish the pedestrian qualities of the street and shall not encroach into the “sight triangle” as required by Chapter 21.10 LMC. 3. Retaining Wall Standards. For retaining walls that are visible from a public right-of-way or a residentially zoned property, no above-ground portion of a retaining wall shall be taller than four feet in height. H. Service Areas. 1. Exterior service areas shall not be located within 30 feet of a single- or multiple-family residential-zoned property or of an existing building containing residential units. Service areas include but are not limited to: loading docks, trash dumpsters, compactors, refuse and recycling areas, and mechanical equipment areas. Page 8 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 116 of 139 2. All external trash, recycling, and storage areas are required to be enclosed with a solid structure with a minimum height of seven feet and a roof. However, if the area is not visible from an adjacent property or public right-of- way, the enclosure does not require a roof. Enclosures shall be constructed of materials that match or complement the exterior materials of primary building(s). I. Street Trees. Street trees shall be provided every 30 feet or less on center or spaced as directed by city staff. All trees shall be chosen from the city-approved tree list and shall have a minimum two-inch caliper at planting. (Ord. 2911 § 1, 2011) 21.62.450 Treatment at transitional property lines. Where a property zoned Highway 99 mixed use abuts a property zoned residential, the following regulations shall apply: A. Setback and building height adjacent to a multifamily residential zone: 1. For the portion of the property line adjacent to a multifamily zone, the setback shall be a minimum of 15 feet. 2. Portions of buildings within 30 feet of an adjacent multifamily zone shall have a maximum height of 35 feet. 3. Portions of a building more than 30 feet and less than 60 feet from a multifamily zone shall have a maximum building height of 50 feet. B. Setback and building height adjacent to a single-family residential zone: 1. For the portion of the property that has a property line adjacent to a single-family zone, the setback shall be a minimum of 20 feet. 2. Portions of buildings within 30 feet of a single-family zone shall have a maximum building height of 25 feet. 3. Portions of a building more than 30 feet and less than 50 feet from a single-family zone shall have a maximum building height of 45 feet. 4. Roof decks designed for human activities and balconies overlooking single-family zones shall be set back from the property line at least 30 feet. C. Landscaping Treatment. 1. Planting and Fencing. The purpose of this landscaping and fencing is to provide a sight and sound barrier between zones with a high degree of incompatibility. a. Where property zoned Highway 99 mixed use is adjacent to a property zoned single-family residential, the planting strip shall be at least 20 feet in width and shall consist of two rows of evergreen conifer trees. The trees shall be staggered and spaced a maximum of 10 feet on center, so as to form an effective visual barrier within five years. The minimum tree height at the time of planting shall be six feet. The planting strip and a permanent six- foot-tall site-screening fence shall be placed at the property line. Except that, with the concurrence of all adjoining property owners, an alternative planting treatment may be approved by the community development director. b. Where a property zoned Highway 99 mixed use is adjacent to a property zoned multifamily residential, the planting strip shall be at least 10 feet in width and shall consist of either of the following two options: i. One row of evergreen conifer trees, spaced a maximum of 10 feet on center. Minimum tree height at the time of planting shall be six feet; the remainder of the planting strip shall be promptly planted with low evergreen plantings which will mature to a total groundcover within five years; or Page 9 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 117 of 139 ii. A site-screening evergreen hedge that provides a sight, sound, and psychological barrier. The spacing of plants shall be such that they will form a dense hedge within five years. Minimum plant height at the time of planting shall be four feet. The planting strip and a permanent six-foot-tall site-screening fence shall be placed at the property line. 2. Signed Plans. All landscaping plans shall bear the seal of a registered landscape architect or signature of a certified professional horticulturalist (CPH) and be drawn to a scale no less than one inch to 20 feet. The landscape architect or CPH shall certify that the species of plants are fast-growing and that the design of the plan will fulfill city code requirements within five years. 3. Installation Prior to Occupancy. All landscaping that fulfills the city code requirements shall be installed prior to occupancy of any structure located on the same site. If, due to extreme weather conditions or some unforeseen emergency, all required landscaping cannot be installed prior to occupancy, then a cash deposit or guarantee account with the city shall be provided as financial security to guarantee installation of the remaining landscaping, as provided in LMC 21.04.920. 4. Fencing. For the purposes of this section, “site-screening fence” means a solid one-inch-thick board (nominal dimensional standards) fence. One made of brick, rock or masonry materials may be substituted for a board fence. Where a fence is required by the above standards, no fence shall be required where a fence already exists which meets the intent of this section. However, if the existing fence is ever removed, demolished or partially destroyed, then the owner of the property first being required by the section to provide the necessary fence will be responsible for replacing the fence. In those cases where the slope of the land is such that the location of a fence required by the above standards is impractical or ineffective in satisfying the intent of this section, the community development director may permit a location which more adequately satisfies the intent of this section. D. Maintenance. See LMC 21.04.310. (Ord. 2911 § 1, 2011) 21.62.500 Swift Station off-street parking and landscaping. In calculating and applying the parking stall and landscaping requirements of this title, the parking stalls and landscaping that have been or are replaced by a transit station and related improvements of the Snohomish County Public Transportation Benefit Area (dba Community Transit), also known as a Swift BRT station, pursuant to the development agreement between the city and Community Transit dated August 20, 2008, or any subsequent agreements, shall be included within the calculation and application of such requirements. The replacement of a portion of a parking stall shall be deemed to be a replacement of the entire parking stall. In any application for a building or other permit for construction of such transit station and related improvements, Community Transit shall provide photographs of the parking stalls and landscaping that will be replaced by the transit station and related improvements, or such other evidence of the parking stalls and landscaping that is acceptable to the director. (Ord. 2911 § 1, 2011) 21.62.600 Nonconforming structures, sites and uses. It is expected that existing development and uses will remain in the nodes for a substantial amount of time, even as some properties in the nodes are redeveloped. However, it is necessary to ensure that all forms of development contribute positively to the character and quality of the nodes. Changes to nonconforming conditions shall not increase the degree of nonconformity, but rather move the site and its uses and buildings towards greater conformity. Given the location and configuration of current buildings, application of all zoning regulations and design guidelines may not be possible or practical; however, every effort should be made to comply with such standards for the portions of sites and buildings in proximity to the alterations being made. This section supersedes Chapter 21.12 LMC. A. Prohibited Uses. Any prohibited uses legally existing at the time of the adoption of the ordinance codified in this chapter shall be considered “legal nonconforming uses.” Such uses are not permitted to expand or to relocate anywhere in either of these zones. Exterior landscaping,facade improvements, or interior upgrades are permitted. Page 10 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 118 of 139 B. Nonconforming Sites. Certain types of minor changes to existing site development would not trigger compliance with the development regulations and design guidelines for this zone, such as restriping of stalls, new or altered signage, lighting or renovation of landscaping. Any other exterior renovation that is subject to project design review approval shall incorporate site design features from the design guidelines that bring the site more into compliance with the guidelines. Compliance should be localized to the area being altered and the incorporated site design features shall be directly proportionate to the value or size of the proposed improvements. C. Nonconforming Buildings. There are many buildings and other structures existing at the adoption of the ordinance codified in this chapter that do not comply with the zoning regulations and design guidelines for this zone. Expansion of building footprints by 1,000 square feet or more or renovation over 10 percent of the assessed or appraised value of the buildings on site, whichever value is greater, shall trigger compliance with both these regulations and site and building design guidelines. Compliance should be localized to the area of the building being altered and shall be directly proportionate to the value or size of the proposed improvements, whichever is greater. Particular emphasis should be given to the provision of pedestrian amenities oriented towards streets; e.g., if a building is expanded towards the street, elements such as parking lot landscaping and pedestrian connections to the sidewalk are expected to be accomplished. (Ord. 2911 § 1, 2011) Page 11 of 11Chapter 21.62 HIGHWAY 99 MIXED USE ZONE 2/20/2014mhtml:file://C:\Users\chave\Documents\Plans\Hwy99 Task Force\Hwy 99 ref\Lynnwood_... Packet Page 119 of 139 CITY OF EDMONDS SUMMARY PLANNING BOARD MINUTES (Joint Meeting with Highway 99 Task Force) February 26, 2014 PLANNING BOARD MEMBERS PRESENT Todd Cloutier, Chair Neil Tibbott, Vice Chair Philip Lovell PLANNING BOARD MEMBERS ABSENT Kevin Clarke (excused) Ian Duncan (excused Bill Ellis (excused) Valerie Stewart (excused) Madeline White (Student Representative) HIGHWAY 99 TASK FORCE MEMBERS PRESENT Jim Underhill, Chair Stanley Piha Bruce Witenberg Ron Wamboldt John Rubenkonig Councilmember Johnson Councilmember Fraley-Monillas STAFF PRESENT Stephen Clifton, Community Services/Economic Dev. Director Rob Chave, Development Services Director Karin Noyes, Recorder Because there was not a quorum of Planning Board Members present, the regular business meeting was cancelled. However, those present from the Planning Board and Highway 99 Task Force agreed to have an informal discussion, with summary minutes. Mr. Chave explained that the purpose of the meeting is for the Board and Task Force to have a discussion of development issues related to Highway 99, focusing especially on land use and zoning. He advised that the Task Force has been working on a variety of issues related to development along Highway 99, and they would like to present their ideas and insight to the Planning Board for consideration. Mr. Underwood reported that, in addition to discussing potential land use and zoning changes that would facilitate and encourage development along Highway 99 (Attachment 1), the Task Force has contacted land owners along and near Highway 99 to talk about what could be done to improve what is currently on their properties. He provided a brief snapshot of what the Task Force has done over the past year:  The Task Force has contacted the owners of the Burlington Coat Factory property. Half of the owners are interested in redeveloping the property and the other half are not. The owners are currently in litigation, and the Task Force is hoping for a good outcome for this prime piece of property.  The task force has talked with the owners of property at 234th and Highway 99 where the gun shop is located, specifically pointing out that the property located behind the gun shop is underutilized.  There have been discussions with the owners of the Top Foods property, who have expressed an interest in redeveloping and/or upgrading the site, which is currently underutilized.  Community Transit has opened the new Swift Transit Stations at 216th and 238th, and the Task Force has talked with owners of property in the vicinity regarding opportunities for transit-oriented development. The City of Everett’s Packet Page 120 of 139 DRAFT Summary Planning Board Minutes February 26, 2014 Page 2 Evergreen Way Revitalization Plan (Attachment 4) provides a good example of the type of transit-oriented development that would be appropriate along the Edmonds portion of Highway 99.  The Task Force has had continued discussions with the Behars, who own property at 220th and Highway 99, regarding potential redevelopment, and the plan (Edmonds Green) that was previously submitted to the City.  Mr. Underhill and Mr. Clifton will meet next week with the facilities manager for Premera to discuss their future needs for expansion and space. There is prime opportunity for properties on Highway 99 to be developed as residential to provide housing for people who work at Premera and other businesses along the corridor.  Improvements will be made this summer to connect 228th Street through to the Mountlake Terrace Park and Ride.  There was a recent celebration for the completion of the International District improvements, which connect the area to the City and make it a vibrant part of the community.  Swedish Edmonds Hospital is expanding to create a new emergency room and parking structure, and the new cancer center has been an asset to the corridor. It provides an example of how redevelopment can change the appearance of Highway 99. Mr. Chave advised that Attachment 1 was prepared by the Task Force and includes some ideas for simplifying the CG and CG2 Zones to streamline regulations and encourage mixed-use development. He noted that the Planning Board has had similar discussions about potential amendments to the CG and CG2 zones, particularly about modifying or relaxing the parking requirement. He explained that, currently, the parking requirement is based on use, which creates a problem when uses change. A standard streamlined parking requirement would make sense for properties that focus on Highway 99 because there would be very little chance for spillover parking into the neighborhoods. However, they need to be more careful when setting parking standards for properties located on the periphery and closer to neighborhoods. The Board and Task Force discussed the proposed changes to ECDC 16.60.030(B) found in Attachment 1. Mr. Chave pointed out that the table would distinguish the parking requirement based on location and proximity to other zones. An alternative to the standards outlined in the table would be to allow developers to conduct project-specific studies to determine the appropriate required parking. It was discussed that many newer developments, including the building at 3rd Avenue and Dayton Street, have parking located on the first floor of the structure. However, the current CG and CG2 Zone requires commercial space on the ground floor, and parking would not be an option. The Board and Task Force generally agreed that the parking standards should be as flexible as possible in zones along the Highway 99 Corridor. Mr. Chave advised that the Task Force has discussed the need to encourage more residential development along Highway 99. However, the current code does not allow residential development on the ground floor in the CG and CG2 zones. Mr. Piha pointed out that the Comprehensive Plan calls out Highway 99 as a mixed-use area that is served by transit and accessible to pedestrians. He referred the Board to the City of Lynnwood’s Highway 99 Subarea Plan (Attachment 5), which identifies nodes of residential, mixed-use development, particularly near their Bus Rapid Transit (BRT) stations. While the City of Edmonds also has two BRT stations (216th and 238th), the current code has too many constraints to allow this type of transit- oriented development. He expressed his belief that identifying areas where transit-oriented development makes sense would be a better approach than applying cookie-cutter zoning to the entire corridor. The Board and Task Force indicated support for eliminating the requirement for commercial development on the 1st and 2nd floors in the CG and CG2 Zones. They discussed that the current code is too restrictive and discourages developers from doing projects in Edmonds. Amending the code to allow more flexibility in the types of development allowed would encourage and help facilitate new projects. It was pointed out that Attachment 1 (ECDC 60.60.020.B) provides two options for addressing this concern: 1) remove the requirement entirely, or 2) scale back the area/dimensional minimums. Mr. Chave explained that Option 2 would not designate where the commercial space must be located on the ground floor. He commented that developers have expressed an interest in doing projects along the corridor, but the codes are getting in the way. Either option would provide more opportunity for redevelopment. He said he does not believe the change would result in the loss of a significant amount of commercial development along the corridor, but it would enhance what is there and provide more residential opportunities for people to live, work and shop and to create a sense of community. Packet Page 121 of 139 DRAFT Summary Planning Board Minutes February 26, 2014 Page 3 Board Member Lovell recalled that Sound Transit is slated to come to Lynnwood, and it appears there may also be a station located on the Mountlake Terrace side of Interstate 5. There has also been some discussion that this stop would serve Swedish Edmonds Hospital and the surrounding medical uses. Mr. Clifton reported that he submitted a letter to Sound Transit, on behalf of the Mayor, expressing the City’s desire for them to consider a light rail stop at 220th and I-5. There are currently more than 45,000 cars traveling east and west on this roadway each day, and Sound Transit was quite receptive to looking at the option. If there is a light rail station in this location, he anticipates that development near 220th and Highway would become more attractive. Mr. Clifton also pointed out that a station is planned at 236th in Mountlake Terrace, and the City of Edmonds is planning to provide a direct access to the station from Highway 99. Chair Cloutier commented that if the City is interested in encouraging more residential development on Highway 99, they must also improve access. Walking along Highway 99 is not a pleasant experience at this time. Separating the sidewalk from the street and adding plantings would help improve pedestrian safety. Buildings should be oriented close to the highway, but far enough away to allow space for a sidewalk that is separated from the highway by a landscape strip. The Task Force and Planning Board were in agreement that zoning changes are necessary to encourage development along the corridor. Mr. Chave expressed his belief that the changes identified in Attachment 1 for the CG and CG2 zones would be consistent with the current Comprehensive Plan. He pointed out that the Board is just finishing up work on their larger projects, and they will not start working on the Comprehensive Plan until later in the year. Now is an opportune time for the Board to consider potential zoning changes related to the CG and CG2 zones. He noted that some changes can move forward quickly, while others will require more detailed work and a more extensive public process. For example, the changes identified in Attachment 1 should be easy to implement but would result in a significant improvement. Changes related to building height and creating special transit-oriented zoning for properties near the BRT stations will require more time. Mr. Chave encouraged the Planning Board to review the City of Lynnwood’s Highway 99 Subarea Plan (Attachment 5) and the City of Everett’s Evergreen Way Revitalization Plan (Attachment 4) to find ideas for what might be appropriate on the Edmonds portion of Highway 99. Mr. Clifton added that the Task Force has ideas for what they would like to see on Highway 99. They are particularly interested in transit-oriented development where people can live within a ¼-mile radius of the BRT stations. These are areas where more dense development should be encouraged. Mr. Chave referred to a study done several years ago in Florida that found that mixed-use developments provided more revenue and benefits to local governments than big-box developments. He commented that there should be no fear that allowing more residential development on Highway 99 would result in a loss of revenue to the City. Mr. Clifton added that Nashville, TN also conducted a study that concluded that the areas with form-based codes outperformed those areas with traditional zoning. This supports the idea that form-based codes have real financial benefits to local governments. Board Member Tibbott requested examples of the type of development the Task Force envisions for Highway 99. Mr. Clifton encouraged the Board Members to review the Behar development proposal, which is available via the City’s website. Mr. Chave also noted that Portland, Oregon, has done a lot of planning around transit stations. Orenco Station in Hillsboro, Oregon, also provides a good example of a transitional mixed-use development. Councilmember Fraley-Monillas commented that Snohomish County recently approved a project that provides another good example. Board Member Tibbott asked if there are any environmental issues on Highway 99 that the Board should be aware of. Mr. Chave answered that environmental concerns are non-existent on Highway 99. Mr. Witenberg said that if the City’s goal is to have true transit-oriented development on Highway 99, people must be encouraged to get out of their cars and use public transportation. One way to do that is by limiting the amount of parking space a developer can utilize for the residential portion of a project. However, just as people in the downtown are sensitive about commercial development located near residential neighborhoods, it is important to keep in mind that the City’s most affordable single-family homes are located close to Highway 99. When drafting regulations, they must be careful that the changes do not end up eroding the single-family neighborhoods. Board Member Tibbott recalled that the Board recently reviewed zoning regulations related to marijuana businesses. As currently proposed, businesses that produce and process marijuana would be limited to the CG and CG2 zones. Retail Packet Page 122 of 139 DRAFT Summary Planning Board Minutes February 26, 2014 Page 4 marijuana uses would be allowed in any commercial zone, subject to the buffer requirements outlined in State law. He asked if the Task Force has discussed whether or not this use would be appropriate on Highway 99. Mr. Clifton pointed out that, under State law, only two retail marijuana retail outlets would be allowed to locate in Edmonds. The Task Force indicated that they had not discussed this particular use. However, they expressed concern that Highway 99 not become a dumping ground for all the undesirable uses that are prohibited elsewhere in the City. Board Member Tibbott asked if the Task Force has discussed the future of auto dealerships on Highway 99. Mr. Chave said the Task Force has discussed opportunities to amend the CG and CG2 zones to accommodate the expansion of existing or the creation of new auto dealerships, but opportunities are limited based on available land. Mr. Clifton reported that Senator Marko Liias has worked diligently to include $10 million in the State transportation package to fund improvements along the Edmonds portion of Highway 99. However, he emphasized that this would only be a small portion of the funding needed to complete an enhancement project for the entire segment of the highway, and the Legislature is not likely to move the transportation package forward in 2014. Board Member Lovell asked if there has been any discussion amongst property owners about consolidating properties to enhance development opportunities. Mr. Clifton said he does not know of any current efforts to consolidate properties, but the Edmonds Green Project (Behar) is a good example of this concept. He expressed his belief that property owners must see the value in assembling properties, and the current zoning creates significant obstacles. The Planning Board agreed to move forward immediately with the proposed amendments outlined in Attachment 1. They also indicated support for potential amendments related to transition areas and transit-oriented zoning, but recognized these two issues might require more time and potential changes to the Comprehensive Plan. It was pointed out that parkland close to Highway 99 is very limited. They discussed that mixed-use development that includes a residential component could also provide open areas for activities and gathering places. He referred to the Edmonds Green project as an example. Mr. Chave explained that implementing this concept would require code changes. While a Comprehensive Plan amendment would not be necessary, it might be appropriate to add additional language to make the concept more obvious. Mr. Chave summarized that the Board would like to move forward immediately with amendments to the CG and CG2 zones as proposed in Attachment 1. In addition, they would like to discuss the right approach for addressing transit-oriented development and transition zones. The Board agreed it would be helpful to have a discussion, at some point in the future, with representatives from Community Transit and Sound Transit. The meeting was adjourned at 8:30 p.m. Packet Page 123 of 139 AM-6658 5. City Council Retreat Meeting Date:03/15/2014 Time:15 Minutes Submitted For:Council President Buckshnis Submitted By:Jana Spellman Department:City Council Review Committee: Committee Action: Type: Information Information Subject Title Discussion regarding Grants and the Grants Process Recommendation None Previous Council Action None Narrative A search of the MRSC website and even Google identifies thousands of grant funding sources at the local, state-wide and federal levels. Additionally, there are many funding boards, foundations, and commissions and councils that can also be part of the funding process via their recommendations (i.e. Puget Sound Regional Council or PSRC; WRIA8 or Water Resource Inventory Area 8; Hazel Miller Foundation; Verdant, etc.) This discussion will be centered on the Grant Process, the Writing and Council Oversight roles. Attachment #1 is a direct transcription from the Federal Domestic Assistance Website regarding the Grant Proposal Development Process. This process of course, doesn’t take into consideration that some grant projects can take place over the course of years or have to be complete in a six-month or less timeframe (i.e. as in the case of WRIA8 yearly funding). There is not much literature regarding authority and granting process and approval. Attachment #2 came from the MRSC website and discusses roles between the Council and Mayor and it appears the granting process if a function of the Administration with the Legislative Branch being the final “action” committee. Attachment #3 – Item 12 provides an example of the need for Council Approval on all grants prior to acceptance of the Grant. Attachments Attach - 1 Grant Retreat MRSC Catalog of Federal Domestic Assistance Attach 2 - Retreat Grant Writing knowingyourroles Form Review Packet Page 124 of 139 Form Review Inbox Reviewed By Date City Clerk Scott Passey 03/10/2014 10:38 AM Mayor Dave Earling 03/10/2014 10:46 AM Finalize for Agenda Scott Passey 03/10/2014 11:05 AM Form Started By: Jana Spellman Started On: 03/07/2014 11:22 AM Final Approval Date: 03/10/2014 Packet Page 125 of 139 The following summary came from the MRSC Catalog of Federal Domestic Assistance for Grant Writing: INITIAL PROPOSAL DEVELOPMENT: Developing Ideas for the Proposal When developing an idea for a proposal it is important to determine if the idea has been considered in the applicant's locality or State. A careful check should be made with legislators and area government agencies and related public and private agencies which may currently have grant awards or contracts to do similar work. If a similar program already exists, the applicant may need to reconsider submitting the proposed project, particularly if duplication of effort is perceived. If significant differences or improvements in the proposed project's goals can be clearly established, it may be worthwhile to pursue Federal assistance. Community Support Community support for most proposals is essential. Once proposal summary is developed, look for individuals or groups representing academic, political, professional, and lay organizations which may be willing to support the proposal in writing. The type and caliber of community support is critical in the initial and subsequent review phases. Numerous letters of support can be persuasive to a grantor agency. Do not overlook support from local government agencies and public officials. Letters of endorsement detailing exact areas of project sanction and commitment are often requested as part of a proposal to a Federal agency. Several months may be required to develop letters of endorsement since something of value (e.g., buildings, staff, services) is sometimes negotiated between the parties involved. Many agencies require, in writing, affiliation agreements (a mutual agreement to share services between agencies) and building space commitments prior to either grant approval or award. A useful method of generating community support may be to hold meetings with the top decision makers in the community who would be concerned with the subject matter of the proposal. The forum for discussion may include a query into the merits of the proposal, development of a contract of support for the proposal, to generate data in support of the proposal, or development of a strategy to create proposal support from a large number of community groups. Identification of a Funding Resource A review of the Objectives and Uses and Use Restrictions sections of the Catalog program description can point out which programs might provide funding for an idea. Do not overlook the related programs as potential resources. Both the applicant and the grantor agency should have the same interests, intentions, and needs if a proposal is to be considered an acceptable candidate for funding. Once a potential grantor agency is identified, call the contact telephone number identified in Information Contacts and ask for a grant application kit. Later, get to know some of the grantor agency personnel. Ask for suggestions, criticisms, and advice about the proposed project. In many cases, the more agency personnel know about the proposal, the better the chance of support and of an eventual favorable decision. Sometimes it is useful to send the proposal summary to a specific agency official in a separate cover letter, and ask for review and comment at the earliest possible convenience. Always check with the Federal agency to determine its preference if this approach is under consideration. If the review is unfavorable and differences Packet Page 126 of 139 cannot be resolved, ask the examining agency (official) to suggest another department or agency which may be interested in the proposal. A personal visit to the agency's regional office or headquarters is also important. A visit not only establishes face-to-face contact, but also may bring out some essential details about the proposal or help secure literature and references from the agency's library. Federal agencies are required to report funding information as funds are approved, increased or decreased among projects within a given State depending on the type of required reporting. Also, consider reviewing the Federal Budget for the current and budget fiscal years to determine proposed dollar amounts for particular budget functions. The applicant should carefully study the eligibility requirements for each Federal program under consideration (see the Applicant Eligibility section of the Catalog program description). The applicant may learn that he or she is required to provide services otherwise unintended such as a service to particular client groups, or involvement of specific institutions. It may necessitate the modification of the original concept in order for the project to be eligible for funding. Questions about eligibility should be discussed with the appropriate program officer. Deadlines for submitting applications are often not negotiable. They are usually associated with strict timetables for agency review. Some programs have more than one application deadline during the fiscal year. Applicants should plan proposal development around the established deadlines. Source: Writing Grants – CFDA.org – Grant Writing Packet Page 127 of 139 Gè,laoo Roles Conflicts Between Mayors and Councils III by Roben R. Meínig, MRSC I'egal C-onsultant f t is essential for effective local government I that municipal offlrcials, particularly mayors, councilmembers, and city managers, understand the roles of their respective offices and their inær- relationships with others. Many of the conflicts in city and ûown governments, as evidenced by the inquiries MRSC receives, a¡e the result of confu- sion as to these roles and the consequent overstep- ping of the boundaries between the respective roles. Although those bounda¡ies may, in some qasqs, be unclear, there is a basic strucfl¡re to cþ and town govemment, whether of the mayorcoun- cil or council-manager form, from which these roles derive. Though the focus of this article is on the mayor-council form of government, the basic principles apply equally to the council-manager form. There may be some variation in the powers and duties of mayors and councils between classes of cities; you need to be aware of the specific nrles applicable to your class of city. Like the federal and state governments, a city government's powers a¡e distributed among three separate branches: legislative, executive, and judi- cial. The council is analogous to the state legisla- û¡re or the Congress; the mayor or manager, like the governor and the President, heads the execu- tive branch; and the municipal court (or the dis- trict court by conEact) exercises judicial functions, although in a much more limited way than the state or federal courts. Under the "separation of powers doctrine,n each of the three branches exer- cises certain defined powers, free from uüeason- able inærference by the others; yef all three branches interact with each other as part of a nchecks and balances" system. The powers of these branches in crty govemment are defined for the most part by state staatte. The council, being legislative, has the Power to enact laws and policies, consistent with state law, regulating tocal and munícipal affairs, usually through the enactuent of ordinances and resolu- tions. In general, the council's authorþ also in- cludes the specific authorþ to: > Enact a cþ budget. > Define the powers, functions, and duties of city officers and employees. > Fix the compensation of officers and em- ployees. > Establish the working conditions of officers and employees. > Maintain retirement and pension systems. > Impose fines and penalties for violation of city ordinances. > Regulaæ the acquisition, sale, ownership, and other disposition of real property. > Provide governmental, recreational, educa- tional, cultural, and social services. laur. > Grant franchises for the use of public ways. regulation, most any t¡rye of business. In addition, the -council is authorized to enact nrles governing its procedures, including for public meetings and hearings. (htírucn on page 4) Municipal Research News 6)Page 3 Decembcr 1993Packet Page 128 of 139 Knowing (Continacn lron Pagc 3) The mayor is the chief executive and adminis- trative ofEcer of the clty in charge of carrying out the policies set by the council and of seeing that local laws are enforced. The mayor, or the manag- er in the council-manager city, is basically in charge of the day-today operation of the city, including the supervision of all appointive offrcers and employees in the performance of their ofEcial firnctions. The mayor is in charge of hiring and firing all appointive offtcers and employees, sub- ject, where applicable, to laws regarding civil service. Except for those in towrs (fourth class municipalities), councils have some authorlty to require confirmation of the appoinEnent of certain officials; councils may not, however, require confirmation of firings by the mayor. In general, the mayor also has the following authority to: > Enforce conEacts. > Bring lawsuits, with council approval. > Preside over council meetings and, in some classes of cities, exercise some tiebreaking authorþ with respect to council votes and veto authorþ over ordinances. > Call special meetings of the council. > Prqrare a proposed budget. > Report to the council on the financial and other affairs and needs of the cþ. > Perform as ceremonial head of the city. > Approve or disapprove all official bonds and contractor's bonds. offrcers and employees under the manager's direc- tion "for the purpose of inquiry." To do its job, the council needs information on how the city is operating. The mayor or the manager, either di- rectly or through other city off;icers or employees, must provide that information and should do so in a timely and useful fashion. Of course, things do not always run smoothly between the council and the cþ administration, and the line between policy and administration may in some siftations be blurred and imprecise. One area that is a frequent source of conflict is personnel. The council may not like a mayor's appointment to a particular position or it may be dissatisfied with the performance of cert¿in officers or employees. An employee may complain to, and seek relief from the council about some aspect of employment. On tbe other hand, the mayor may believe that certain personnel policies interfere with his or her supervision of employees and hiring and firing authority. The mayor may direct that all communications with cþ staff go through the mayor's offrce. The council, in response' may feel that the mayor is unlawfrrlly restricting its access to ctty personnel for information purposes. The remedy for some of these situations may be to review the respective roles of the mayor and the council and to understand the limitations of their respective authorities. For example, if the council is not haPpy with a mayoral appoinünent, there may be nothing the council can do directty within the bounds of its authorþ. However, if it has the authority to confirm a particulæ appoint- ment, it can reject the appointee and force the mayor to choose another. If the council does not have confirmation authority, it can express its dissatisfaction to the mayor, but it can do nothing else with respect to that particular appoinhent. The council may, however, provide for a detailed ¡u¡ the like. Moreover, ities, is required by "on the basis of ability ¿¡d 6¿ining or experience.n Similarly, if the council feels that an offrcer or employee is perforniing poorly and should be disciplined or fired, it can say so Ûo the mayor' but it has no power ûo do anything else. Although aaa Consistent with the separation of powers doc- trine, the council is not authorized to interfere with the mayor's administration of city govenr- ment. Councilmembers may not give orders to deparment heads or to other city employees. In council-manager cities, this prohibition is estab- lÍshed statutorily; the council must deal with the city manager concerning maüers of city adminis- tration, except that it may deal directly with (httilue¿ on pagc 5) Municipal Resca¡ch News Page 4 Deccmber 1993Packet Page 129 of 139 Knowing (ContínuedtromPage 4) it controls the salaries paid to city officers and employees, it may not lower a salary so as to cause and with the purpose of causing the person holding that position to quit. A rule to follow is that the council (and the mayor) may not do indi- rectly what it cannot do directlY. On the issue of communication between the council and cþ ofEcers and employees, the mayor may not prevent councilmembers from gaining information although he or she could reasonably regulate the inquiry process. If councilmember inquiries of city employees serve to harass those employees or uffeasonably take them away from their duties, it may be necessary for the mayor to require those inquiries to be channeled through the rnayor's or a deparftnent head's office, if that can be done without unduly encumbering council ac- cess to information. Another area that often proves to be fertile The council may authortzn a cettatn position at a certain salary, and the mayor may decide either not to fill the position or may do so at half time and half salary. The mayor may ciæ financial exigencies, such as revenues falling short of pro- jections, and may conclude that the city cannot afford someone filling this position full-time. The council, on the other hand, may not agree that the conditions waffant such action or may determine thæ a different cost-saving measure is appropriate and should be instiuted. Resolution of this gpe of issue may prove particularly üicky. Although the mayor may not pay an employee less than that authorized by the council in the budget or in a separate salary ordi- nance, the mayor, under certain financial circum- statrces, may be able to partially fill a position, proportionately reducing the salary for the posi- tion. Legal authority, however, is hazy on such issues. The best strategy would be for the mayor and the council to work out a mutually agreeable accommodation. There a¡e other issues that will likely arise (and that have arisen in other cities) where it is not clear whether the mayor (or the manager) has the authority to act or whether the council does. In these situations, the council and the city adminis- tration could draw their respective battle swords and charge; or, one or both sides could first ana- Lyzn the issue, perhErs seeking counsel of the cþ attorney or of the consultants at MRSC. Underst¿nding roles is a necessary step in resotving many such conflicts. However, when the roles are not clearly defined in a particular sih¡a- tion, compromise may be in order. Staü'¡tes and case law may not provide a ready answer. All sides need flexibility to meet the challenges of a functioning and dynamic city government. If the focus is on providing good government rather than on turf wars, counsilmembers, mayors' and man- agers can better fulfill their roles as public ser- vants.r II IIII II For F\rrther Reading "The Authorþ of the Legislative BodY to Regulate Administration of City Business [code citiesl," by Susan Rae Sampson, n I'egal Notes,Information Bulletin No 467, Municipal Resea¡ch and Services Center, December 1990. nCouncil Duties and Responsibilities," n Ctty of Ptttlman C.otatcil Handbook, December 1985. aaa Handbook for ØmcíImembers, Information Bulle- tin No. 472, Muucipal Research & Services C¡n- ter, January 1992. Handbook for htncílmenbers in Øwcíl-Matager Cities.4th Ed. National Civic Iæag¡re Press, 1989. Ihøwing tlu Tenitory - Basíc Lcgal Guidelircs Jor Washington MunicíPal Afidals, Information Bulle- tin No. 480, Municipal Research & Services Cen- ter, September L992.t Municipal Research News Page 5 December 1993 Packet Page 130 of 139 AM-6659 6. City Council Retreat Meeting Date:03/15/2014 Time:15 Minutes Submitted By:Carrie Hite Department:Parks and Recreation Review Committee: Committee Action: Type: Information Subject Title Exploring a Parks Foundation Recommendation Council discuss the merits of forming a Parks Foundation in Edmonds Previous Council Action Narrative Public agencies have experienced a record decline in revenue and growth during the past several years. As a result, cities and counties are searching for alternative funding sources to meet park and recreation demand. Among tools available to cities to help fund parks and recreation includes forming a local Parks Foundation. Parks foundations are non-profit public charity organizations that support public parks by raising funds through public and private partnerships. Foundations create or continue relationships with donors, administer grants and establish special funds that are directed back to public parks. Such an organization provides an effective way to leverage support for parks by pursuing private funding in ways that are not possible by local government agencies such as cash or land donations, charitable funds and fund raising campaigns. For example, the Greater Metro Parks Foundation in Tacoma led a successful capital campaign, raising money specifically for the redevelopment of a local park. There are many different parks foundations throughout Washington, including King County Parks Foundation, Seattle Parks Foundation and Friends of Seattle's Olmstead Parks. Attached is an article published in the National Recreation and Parks Magazine in January, 2012 that discusses Parks Foundations. Attachments Park Foundations Form Review Packet Page 131 of 139 Inbox Reviewed By Date City Clerk Scott Passey 03/10/2014 09:20 AM Mayor Dave Earling 03/10/2014 09:27 AM Finalize for Agenda Scott Passey 03/10/2014 09:30 AM Form Started By: Carrie Hite Started On: 03/10/2014 08:27 AM Final Approval Date: 03/10/2014 Packet Page 132 of 139 COVE R STO RY Pa t\\l rk Foundations: 9es, By ^A,ndrea Lynn AS PARKS AND RKREATION DEPARII'IENTS ACROSS THE COUNTRY CONTINUE TO FAG BUDGET CUTS, the role of park foundations becomes more and more critical. Foundations are versa- tile creations, addressing the needs of the government agency they represent while wielding the fundraising power of a nonprofit. No longer are foundations a mere after- thought-a convenient repository to catch any private-sector funds that might trickle in More and more, parks foundations are vital to ensuring that new parks are built and existing parks are maintained. Foundation consultant and former parks director Barry Weiss says the mechanics of setting up a foundation are the easiest part-just find an attorney to set up a 501(c)3 nonprofit, The real legwork comes in mapping out a strategy for raising money. "l've been in the profession since the earþ lg8Os. Sometimes, departments would create the foundation and then wait for the money to come in. The foundation itself is purely a vehicle and not the strateg.y, You need to be strategic in how to go after the money," Weiss says, "There are numerous ways to increase the success of a founda- tion, even in today's tough economic climate." Show the Benefits of Free Parks Now is the perfect time to translate parks' benefits into donation streams. While it's true that most individu- als and organizations have tightened their charitable budgets, Sue Black, director of the Milwaukee County Park System, insists there is still cash out there. One of the most important steps to take right now is to pro- mote the advantages that parks offer. "in times when people don't have cash to spend, we are doing things Iike offering free skating. That means a lot to people right now. A. family can go on a picnic, walk a dog, fly a kite-do all of these things that are affordable. That's when people see the real value of our public spaces," Black says. Former executive director for the Parkways Foun- dation in Chicago and current consultant Brenda Palm couldn't agree more: "In down economic times, parks are vital for families to go and play." Palm points to in- creased attention on nature deficit disorder in children, as well as childhood obesity and Michelle Obama's health and wellness platform. She says there's never been a better time to turn the benefits of parks into fi:nd-raising opportu¡ities. ''This is prime time for park foundations to really rise up a¡d be i¡vestors in the his- tory and legacy of our parks." Palm adds, '.4,s I saw fwhen] the economy turned, the private sector seemed to realize that it was their responsibility to help," Packet Page 133 of 139 The Right People .4. successful fundraising foundation requires that all board members believe in and sup- port the foundation's mission. A, good board should include people with technical skills, like attorneys and bankers, as well as vision- ary individuals who can direct the fou¡dation's strategy. "The strategic ones are the hardest to get but. . . fthey are also] the most i¡fluentiai," Weiss says. Even more essential is that board members be networkers. "Our board helps open doors for me to meet with donors, . .and provides ex- pert assistance and advice," says Nick Har- digg, executive director of Portland Parks Foundation in Oregon. "No matter how good your cause or case is, ifyou don't have a con- nection-someone to open the door for you to start a dialogue to giving-it becomes much more difficult." Recently, when a large parking lot in the heart of downtown Portland was moved un- derground, the developer dreamed ofhav- ing the ground level transformed into a city park. He donatedthe surface rights to the city but there wasn't money in Portland's budget to make the dream come true. That's when the fou¡dation's board of directors stepped it. Their connections resr¡lted in a gl.6 million gift thatbecame Simon a¡d HelenDirector Pa¡k- a 44,000-square-foot piazza park with a cov- ered glass canopy, fountain, and café. :oOzU T È ts 3 =B ötsoId Good Direction .Another key to a successful foundation is find- ing the right executive director to run the show. Hardigg says an executive director of a nonprofit requires "a generaìist's skill set, from finance to volunteer and board man- agement to the most important of all-fund- raising." Other skills should include working inside and outside of governmenl. For Drew Salariano, executive director of Partners ofPa¡ks which supports Long Beach, Califomia, a position like his demands not only creativity and energy but "getting around the community and telling the story about the foundation. It takes time to build up that flow of money. It's not easy, but it's very rewarding once you get it going," Satariano says. Packet Page 134 of 139 Naming Rights Weiss notes that the use of naming rights is a great strategy for tapping into private sector money, "Peo ple will give you money to get their name on thÌngs," he says. ",\lso, corporations are sittrng on a record amount of cash, They like their name associated with healthy things, and we are t It's a business deal, so you have to give them certain recognition " For Portland Palks Foundation, naming rights have not only brought rn signifrcant funding-but the at- tributions have also been applied in tasteful ways, "l thrnk there's a misperception that puttlng a com pany or nonprofit's name on a donated park or piece of equipmenl somehow hurts the visitor experience," Hardigg says, "lf done respectfully, it accomplishes a lot of good: 1t makes the donor feel apprecrated, so they're more likely to give again," And the pub lic, when they see the names eng'raved in plaques Portland Parks Foundation in Portland, Oregon THE PORTLAND PARKS FOUNDATION was founded in 2001 and is currently led by Executive Director Nick Hardigg. lt has raised more than $10 million since the hiring of its first executive director in2OO2. Projects they have helped to fund include the creation of Holly Farm Park in a low-lncome neighbor- hood, equipping parks with handicap-access and resurfacing 96 outdoor basketball courts. According to Hardigg, the foundation's current operating funds are largely provided by major do- nors-a core group of 100 people in the "Legacy Circle," who give a thousand dollars or more per year to cover the foundation's basic costs. "We then raise restricted funds for projects, programs, and parks, and charge an administrative fee and sometimes direct fundraising expenses to defray at least part of those costs," Hardigg says. During its first decade of existence, he says foundation grants were essen- tial in building that base of donors. "The other major revenue source is 'in-kind' support-the volunteer engagement of our board. Our board helps open doors for me to meet with donors, can fundraise for us, and provides expert assistance and advice," he says. One area not in Portland Parks'business model, but recommended by Hardigg is earned revenue. "lf parks foundations can have earned revenue through renting out space or selling merchandise, that can be helpful," he says. * 30 Parks&Recreation JANUARy 2or2 www.NRpA.oRG Packet Page 135 of 139 aots z I or bricks, know that their tax dollars are being spent carefully-and that the private sector is stepping up to help parks succeed. Hardigg advises taking care to give recognition without "making the parks look like a billboard," Palm notes that that most of the time thatbalance is not difficult to achieve, In her work with the Chicago Park District, she found that "anyone who is giving to parks wouldn't expect that their logo be splashed around, They want their donation to be respectful and in line with the park," Cater to the Community Hardigg says the main difference between the cur- rent fundraisingmodel as comparedwiththat of few years ago is the reality of widespread economic con- straints. "Now, everyone has to make due with less," he says. "You need to offer a solution to a problem, not just speak to the problem," He stresses the im- portance of finding out when setting project goals what excites the community. For example, in Port- Iand, many people would rather improve existing park amenities than build new parks, "You have to have that awareness in community of what is fund- able. In Portland, that is concentrating on doing the best we can with the parks we have," he says, ,{nd tapping into the community's priorities can also lead to repeat donatlons, "Would you rather have a dollar from feach of] a million people or a million from one person?" asks Black. "lfyou had a dollar from one million people and spend it wisely, you can come back to them and ask for another dollar next year." ,A.nd there are other benefits to having a large pool of small repeat donations, "Beyond the cash," says Black, "you get the advocacy-whether for fund- ing or policy," Utilizing Social Media Leveraging social media is also a powerful tool for communicatinq the needs of parks and raising mon- ey for projects. Portland Parks Foundation, for exam- ple, recently nabbed $20,000 from Safeway through social media. When Safeway sponsored a nation- al competition looking for ',\merlca's Most Natu- ral City" via Facebook, the parks department and Portland Parks Foundation garnered votes through their social media presence-and ultimately won the contest, A Successful Model Today's neur economic reality has resulted ln in- creased pressure on parks foundations to produce results. SuccessfuL foundatíons will embrace the new challenges and use an array ofstrategies to engage the public and raise money. Satariano notes that whenit comes to fundraisingfor foundations, there's not a one-size-fits-a11 solution, "Parks and rec de- partments are as unique and individual as the city they are in. Understand your city and its needs, then develop your goals and objectives. Fundraise to ac- complish these goals," he says, Since each founda- tion is unique, it is up to the executive director and board of directors to tweak their business model to their advantage. f www.NRpA.oRG JANUARy2olz Parks&Recreâtion 31 Packet Page 136 of 139 AM-6657 7. City Council Retreat Meeting Date:03/15/2014 Time:15 Minutes Submitted For:Councilmember Bloom/Council President Buckshnis Submitted By:Jana Spellman Department:City Council Review Committee: Committee Action: Type: Information Information Subject Title Discussion regarding Code of Conduct and Training for Commissions, Boards and Work Groups Recommendation None Previous Council Action None Narrative Last year the Council passed a Code of Conduct (Resolution 1306 - attached) and had training in the open public records act and public disclosures. The policy adopted by Council also was to be utilized for volunteer commissions, boards and work groups. This meeting is to discuss the process of how we can implement and train these groups. Attachments Resolution 1306 Form Review Inbox Reviewed By Date City Clerk Scott Passey 03/10/2014 10:38 AM Mayor Dave Earling 03/10/2014 10:46 AM Finalize for Agenda Scott Passey 03/10/2014 11:05 AM Form Started By: Jana Spellman Started On: 03/07/2014 11:03 AM Final Approval Date: 03/10/2014 Packet Page 137 of 139 Packet Page 138 of 139 AM-6653 8. City Council Retreat Meeting Date:03/15/2014 Time:60 Minutes Submitted For:Council President Buckshnis Submitted By:Jana Spellman Department:City Council Review Committee: Committee Action: Type: Information Information Subject Title Vision Planning Recommendation None Previous Council Action None Narrative The City has a mission statement that is “Our Mission is to provide a high quality of life for residents and businesses, and a legacy for future generation by preserving and enhancing our historic waterfront community”. Last year a few of us had goals realized via funding mechanism provided by the 2014 budget process and we all continue to work on our goals. This session is to merely discuss goals for this next year, both at the Legislative level and the Administration. Form Review Inbox Reviewed By Date City Clerk Scott Passey 03/10/2014 10:38 AM Mayor Dave Earling 03/10/2014 02:23 PM Finalize for Agenda Scott Passey 03/10/2014 02:25 PM Form Started By: Jana Spellman Started On: 03/06/2014 03:56 PM Final Approval Date: 03/10/2014 Packet Page 139 of 139