Memorandum. City Council. Gregory D. Wilson, Chief of Police. Scott Hugill, Interim City Manager. Date: December 17, Traffic Safety Ordinance

Transcription

1 Memorandum To: From: Via: City Council Gregory D. Wilson, Chief of Police Scott Hugill, Interim City Manager Date: December 17, 2015 Subject: Traffic Safety Ordinance This memorandum is to inform City Council of my observations regarding pedestrian solicitation from vehicle occupants disrupting traffic flow patterns and posing public safety risks to our citizens and those that travel through and visit our community. There are evident traffic flow and safety concerns with in-person solicitation from vehicle occupants. This activity causes unsafe pedestrian-traffic interactions. Several existing laws address the traffic flow and safety risks associated with pedestrian-traffic interactions. Some examples include laws addressing jaywalking, crosswalks, crosswalk lights and yielding to pedestrians. Other examples include reduced speed limits in school and construction zones and near parks and trails. It is clear that the goal of such laws is to limit pedestrian-vehicle interactions to increase safety for pedestrian and vehicle occupants. I have witnessed situations where vehicle drivers see or are approached by a person soliciting goods, services or money, and a driver stops or swerves suddenly and unsafely to make contact with the soliciting person. I have also witnesses these distractions causing drivers to unsafely linger at traffic control devices interrupting the flow of traffic and/or drivers operating vehicles behind the driver that stopped for the soliciting person to stop suddenly to avoid a collision. These types of scenarios put at risk the safety of all involved. Such distractions also disrupt the flow of traffic on busy roadways, state routs, on/off-ramps to Interstate 5, principle arterials and our roadways that feed into major intersections. The police department and other City departments have also addressed public, health and safety concerns over the large amounts of garbage, narcotic paraphernalia, and encampments in and around areas where this solicitation is taking place. Given these considerations, I strongly recommend City Council consider adoption of a traffic safety ordinance to address public safety and traffic flow pattern concerns.

2

3

4

5

6

7

8

9 TRANSPORTATION ELEMENT City of Mountlake Terrace Transportation Element

10 INTRODUCTION Purpose of the Transportation Element The Transportation Element is part of the City s Comprehensive Plan. Its purpose is to guide the development of the City s transportation system in a manner consistent with the City s adopted goals and policies. Under the Growth Management Act, the City of Mountlake Terrace is required to develop a comprehensive transportation plan that addresses the City s long-term growth, including its effects on the transportation system, and a program of improvements for various modes of transportation. This must be part of the Comprehensive Plan, consistent with the Land Use Element and other aspects of the Plan, and consistent with county, state and federal planning policies or requirements. In 2002, the City reviewed the current traffic conditions and found that some areas of the city already exceeded the previous traffic growth projections for the year A new traffic engineering analysis was completed, with forecasts to the years 2012 and Other needs analysis was done in 2007, and a Transportation Master Plan was adopted. In 2013, it was found that traffic volumes had decreased since 2007, likely due to the recession. Traffic volumes in Mountlake Terrace are now showing some increases, mostly on arterial and collector roadways. The Transportation Element includes the new traffic growth projections to 2035, regional linkages, planned transportation improvements, policies, and recommended action steps. Regulatory Framework An array of state and federal requirements apply to transportation planning. In Washington State, the Growth Management Act (GMA) has a key role. The GMA has fourteen goals, including one specifically for transportation, as follows: Encourage efficient multimodal transportation systems that are based on regional priorities and coordinated with (other) county and city comprehensive plans. In addition, Snohomish County County-wide Planning Policies provide direction on county-wide transportation issues. For example, agreements and procedures are encouraged for jurisdictions to jointly mitigate traffic impacts that cross local boundaries. Such measures also conform with the multicounty planning policies set forth by the Puget Sound Regional Council in VISION Other requirements of the GMA, such as coordinating with other agencies, developing level of service standards, and analyzing transportation funding and concurrency issues, are also addressed here. The transportation concurrency requirement of the GMA mandates that development cannot be permitted unless adequate transportation infrastructure already exists or will be developed concurrent with the development. It allows a maximum six-year window between a development application and completion of any needed transportation infrastructure or strategies. Needed strategies, in addition to capital facilities, may include transit service, transportation demand City of Mountlake Terrace - TR-1 - Transportation Element

11 management, or transportation system management. The appropriate infrastructure or approved strategies must be in place at the time the development is ready for occupancy or within a limited timeframe after occupancy. To be eligible for most funding programs, the City s transportation plan must be consistent with both regional and state transportation plans and must comply with the GMA. The most recent regional transportation plan, Transportation 2040, was developed by this area s designated metropolitan and regional planning organization, the Puget Sound Regional Council. Transportation 2040 emphasizes the need for regional coordination and calls for investments in the existing transportation infrastructure as a high priority. It encourages compact development of urban centers and transit station areas. The City s plan has been developed to be consistent with PSRC s regional growth strategy Vision 2040, the Washington Transportation Plan (aka the statewide multimodal transportation plan), countywide and multicounty planning policies, and local six-year transit plans. Scope The following sections are included in this Transportation Element: Background Planned Transportation Improvements Roadway Inventory and Traffic Volumes Issues, Needs and Strategies Future Conditions Transportation Goals and Policies. Transit Service Performance Measures Non-Motorized Transportation Actions to Take BACKGROUND Land Use Goals and policies guiding development and growth within the City are contained within the Comprehensive Plan and regulated by the City s development regulations. Population growth within the City has slowed from 17% in the decade 1980 to 1990, to 5% in the decade 1990 to Between 2000 and 2014, the City s population fluctuated between a low of 19,909 (2010) and the current population of 20,530 (2014). Population growth in the last 15 years has averaged slightly less than 1% annually. The City s target population for 2035, as adopted under the Snohomish County Countywide Planning Policies, is 24,767. An annual growth rate of less than 1% for the next 20 years would easily meet the target population. Employment has grown since the last major update of the Comprehensive Plan in 2003, from a total of 6,643 jobs 1 within the City in 2000 to 7,174 jobs 2 in The City s employment target, per Snohomish County Countywide Planning Policies, is 9,486 jobs by This represents a 1.5% annual growth in jobs, about 105 net new jobs per year. Due to the City s limited supply of 1 Includes only jobs covered by unemployment insurance, based on data compiled by the Puget Sound Regional Council. 2 Ibid. City of Mountlake Terrace - TR-2 - Transportation Element

12 vacant land, growth in both population and employment is expected to be concentrated in the Town Center District, the Freeway/Tourist District and the General Commercial District of the Melody Hill subarea (see also discussion in the Land Use and Economic Development Elements). Growth projections for population and jobs will periodically be adjusted in upcoming years as new information becomes available. Land use assumptions for this plan include information contained in other elements of the Comprehensive Plan. Key assumptions are: Mountlake Terrace is a compact community within a larger urban area of the growing Central Puget Sound region. The City s population is anticipated to grow at less than 1% annually, and employment at about 1.5% annually. The percent will vary from year to year. Some nearby communities will grow at a faster rate than Mountlake Terrace. The City s population and employment will continue to grow, consistent with the 2035 projections. The Town Center, Freeway/Tourist and Melody Hill areas will fill in with more commercial and mixed-use development. Single-family residential use, where it is currently zoned, will continue to be at urban densities and will remain the primary land use in those areas. Parks and open space, where currently zoned, will continue to be the primary land use in those areas. Pedestrian, bicycle and transit opportunities are expanding and will be encouraged throughout the City. Periodically, the City will need to reassess the land use assumptions should population and/or employment growth, funding, or other circumstances change over time. Overview of Issues Regional Nature of Transportation The transportation system in the Puget Sound region is a multimodal system for pedestrians, bicyclists, motor vehicles, ferries, rail, and airplanes. It consists of facilities, services, and programs under the jurisdiction of various governmental entities. Figure TR-1: Regional Map, to the left, illustrates the location of Mountlake Terrace in relationship to other parts of the region. Continued regional population growth is anticipated. In 2007, the population of the central Puget Sound region (made up of Snohomish, King, Pierce, and Kitsap Counties) was approximately 3.6 million. By 2040, the population of the four counties is projected to reach 5 million people (Vision 2040, PSRC). As traffic congestion continues to increase, the need for viable, alternate modes of transportation also increases. Figure TR-1: Regional Map PSRC Vision 2040, p. 2 City of Mountlake Terrace - TR-3 - Transportation Element

13 A vast network of streets, roads, and highways traverse the region, moving both people and goods. I-5 and I-405 are the region s primary north-south travel corridors and SR 2, SR 520 and I-90 are the region s primary east-west corridors. Locally, Mountlake Terrace is connected to adjacent communities via arterials and collectors such as 212 th, 214 th, 220 th, 228 th and 244 th Streets SW, and 44 th, 52 nd, 56 th and 66 th Avenues W. The city s streets also lead to connections with arterials outside the city boundaries, such as SR-99, SR-104 (King County line) and SR 524 (196 th Street SW). In addition to the street and highway system, regional mobility is enhanced by public transit, carpooling/vanpooling systems, the ferry system, air and railroad transportation, and facilities for non-motorized transportation such as bicycle routes and walking trails. For example, Community Transit buses provide service from Mountlake Terrace to locations in Everett and Seattle. Sound Transit express buses provide frequent, all day, bi-directional service to regional destinations like Seattle, Lynnwood and South Everett. A few miles from Mountlake Terrace, ferry service is available in Edmonds to the Kitsap Peninsula and in Mukilteo to Whidbey Island. Less than 30 miles to the south, Sea-Tac International Airport is a gateway to global access. Relationship of Transportation and Land Use Transportation and land use are interrelated. This means, in part, that land use affects the level of transportation service that is needed. For example, where land is used in a low-density pattern, frequent transit service is usually not cost-effective. Similarly, it means that the level of transportation service affects the kind of land use that will be suitable for an area. For example, an established truck route will make it easier for adjacent land to be used for industry. A multimodal, high quality transportation system can help attract or retain denser, vibrant centers. Given the relationship between transportation and land use, decisions about needed transportation facilities and programs should take into account the demands of the local population and our growing economy. Transportation planning should provide for a circulation system that reflects existing and proposed land use patterns for example, to provide efficient access within a commercial core for pedestrians, bicyclists, cars, trucks, and buses, while also encouraging quiet access in a residential neighborhood. Investments in the transportation system are expected to support growth and/or redevelopment targeted by the City s land use goals in the Comprehensive Plan. Land use plans at both the regional and local level are used to forecast future transportation demands. Projected employment and population growth translate to growth in traffic volumes in specific geographic areas. High intensity land uses, such as office space and retail sales generate significant demands on the transportation system. They need to be adequately planned together. Particularly exciting is the synergistic relationship between multimodal transportation and mixed use centers, creating transit-oriented communities. With the right combination of housing and employment density, diversity of uses, cultural and economic destinations and urban and transportation design, transportation modes such as transit, walking, and biking are often more cost effective and create more efficient transportation networks than single occupancy vehicles. This nexus of transportation and land use truly supports sustainability, and providing affordable, environmentally friendly, and healthy transportation. City of Mountlake Terrace - TR-4 - Transportation Element

14 Mountlake Terrace has created a vision for a transit-oriented community in its Mountlake Terrace Subregional Growth Center. For more information regarding the land use vision for this transit-oriented community, refer to the Land Use Element. Importance of Walkability Walkability has a number of benefits and functions in a community. Increased walking improves the health of the individual and families. It can reduce the number of vehicular trips, thus decreasing pollution and traffic congestion. Walking can also improve the sense of being connected to various parts of the city, increasing our sense of community. Sometimes walkability is described in terms such as pedestrian mobility and pedestrian orientation. Walking should be convenient, safe, and pleasant. To encourage walking, a community can provide a streetscape sensitive to pedestrians. This includes protection from vehicular traffic, street crossings at a pedestrian scale, amenities such as landscaping, street furniture in high traffic areas, and lighting. The principal of Crime Prevention Through Environmental Design (CPTED), a multi-disciplinary approach to deter criminal behavior, can help create safe pedestrian routes. Walking routes should also provide easy access to major destinations, including transit facilities, so that cars are not needed for every trip. Diversity of Needs and People to Serve Provision of transportation facilities should be equitable. The people in Mountlake Terrace are diverse and have varying transportation needs. Some people require facilities for high occupancy vehicles and transit, while others require facilities for single occupancy vehicles. Accessibility for disabled individuals, youth, and seniors must be considered in provision of transportation services. Transportation services will be designed to meet requirements of the Americans with Disability Act (ADA). (See the Capital Facilities Element for a discussion on a Transition Plan.) Growth, Congestion, and Concurrency The GMA mandates transportation concurrency for development and growth. For a local jurisdiction, this means that the transportation facilities must, based on adopted service standards, be adequate to serve proposed development. If existing facilities are not adequate for the proposed development, either: (a) the development must be denied; or (b) adequate transportation facilities or demand-management strategies must be provided concurrently with the development; or (c) the LOS can be lowered. Transportation Safety Safety is a major concern for public agencies. City-wide efforts to provide safe transportation occurs at various levels. Examples include enforcement of traffic regulations, provision of crosswalks and sidewalks for pedestrians, and provision of well-designed streets for safe driving. Another example is ongoing coordination among public safety teams to ensure fast access for emergency equipment. City of Mountlake Terrace - TR-5 - Transportation Element

15 High-collision intersections are a safety focus too. Typically, the City considers high-collision intersections to be those with at least five collisions per year. Where high collision intersections are identified, the City examines and prioritizes ways to increase safety levels. Complete Streets The concept of Complete Streets is to provide a transportation network that gives access to all users throughout the City. Mountlake Terrace s ongoing efforts to enhance the transportation system for walkers, bicyclists, transit, and vulnerable users, combine to meet the larger goal of providing complete streets. This is being implemented as street improvements are made over time. Implementation of complete street principals is provided for in city code development regulations, Chapter 19.95, Transportation Code, MTMC. Environmental Quality If not sensitively designed, transportation facilities can harm the environmental quality of adjacent areas. Surface runoff from parking areas and roadways can degrade both fresh water and marine water. Vehicle exhaust degrades air quality, especially as congestion increases. Noise levels can impact residential neighborhoods. Since environmental effects do not follow jurisdictional boundaries, transportation in nearby areas also can impact Mountlake Terrace. To mitigate impacts, the City tries to ensure that transportation facilities are designed and constructed to minimize environmental damage, for example, by using the least amount of paving necessary, encouraging transit and car-pooling, requiring adequate storm controls, and providing for low-impact options like walking and bicycling. The City s emphasis on a multimodal transportation system aims to reduce pollution and greenhouse gas emissions. Electric Vehicles Compared to today s internal combustion engine vehicles and even hybrid vehicles, electric vehicles significantly reduce air pollution, have lower fuel costs, and reduce dependence on foreign energy. Because of these benefits, along with increased availability of electric vehicles (EVs), I-5 has become one of the nation s first electric highways. With help from a federal grant, the State installed DC charging stations strategically placed at mile intervals along I-5 so that electric vehicles can make the entire 276-mile trip from the Canadian border to the Oregon state line. In addition, the Washington section of I-5 is planned to be part of a larger West Coast Highway stretching from southern California to Vancouver, B.C. Charging stations have also been installed from I-5 to Wentachee (SR 2) and Cle Elum (I-90). Other state highways may be added to the EV network as electric vehicle use increases. With more electric vehicles coming on the market and significant federal and private investment in electric vehicle charging infrastructure, the City of Mountlake Terrace has been proactive in encouraging the use of electric vehicles. In 2010, the City Council approved the Electric Vehicle Strategy (See Appendix B) and adopted new development codes to help provide the necessary infrastructure (charging stations). Convenient installation of charging stations is essential for people to be able to rely on electric vehicles. The City is also poised to purchase electric vehicles for its fleet in the future, as certain older vehicles are replaced. These measures are part of broad, ongoing efforts to ensure a more sustainable city better economics, environment, and quality of City of Mountlake Terrace - TR-6 - Transportation Element

16 life through measures such as compact zoning, urban design standards and multi-modal transportation planning. Economic Vitality A poor transportation system increases costs of business, thus deterring economic activity. A good transportation system improves local and regional mobility, provides alternative transportation choices, minimizes congestion and collisions, and allows efficient movement of goods and freight. The provision of a good transportation system with adequate infrastructure for motorized and non-motorized modes (including walking and bicycling), as well as public transportation, is critical to the economic vitality of an area. Financing of Projects Improvements to the transportation system are dependent on available resources. Typically, financing has come from a combination of federal and state grants and loans, city revenues, and fees. In recent years, the passage of various state tax initiatives has reduced funding for state and local transportation. At the federal level, budget cuts have reduced transportation funds too. (See the Funding Capability Analysis subsection for a more detailed discussion.) Inventory of Transportation Facilities Transportation elements of a comprehensive plan are required to include an inventory of air, water, and ground transportation facilities and services, including transit alignments. Some transportation facilities are considered essential public facilities (per RCW and Chapter MTMC) and can be difficult to site. This section briefly describes the motorized transportation inventory for the City of Mountlake Terrace, excluding Transit Services, which are described in a separate section of this Element. Sidewalks, bicycle facilities, and trails are inventoried and described in the Non-Motorized Transportation section. Air Transportation The City does not have an airport within its boundaries. However, international air service is provided at Sea-Tac International Airport, approximately 30 miles south of Mountlake Terrace. General aviation services are provided at other nearby locations, for example, about ten miles north of Mountlake Terrace at Paine Field. Ground Transportation The City has an extensive network of streets, as described in the section Roadway Inventory and Traffic Volumes. A small segment of Highway 99 is adjacent to the City s western boundary and a small segment of State Route 104 crosses the City s southern boundary. Interstate 5 extends north-south through the center of Mountlake Terrace; it also connects to Interstate 405 a few miles north. Access to I-5 is possible at three interchanges; a full interchange at both 220 th and 244 th Streets SW, and a partial interchange with a northbound exit and southbound access at 236 th Street SW. Transit facilities and services are inventoried and described in the Transit Services section. The Mountlake Terrace Transit Center, located on 236 th Street, near an entrance and exit to I-5, links City of Mountlake Terrace - TR-7 - Transportation Element

17 local and regional transit service. The facility also provides 880 parking spaces for users unable to access the facility via foot, bike, or transit. A Sound Transit Flyer Stop is located in the median of I-5 next to the Mountlake Terrace Transit Center. A light rail corridor is in the planning stages, and is anticipated to extend from downtown Seattle to Lynnwood, with a station at the Mountlake Terrace Transit Center and a possible future station near I-5 and 220 th Street SW. The majority of freight movement within the City is on I-5. During peak commute hours, this can be a congested route. Local freight deliveries are also made via City streets, especially arterials. The bulk of freight goes to the industrial and commercial districts. The City has designated truck routes, see Truck Freight subsection. Rail Transportation There is no railroad line in Mountlake Terrace. The historic Interurban Electric Rail Line ran along the western boundary of Mountlake Terrace but was abandoned decades ago. The right of way is still used for electric power service (See Utilities section) and some other public utilities. A non-motorized regional walking/bicycling trail has been built within it in Mountlake Terrace. Most of the trail, between Everett and Shoreline, has been constructed. Future light rail service for commuters, verses freight transport, is in the planning stage (see Sound Transit subsection). It will be located within WSDOT/I-5 right of way. Water Transportation The City does not have facilities for water transportation within its boundaries, although nonmotorized recreational boating is allowed on Lake Ballinger. Many water transportation facilities exist near Mountlake Terrace. Ferry service across Puget Sound is available from several nearby cities, including Seattle, Mukilteo, and Edmonds. Seattle and Everett, two cities within 20 miles of Mountlake Terrace, have commercial and naval shipping facilities. City of Mountlake Terrace - TR-8 - Transportation Element

18 ROADWAY INVENTORY AND TRAFFIC VOLUMES Roadway Inventory Highways of Statewide Significance In 1998, the Washington State Legislature passed Highways of Statewide Significance (HSS) legislation, codified as RCW To comply with the legislation, the Puget Sound Regional Council and the Washington State Department of Transportation have identified Highways of Statewide Significance with the most recent update being in These facilities provide and support transportation functions that promote and maintain significant statewide travel and economic linkages. These roadways should be planned from a statewide perspective. Within the City of Mountlake, the portion of I-5 that runs north south through the length of the City is designated as a Highway of Statewide Significance (HSS). High-occupancy vehicle (HOV) travel lanes operate on both the north- and south-bound segments of I-5 through the City. The segment of SR 104 between I-5 and the City s southwestern border near the west property line of the Nile Temple Golf Course is also designated as an HSS. Mountlake Terrace coordinates, as needed, with state agencies and other local and regional governments on Highways of Statewide Significance. In addition, 212 th Street SW, 220 th Street SW, 236 th Street SW, and 244 th Street SW provide important connections to the regional and statewide system. Street Inventory and Classification Mountlake Terrace, within in its 4 square miles, has an extensive roadway network. The Federal Functional Classification of the City s roadways is shown in Figure TR-2: Federal Highway/Street Functional Classification Map. City roadway classifications, along with signalized intersections, are shown in Figure TR-3: Existing City Road Classifications and Intersection Control. Functional classifications are a way to group highways, roads, and streets, based on mobility, land access, and other factors. In Mountlake Terrace, the current functional classification system has five street or roadway categories, as follows: Interstate, Principal Arterial, Minor Arterial, Collector, and Local Access. Definitions for these classifications, excluding interstate highways, are contained in the Roadway Classification Definitions subsection. The City s current classifications system is not entirely consistent with the current federal classifications system. Before the next major Comprehensive Plan update, an analysis and, if necessary, a re-classification is anticipated to incorporate federal classifications into the local classification system. City of Mountlake Terrace - TR-9 - Transportation Element

19 Figure TR-2: Federal Highway/Street Functional Classification Map City of Mountlake Terrace - TR-10 - Transportation Element

20 Roadway Classification and Definitions Mountlake Terrace has adopted the following roadway classifications and definitions. Roadways are shown with these classifications in TR-3: Existing City Road Classifications and Intersection Control. The city roadway definitions exclude the category of Interstate. Other multi-modal classifications are described in the Non-Motorized Transportation section. Principal Arterial Principal arterials provide traffic movements into, out of, and through Mountlake Terrace. Principal arterials carry the highest amount of traffic volumes and provide the best mobility on the City s roadway network by limiting access and traffic control devices, and posting higher speed limits. Regional and inter-county bus routes are generally located on principal arterials, as are transfer centers and park-and-ride lots. The City classifies 220 th from SR99 to I-5 as a Principal Arterial but it is federally classified as a Minor Arterial. Minor Arterials Minor arterials connect with and augment principal arterials. Minor arterials give densely populated areas easy access to principal arterials. Because minor arterials provide more access to adjacent land uses (i.e., shopping, schools, etc.) than do principal arterials, these roadways have lower traffic flow rates. Minor arterials also carry local and inter-community bus routes. Collectors Collector arterials provide easy movement within neighborhoods and they channel neighborhood trips onto the minor and principal arterial street system. Collectors typically carry moderate traffic volumes, carry very little through traffic, and accommodate shorter trips than do either principal or minor arterials. Local bus routes sometimes use collectors for passenger pickup. Local Access Streets Local access streets comprise all roadways and streets not otherwise classified. The main function of local access streets is to provide direct access to abutting properties, very often at the expense of traffic movement. Characteristics often associated with local streets are low speeds and delays caused by turning vehicles. Local streets are generally not designed to accommodate bus movements. Truck Freight The Washington State Freight and Goods Transportation System (FGTS) classifies roadways according to the annual freight tonnage they carry. The tonnage classifications are as follows: T-1 more than 10 million tons per year T-2 4 million to 10 million tons per year T-3 300,000 to 4 million tons per year T-4 100,000 to 300,000 tons per year T-5 at least 20,000 tons in 60 days and less than 100,000 tons per year I-5 is the only roadway within Mountlake Terrace classified as a T-1 roadway. 220 th Street SW, from SR 99 to 52 nd, and 66 th Avenue W, from 220 th to 212 th, have been classified as T-2 City of Mountlake Terrace - TR-11 - Transportation Element

21 roadways (See Figure TR-4: WSDOT Freight Route Identification by Tonnage). Figure TR-5: City of Mountlake Terrace Truck Routes, shows the City s designated truck routes. Figure TR-3 Existing City Road Classifications and Intersection Control City of Mountlake Terrace - TR-12 - Transportation Element

22 Figure TR-4: WSDOT Freight Route Identification by Tonnage City of Mountlake Terrace - TR-13 - Transportation Element

23 Figure TR-5: City of Mountlake Terrace Truck Routes City of Mountlake Terrace - TR-14 - Transportation Element

24 Traffic Volumes Traffic volumes are one factor in assigning roadway classifications. Within the City, traffic volumes have changed over time. Heavily used arterials, such as 212 th, 220 th, and 244 th Streets SW, have traffic volumes greater than 10,000 vehicles per day. Compared to many cities in the region, our roadways have low vehicle volumes and limited transportation congestion. Traffic Control Devices Traffic signals and stop signs (all-way and two-way) are most often used to provide traffic controls at intersections with high traffic volume. These devices aid in control of traffic flow and delay and allow pedestrians and bicyclists to cross streets in a coordinated fashion. In addition, these devices help to minimize collisions at intersections. Figure TR-3: Existing City Road Classifications and Intersection Controls, shows the locations of intersections controlled by traffic signals and those controlled by flashing signal controls. As shown on the map, there are 19 signalized intersections and 3 flashing (all-way stop controlled) intersections within the City (2015). Some of the signalized devices are operated by the Washington State Department of Transportation, King County, Lynnwood, and Edmonds. Traffic Calming Traffic calming is a term for physical and psychological measures that tend to slow drivers down and improve conditions for non-motorized street users. Examples include: narrow streets, chicanes, on-street parking, sidewalk bulb-outs, pavement changes, and traffic circles. Traffic calming currently used by the City of Mountlake Terrace includes devices such as the traffic diverters on 234 th Street SW and 50 th Avenue W. These devices help prevent fast cutthrough traffic in a residential neighborhood. Other traffic-calming examples include bulb-outs, which provide a bulbed-out extension of the sidewalk into the street (usually at an intersection). These can be seen in locations such as 230 th Street SW and 58 th Avenue W, and 236 th Street SW and 58 th Avenue W. Bulb-outs reduce the distance for a pedestrian to cross the street and also make the pedestrians more visible to approaching motorists, thereby creating a safer pedestrian environment. The City has adopted a Traffic Calming Guide which is available on the City s website and at City Hall. This guide includes a petition which residents can present to their neighbors. Signatures from ten residents at ten separate addresses are needed for the City to move forward with evaluating a Traffic Calming request. Lower traffic speeds helps encourage use of sidewalks by pedestrians who feel less threatened by slower moving vehicles and the lower noise levels generated by slower moving vehicles. Incorporating traffic calming street design into higher density population areas of the City and key transportation corridors should increase pedestrian activity and safety on the street. City of Mountlake Terrace - TR-15 - Transportation Element

25 Access and Circulation Interstate I-5 runs roughly through the middle of Mountlake Terrace, dividing the city into east and west sections. Direct access over/under the interstate is provided by five roads, which are listed below. 212 th Street SW, west of 52 nd 236 th Street SW, between Transit 220 th Street SW, between 58 th and 64 th 228 th /230 th Street SW, between 61 st and 63 rd, in central city Station and I-5 southbound on ramp 244 th Street SW, west of 60 th Avenue W, on south border of city. The City has easy access to I-5. Northbound and southbound on- and off-ramps are provided at 220 th Street SW and 244 th Street SW, while a northbound off-ramp and a southbound on-ramp exist at 236 th Street SW. East/West Travel Direct east/west travel across Mountlake Terrace is possible only on 212 th Street SW, on 236 th Street SW and on 244 th Street SW. Direct and through east/west travel is limited in order to reduce through travel in Mountlake Terrace from I-5 to the surrounding communities. Limited east/west travel into and out of Mountlake Terrace is possible on the following street sections: 220 th Street SW from Edmonds (SR-99) to 52 nd Avenue W in Mountlake Terrace; 226 th Place SW from Edmonds to 56 th Avenue W in Mountlake Terrace; 214 th Street SW from Brier to 44 th Avenue W in Mountlake Terrace; 228 th Street SW from Brier to 48 th Avenue W in Mountlake Terrace. The City of Edmonds is beginning construction in 2015 of a connection from SR99 to 228 th Street SW. This will provide an east/west connection from Edmonds to 228 th Street SW, continuing onto Lakeview Drive and 236 th Street SW in Mountlake Terrace. North/South Travel North/south travel through Mountlake Terrace is limited. The City of Lynnwood lies to the north of Mountlake Terrace and the Cities of Shoreline and Lake Forest Park are to the south. Only 44 th Avenue W/Cedar Way provides a continuous link from Lynnwood to Lake Forest Park through the City. 48 th Avenue W provides north-south access from the south city limits to the north city limits, but does not extend into Lynnwood. Likewise, 58 th Avenue W provides north/south access within Mountlake Terrace but does not connect to the surrounding communities. The following streets provide north/south access within the City: 44 th Avenue W/Cedar Way through Mountlake Terrace from Lynnwood into King County; 48 th Avenue W extends from 212 th Street SW to 244 th Street SW in Mountlake Terrace and into Shoreline/Lake Forest Park (King County), but does not extend further into Lynnwood; 52 nd Avenue W provides access from Lynnwood to 220 th Street SW in Mountlake Terrace, and from 230 th Street SW to 244 th Street SW and into Lake Forest Park (King County) and further south to SR-104; 56 th Avenue W provides access from 220 th Street SW in Mountlake Terrace to 244 th Street SW (King County) continuing south to SR-104 and beyond; and City of Mountlake Terrace - TR-16 - Transportation Element

26 66 th Avenue W provides access from Lynnwood to 236 th Street SW in Mountlake Terrace with a connection to southbound I-5. General The City s streets are part of a network that provides circulation for non-motorized and motorized modes of transportation. A limited number of city streets have dead-ends. I-5 access is direct and convenient. Even though I-5 divides the City, the five roadways across it help achieve good circulation. New Street Connections New Connections in Process There are two new street connections currently in process. One is a connection from 228 th Street SW to SR 99, which is being constructed by the City of Edmonds. The other new connection is between Gateway Place (244 th Street SW) and 236 th Street SW. These are both discussed below. 228 th Street SW Connection The City of Edmonds intends to improve traffic safety at the intersection of SR 99 and 76 th Avenue W by limiting access between the two roadways to right-turn only, scheduled for construction in Figure TR-6: 228th Street SW Connection, shows the new configuration which will connect 228 th Street between SR 99 and 76 th Avenue W (currently no road), and replace the southbound SR 99 left-turn lane at 76th. Traffic signals will be installed on SR 99 and on 76 th Avenue W where they intersect 228 th Street SW. This connection of 228 th Street SW between 76 th Avenue W and SR 99 will improve access to SR 99 and Edmonds for City residents. Additionally, Community Transit s Long Range Transit Plan and Transportation 2040 identifies a Bus Rapid Transit Corridor from Edmonds to Bothell with routing through this connection. (See Appendix F for an excerpt from the Community Transit plan.) This is one of the infrastructure linkages required on the route before Bus Rapid Transit service can begin providing an east/west link with access to the Mountlake Terrace Transit Center and future light rail station. There are several potential effects of providing this connection. Analysis indicates that this shorter route between Edmonds and Figure TR-6: 228th Street SW Connection I-5/Mountlake Terrace will likely result in increased traffic volumes on 228 th Street SW/Lakeview Drive/236 th Street SW; and decreased volumes on SR 104, 244 th Street SW, and SR 99 south of 228 th Street SW. It is expected that traffic volumes on 236 th Street SW east of I-5 would only increase slightly, by less than 5%, and City of Mountlake Terrace - TR-17 - Transportation Element

27 would not require modification of the existing traffic control along the roadway. Analysis indicates that traffic volumes on 65 th Place W/66 th Avenue W, north of 236th Street SW, would not be affected by this connection. Gateway Connection The Gateway Connector, shown in Figure TR-7, will connect 236 th Street SW with 244 th Street SW just to the east of I-5. Providing an alternative access may reduce potential traffic volume increases on 244 th Street SW and provide an alternative entrance for City residents. A direct link to 236 th Street SW would be in combination with closing the west end of 237 th Street SW. This would significantly reduce the traffic along 237 th Street SW. Key considerations for design of the project include light rail alignment, station area footprint, and the interaction between the northbound Interstate 5 off-ramp signal and the proposed Gateway Connection intersection. Figure TR-7: Gateway Connection Potential New Connections Several currently closed streets or unopened rights-of-way, both within and adjacent to the City, may be considered for opening in the future. Potential connections that were considered include 236 th Street SW, east of Cedar Way at the border with the City of Brier; Town Square (between 56 th and 58 th, and between 232 nd and 234 th ); and mid-block connections for 52 nd /53 rd Avenues W between 226 th Place SW and the Recreation Pavilion/228 th Street SW. At this time, these potential connections are only conceptual. In-depth study and involvement of the community would be needed before deciding to implement any of the connections identified below. These proposals are briefly analyzed below for potential benefits or impacts. 236 th Street SW This street is closed to all but emergency vehicles east of Cedar Way, at approximately 40 th Avenue W. Figure TR-8: Potential 236th Street SW Connection, shows the location of the existing closure and surrounding streets. See also Figure TR-3 Existing City Road Classifications and Intersection Control. The effect of this closure is that traffic from Brier uses 228 th Street SW as the primary east/west route. The resulting impacts on the 228 th Street Corridor are significant, and not easy to mitigate. The primary problems occur at the 228 th /39 th Avenue W intersection with long westbound delays in the AM and PM peak hour at the four-way stop controlled intersection. Large volumes of left turning traffic at 228 th Street SW and 44 th Avenue W, heading Figure TR-8: to the I-5 via 236 th Street SW, are also creating a Potential 236 th Street SW Connection safety issue for pedestrians crossing at the signal. City of Mountlake Terrace - TR-18 - Transportation Element

28 If the 236 th roadway to Brier were opened, analysis indicates that traffic volumes would decrease on 214 th Street SW and 228 th Street SW, but would increase on 236 th Street SW east of 44 th Avenue W. Traffic volumes on 236 th Street SW between I-5 and 56 th Avenue W would be expected to increase slightly, less than 5%. The projected total volume on 236 th Street SW and 228 th Street SW would exceed the current traffic volume of just 228 th Street. This indicates that some additional motorists, currently using 212 th and 214 th, may use this street to cross through the City. 236 th Street SW, east of Cedar Way W, is currently classified as a local access street with two through-lanes and a two-way left-turn lane. West of Cedar Way, 236 th Street SW is classified as a minor arterial. The roadway has sufficient capacity to accommodate the additional traffic volume projected to result from this connection. An increase in traffic volumes on this roadway would also be expected within the City of Brier, so coordination with Brier would need to occur. 236 th Street SW in Brier is also a local access street with one lane in each direction, though the total roadway width is similar to the roadway width in Mountlake Terrace. Finally, the Snohomish County Comprehensive Plan shows the connection as a planned bicycle route. Combined with City plans for a continuous bicycle corridor on 236 th Street, this connection would allow regional bicycle trips. Town Square Street connections could be opened as part of the Town Square development, within the block between 56 th and 58 th Avenues W and 232 nd and 234 th Streets SW, as shown in Figure TR-9: Potential Town Square Connections. A north/south street, aligned approximately with the extension of 57 th Avenue W, would provide load and unload access to businesses within the block. The street could also be designed to function as an extension of the Town Center Plaza where vehicular access might be restricted on this street by type of vehicle or time of day. A second street could be an east/west street bisecting the block at approximately the midpoint and providing access to properties and short-term parking. Street elements might include curb, gutters, Figure TR-9: Potential Town Square Connections sidewalks, and street trees. These actions would improve access for all users and the economic viability of the block. 52 nd /53 rd Avenue W A connection between 52 nd Avenue W at 226 th Place SW and 53 rd at 228 th Street SW would provide direct access to Terrace Park Elementary School, the Recreation Pavilion and parking areas for nearby sports fields for residents located in the northeast part of the City, as shown in Figure TR-10: Potential 52nd/53rd Avenue W Connection. This connection was assessed also as a possible way to reduce traffic volumes along 56 th Avenue W and congestion at its intersection at 228 th, especially during the morning and afternoon when the children are arriving and leaving City of Mountlake Terrace - TR-19 - Transportation Element

29 school. As envisioned, a narrow roadway would be constructed generally where an existing unimproved service road exists, which would provide a new all weather access for pedestrians, bicyclists, as well and motorists across the northern tip of Terrace Creek Park. Figure TR-10: Potential 52nd/53rd Avenue W Connection Analysis indicated that this connection would result in a reduction in traffic volumes along 56 th Avenue SW to the north of 228 th Street SW. However, south of 228 th Street SW, projections show that traffic on 56 th Avenue W would increase with this connection in place. It is expected that the 52 nd /53 rd Avenue W connection could reduce congestion at 228 th and 56 th in the morning and early afternoon when students are present but would not improve LOS at the intersection of 56 th Avenue W and 228 th Street SW in the evening peak hour. Level of Service Overview The Washington State Growth Management Act requires jurisdictions to establish level of service (LOS) standards for arterials and transit. Levels of Service for multi-modal transportation facilities can also be established. Local governments have broad discretion to choose which standards make sense for them and how the level of service will be measured. Typically, such standards describe only the level of congestion or traffic flow, not the type or quality of the roadway itself. LOS is a key measure for determining transportation concurrency, as summarized below. LOS is frequently considered a quantitative measure meant to indicate the operating condition, related to traffic flow or congestion, of either a roadway segment or an intersection. While some cities are exploring alternative LOS indicators, many use LOS standards that indicate levels of congestion based on the amount of delay at intersections. Different LOS measures may be needed for pedestrians, bicyclists, or other non-motorized transportation facilities. Delay is considered to be a measure of mobility and access; it reflects the excess travel time accrued by motorists due to less than ideal traffic conditions. The amount of delay at intersections has been categorized into levels of service. The Highway Capacity Manual, published by the Transportation Research Board, is the recognized source for techniques used to measure facility performance for motor vehicles. Using the Highway Capacity Manual procedures, the quality of the traffic operation is graded into one of six levels of service: A, B, C, D, E, or F. LOS is typically measured for the heaviest travel time during a given day; for the City of Mountlake Terrace, and most communities within the region, this is the evening commute hour (i.e., PM Peak Hour ) during a weekday. City of Mountlake Terrace - TR-20 - Transportation Element

30 When determining appropriate LOS standards, a community must consider and balance issues such as: Consequences of congestion and inconvenience, including the potential for diverting through-traffic to local streets, and driver costs in vehicle maintenance Safety, to include collision prevention and emergency response Impacts to residents, motorists, and businesses Impacts to pedestrians and bicyclists using the roadway Impacts to the natural environment, including reduced air or water quality Cost of construction, right-of-way, maintenance, and operation LOS standards in adjacent jurisdictions and the sharing of roads and intersections. Appropriate level of service standards will help ensure that the transportation system can adequately serve expected growth and development. In addition, the service level policy can become the basis for establishing a traffic impact mitigation fee system to provide fair share funding of needed transportation improvements. The level of service policy can also be used as an environmental impact review criteria under the State Environmental Policy Act (SEPA) or any law that provides for impact mitigation as a basis for conditioning or denying proposed developments. Concurrency Transportation concurrency is a term that describes whether a roadway is operating at its adopted LOS standard. The adopted standard indicates a jurisdiction s intent to maintain transportation service at that level. Clearly, this has budgetary implications. If a city adopts a high LOS standard, it will have to spend more money to maintain the roadways than if it adopts a low LOS standard. On the other hand, a standard that is too low may lead to an unacceptable service level and reduce livability for the community or neighborhood. Under the Growth Management Act, if a development would cause the LOS to fall below the jurisdiction s adopted standard, it must be denied unless adequate improvements or demand strategies can be provided concurrent with the development, as discussed in the Regulatory Framework section, page TR-1. The key is to select a balanced standard not so high as to be unreasonable to maintain and not so low as to allow unacceptable traffic congestion. The concurrency system also considers multiple modes of transportation, not simply vehicle congestion. This is critical to the success of the City s sustainability, economic development, and land use vision. For example, a system which only considers vehicles may require an expensive roadway expansion that the community does not want to see built or pay for. A multimodal approach helps address the problem by enhancing infrastructure for transportation modes other than personal vehicles. Mountlake Terrace s multimodal system is broken into two approaches: intersection LOS and non-motorized infrastructure. Mountlake Terrace takes a plan-based approach to concurrency, modeling future land use and infrastructure impacts to the transportation network and determining how failing areas are to be addressed. Compared to traditional project-based concurrency, this saves the City and developers (who are required to meet the City s standards) considerable time and money because all of the usual transportation impacts of development are considered up front. In addition, traditional City of Mountlake Terrace - TR-21 - Transportation Element

31 approaches exempt small scale developments from concurrency requirements, leaving transportation impacts from smaller developments unmeasured and unfunded. The City has adopted a transportation impact fee (TIF) ordinance that applies citywide. The Town Center (BC/D) and Freeway Tourist (F/T) Districts have separate impact fee requirements. In addition, the City adopted a Transportation Code Chapter MTMC (2013) to capture concurrency from development that might otherwise not be subject to transportation impact mitigation. Intersection Level of Service Designations The amount of delay at an intersection for a given Level of Service depends on the type of control at the intersection. Seconds of delay for signalized, all-way stop, and two-way stop controlled intersections are given in Table TR-1: Intersection LOS Delay, below. Table TR-1: Intersection LOS Delay LOS Signalized Stop Controlled A B >10-20 >10-15 C >20-35 >15-25 D >35-55 >25-35 E >55-80 >35-50 F >80 >50 The City of Mountlake Terrace has adopted a minimum Level of Service D for signalized intersections except for: a. Signalized intersections within the 212 th Street SW corridor, which shall meet at least a minimum Level of Service E; b. Signalized intersections within the 244 th Street SW corridor, which shall meet at least a minimum Level of Service E; c. Signalized intersections within the 220 th Street SW corridor from SR 99 to I-5, which shall meet at least a minimum Level of Service E. Non-signalized intersections within the City must meet at least a Level of Service E. Since traffic is influenced by activities in other parts of the region, the City has coordinated with adjacent jurisdictions, such as Lynwood and Edmonds, regarding their expected traffic growth and LOS standards. The City has also considered the levels of service of Highways of Statewide Significance (HSS) (SR 99 = HRS Tier I (standard: LOS E Mitigated), SR 104 = HRS Tier I (standard: LOS E Mitigated) to east of 244 th Street, and SR 104 = HSS (standard: LOS D) to west of 244 th Street; WSDOT, 2015). Based on the stated factors and coordination with other jurisdictions, the levels of service D or E appear sustainable for signalized intersections in Mountlake Terrace, and the level of service E appears sustainable for non-signalized City of Mountlake Terrace - TR-22 - Transportation Element

32 intersections. 3 These levels are reflected in Transportation Policy TR-4.1 and TR-4.2 within the Goals and Policies section. Existing Intersection Levels of Service The City s PM peak hour traffic model has been updated to utilize 2013 traffic volumes. All signalized intersections and intersections on arterials with all-way stop control were included in the update. In addition, intersections which were considered likely to fail the City s adopted LOS standards, or are of some significance to land use decisions, were also included in the update. The existing LOS for the studied intersections is shown in Figure TR-11: 2013 PM Peak Hour Intersection LOS. See also Table TR-3: 2013 and Projected 2035 LOS Without Improvements Pedestrian and Bicycle LOS Alternative modes of transportation are a critical part of the transportation system, especially as costs of roadways projects continues to outpace growth in City revenue. Generally, the community does not support roadway widening, and alternative modes are an important element of the sustainability vision. In order to meet community goals and continue to operate an effective transportation system, an increase in the percentage of users traveling by alternative modes of transportation must increase. A fundamental element to increased mode split is creating infrastructure for alternative modes. Much of Mountlake Terrace s transportation network was built to primarily serve the automobile, which has left deficiencies in pedestrian, bicycle, and transit infrastructure. To address these needs the city could include critical pedestrian and/or bicycle network projects providing access to the Mountlake Terrace Transit Center and key uses. The Lakeview Trail project is already in the construction phase. Future projects could include the Veteran s Park Trail enhancement. Pedestrian and bicyclist needs and future projects are discussed in more detail in the Transportation Master Plan (adopted 2007). An update to the Transportation Master Plan, anticipated in , may identify additional needs and projects. 3 LOS standards are calculated somewhat differently for signalized versus non-signalized intersections and the letter assignments for the two types are not necessarily equivalent. City of Mountlake Terrace - TR-23 - Transportation Element

33 Figure TR-11: 2013 PM Peak Hour Intersection LOS City of Mountlake Terrace - TR-24 - Transportation Element

34 Safety Assessment In addition to meeting concurrency, safety is a major concern for public agencies. City-wide efforts to provide safe transportation occurs at various levels. Examples include enforcement of traffic regulations, provision of cross-walks and sidewalks for pedestrians, and provision of welldesigned streets for safe driving. Another example is ongoing coordination among public safety teams to ensure fast access for emergency equipment. High-collision intersections are a safety focus too. Typically, the City considers high-collision intersections to be those with at least five collisions per year. Where high collision intersections are identified, the City examines and prioritizes ways to increase safety levels. Within the City, the highest number of collisions occurred at, or near, the intersection of 220 th Street SW and 66 th Avenue W. Over the 3-year analysis period, 30 collisions were recorded at this location, averaging 10 per year, see Table TR-2: 3-year Collision History, and Figure TR-12: Collisions in Right-of-Way, ). This is down from the previous 3-year period ( ), which had an average of 12.7 collisions per year. The decrease may be attributable in part to the installation of backplates with retro-reflective bands in Signal retiming to improve coordination on 220 th Street SW from SR-99 to I-5 completed in early 2011 may have also contributed to the decrease in collisions. Intersections with an average of five or more collisions per year are: 220 th Street SW and 66 th Avenue W 212 th Street SW and 44 th Avenue W 220 th Street SW and 64 th Avenue W Collision rates in the City, per million vehicles entering an intersection, are also presented in the Table TR-2. This rate considers that intersections that serve higher traffic volumes are more likely to experience a higher number of collisions. Evaluating collision rates according to the volumes that the intersection serves allows a more even comparison. The general guideline is that intersections with collision rates that exceed 1.0 collision per million entering vehicles warrant further evaluation. The only intersection which meets this criterion is 230 th Street SW and 58 th Avenue W. City of Mountlake Terrace - TR-25 - Transportation Element

35 Table TR-2: 3-Year Collision History, Total Collisions Average Average Collisions Intersection in 3-Year Number of per Million Analysis Period Collisions Entering per Year 2 Vehicles th St SW and 66th Ave W th St SW and 44th Ave W th St SW and 64th Ave W th St SW and 56th Ave W th St SW and 70th Ave W th St SW and 52nd Ave W th St SW and Cedar Way th St SW and 44th Ave W th St SW and 48th Ave W th St SW and 44th Ave W th St SW and 58th Ave W th St SW and 66th Ave W th St SW and 44th Ave W th St SW and 58th Ave W th St SW and 52nd Ave W th St SW and 56th Ave W Interurban and 66th Ave W Trail th St SW and 56th Ave W th St SW and 58th Ave W nd St SW and 56th Ave W th St SW and 52nd Ave W Includes collisions in City of Lynnwood. 2 Totals that exceed threshold of average 5 collisions per year are indicated in bold. 3 Totals that exceed threshold of 1.0 collision per million entering vehicles are indicated in bold. 4 Data not available. City of Mountlake Terrace - TR-26 - Transportation Element

36 Collisions in Figure TR-12: Collisions in Right of Way, City of Mountlake Terrace - TR-27 - Transportation Element

37 FUTURE CONDITIONS Projected 2035 Traffic Volumes and Distribution The City is expecting significant growth in the Town Center zone and in the Freeway/Tourist District. Additional growth is anticipated to occur in the North Melody Hill subarea, but not as quickly as Town Center and Freeway/Tourist. The remainder of the City is built-out, and very little growth is anticipated. Based on the City s vision for a transit-oriented community in its Subregional Growth Center as discussed in the Land Use element of this plan, and the City s goals for effective public transit, walkability, and convenient bicycling, it is anticipated that traffic volumes will increase at a slower rate than population growth in the City. Thus, although the City s population is expected to grow by almost 23% from 2013 to 2035, traffic volumes are expected to increase in the range of 3% to 15% depending on adjacent land use and roadway connectivity. Arterial and Collector roadways within the City s Subregional Growth Center are expected to have greater increases in traffic volumes than elsewhere in the City, except that through-routes are also expected to have increases. Projected increases are shown in Figure TR-13: 2013 to 2035 Projected Traffic Volume Growth. The City s traffic model for PM Peak Hour has been updated based on this projected distribution of growth for the year Projected 2035 Conditions without Improvements The City s traffic model for PM Peak Hour has been updated based on the projected distribution of growth for the year Table TR-3: 2013 and Projected 2035 LOS Without Improvements, presents PM Peak Hour LOS for City intersections in 2013 and also projected PM Peak Hour LOS in 2035, with existing transportation infrastructure in place. Projected 2035 LOS at the analysis intersections is also shown in Figure TR-14: 2035 Future LOS Without Improvements. Signalized intersections expected to fall below the City s adopted LOS standards by 2035 are: 220 th Street SW and 64 th Avenue W 220 th Street SW and I-5 SB Ramps (WSDOT owned and operated) Stop-controlled intersections expected to fall below the City s adopted LOS standards by 2035 are: 212 th Street SW and 48 th Avenue W 220 th Street SW and 58 th Avenue W 228 th Street SW and 73 rd Place W 236 th Street SW and 65 th Place W 236 th Street SW and Gateway 236 th Street SW and 58 th Avenue W City of Mountlake Terrace - TR-28 - Transportation Element

38 The intersection of 236th St SW and 65th Pl W will be converted to a traffic signal during construction of the Lakeview Trail in 2015, so it is not included in recommendations for future improvements. Figure TR-13: 2013 to 2035 Projected Traffic Volume Growth and Distribution City of Mountlake Terrace - TR-29 - Transportation Element

39 Table TR-3: 2013 and Projected 2035 LOS Without Improvements Signalized Intersections City Std th St SW and 52 nd Ave W E D E All Way Stop Non-Signalized Intersections City Std th St SW and 44 th Ave W Lynnwood D 1 E 220 th St SW and 52 nd Ave W E A A 214 th St SW and 44 th Ave W D A A 228 th St SW and 66 th Ave W E A A 216 th St SW and 66 th Ave W D B B 228 th St SW and 39 th Ave W E C C Hawk Way and 44 th Ave W D A A 232 nd St SW and 58 th Ave W E A A 220 th St SW and 70 th Ave W E D D 236 th St SW and 48 th Ave W E B B 220 th St SW and 66 th Ave W E D E 244 th St SW and 48 th Ave W E A A 220 th St SW and 64 th Ave W E E F 220 th St SW and I-5 SB Ramps WSDOT D 2 F One or Two Way Stop 220 th St SW and I-5 NB Ramps WSDOT C 2 C 212 th St SW and 48 th Ave W E E F 220 th St SW and 56 th Ave W D B B 216 th St SW and 44 th Ave W E D D 223 rd St SW and 44 th Ave W D A A 220 th St SW and 58 th Ave W E D F 228 th St SW and 44 th Ave W D D D 221 st St SW and 48 th Ave W E B B 232 nd St SW and 56 th Ave W D A A 228 th St SW and 73 rd Pl W E B F 236 th St SW and I-5 NB Ramp WSDOT B 2 C 228 th St SW and 56 th Ave W E C D 236 th St SW and 56 th Ave W D C C 228 th St SW and 48 th Ave W E B B 236 th St SW and Cedar Way D C C 230 th St SW and 58 th Ave W E B B 244 th St SW and Gateway E B B 230 th St SW and 56 th Ave W E C D 244 th St SW and 56 th Ave W Shoreline B 3 B 236 th St SW and 65 th Pl W E B F 236th St SW and Gateway E N/A F 236 th St SW and 58 th Ave W E E F 244th St SW and Cedar Way E D D 1 Owned and operated by the City of Lynnwood 2 Owned and operated by WSDOT 3 Owned by the City of Shoreline, operated by King County City of Mountlake Terrace - TR-30 - Transportation Element

40 Figure TR-14: 2035 Future LOS Without Improvements City of Mountlake Terrace - TR-31 - Transportation Element

41 Recommended Roadway Improvements Transportation improvement projects were developed to address existing and future deficiencies identified in the analysis. Proposed improvements related to growth and to safety are shown in Table TR 4: Recommended Improvements Through 2035, below. To maintain concurrency, these projects will be included in the City s current Six-Year Transportation Improvement Plan. Table TR 4: Recommended Improvements Through 2035 Location Issue Improvement Recommendation 1 212th St SW and 48th Ave W Growth Install traffic signal. Empty conduit is already in place under 212th and 48th th corridor: SR99 to I-5 Growth Install adaptive signal system compatible with City of Lynnwood system th St SW and 58th Ave W Growth Install roundabout or signal th St SW and 73rd Pl W Growth Possible signal, evaluate after completion of Edmonds' 228th connection to SR th St SW and Gateway Growth Install roundabout or signal th St SW and 58th Ave W Growth Install traffic signal th corridor: SR99 to I-5 Safety See Improvement 2 above th St SW and 58th Ave W Safety Evaluate all-way stop, roundabout and traffic signal, then implement preferred option. Table TR-5: 2035 LOS with Recommended Improvements presents projected 2035 PM peak hour LOS for City intersections recommended for improvement, with all recommended transportation improvements in place. The table shows that these projects are expected to address deficiencies identified through 2035 and maintain concurrency. Projects are listed in the table by location, not by priority. Citywide LOS with the recommended improvements is shown graphically in Figure TR-15: 2035 Future LOS with Recommended Improvements. Table TR-5: 2035 LOS with Recommended Improvements Intersection Traffic Control LOS Standard 2035 LOS with Improvements Average Delay In Sec th St SW and 48th Ave W Signal E C th corridor: SR99 to I-5 Signal E E 79.0* 3 220th St SW and 58th Ave W Signal or Roundabout D C ** 4 228th St SW and 73rd Pl W Signal or Roundabout D A th St SW and Gateway Signal or Roundabout D C th St SW and 58th Ave W Signal D A th corridor: SR99 to I-5 Signal E E 79.0* 2 230th St SW and 58th Ave W (All-Way Stop) D A 7.7 *At worst intersection, 220 th St SW and 64 th Ave W ** Roundabout delay not available, intersection capacity utilization is 69% City of Mountlake Terrace - TR-32 - Transportation Element

42 Figure TR-15: 2035 Future LOS with Recommended Improvements City of Mountlake Terrace - TR-33 - Transportation Element

43 TRANSIT SERVICE Public transportation supports transit-oriented communities, offering many benefits by reducing congestion, air pollution, and the costs of transportation. Transit services in Mountlake Terrace are currently limited to a variety of bus services. Transit Service Providers The City of Mountlake Terrace is served by public transit provided by Community Transit (CT), Sound Transit (ST) and King County Metro (Metro). Local bus service is offered by Metro and Community Transit, and express bus service is provided by Sound Transit and Community Transit. Sound Transit 2 is expected to be providing light rail service north to Lynnwood, including a station in Mountlake Terrace, by The Mountlake Terrace Transit Center, located on 236 th Street SW and I-5, is the transit hub of the City, serviced by all express bus routes serving the City and the majority of local routes. Sound Transit, Metro, and Community Transit provide substantial bus service to the Transit Center, enabling high quality transfers and access to the local and regional transit system. Community Transit Community Transit is a public transportation benefit area (PTBA) corporation, providing most of Snohomish County with public transportation services since In 2013, the PTBA covered approximately 533,746 residents, or about 73 percent of Snohomish County s population. The agency s primary funding source is sales tax revenue from most of Snohomish County, excluding the City of Everett. Passenger fares pay for approximately 22 percent of operating expenses (2013). Community Transit provides fixed-route bus paratransit (DART), vanpool, transportation demand management (TDM)/Commute Trip Reduction (CTR), and ride-match services. Fixedroute bus service is comprised of Core, Community-Based, and Commuter service. This service typology is consistent with the Puget Sound Regional Council s (PSRC) Transportation 2040 Plan and PRSC LOS performance guidelines, as adopted in Community Transit s Long Range Transit Plan (see discussion below). In 2013, Community Transit had a total of 9.1 million passenger boardings. The Transit Development Plan includes a new agency goal to achieve 12 million boardings by 2017, without significant increases in service. Community Transit is required to annually adopt a 6-year Transit Development Plan, similar to locally adopted 6-year Transportation Improvement Plan. In 2011, Community Transit adopted its first Long Range Transit Plan (LRTP). This plan articulates the agency s 20 plus year vision, and is built around a corridor-based fixed-route transit system. The plan also establishes standards and policies that support the future vision and acknowledges the interaction between land use patterns and transportation, which requires greater coordination with local land use authorities. Finally, the LRTP calls for coordination of transit and local land use planning City of Mountlake Terrace - TR-34 - Transportation Element

44 among Community Transit and the cities and the counties it serves. In developing the LRTP, Community Transit worked with the City of Mountlake Terrace to identify potential transit emphasis corridors in the Mountlake UGA. A Transit Emphasis Corridor is an arterial, highway or freeway upon which especially high levels of transit service are already operated or may be operated in the future. Three corridors were identified in Mountlake Terrace: I-5, State Route 99, and 228 th Street/236 th Street (Edmonds to Bothell). Appendix F: Community Transit Long Range Transit Plan ( TDP) Corridors in Mountlake Terrace UGA, contains a summary description and a map of each corridor. (Refer to Figure TR-6 and the related discussion about the 228 th Street Connection.) Transit Centers There is one transit center in Mountlake Terrace--the Mountlake Terrace Transit Center, located on the north side of 236 th Street SW, abutting the east side of I-5. Ten Community Transit routes, one King County Metro, and three Sound Transit routes serve the Mountlake Terrace Transit Center (MLTC) Monday through Friday. These 14 routes provided 472 trips at MLTC on weekdays: and increased to 497 trips in February 2014 with the addition of Community Transit route 410 stopping at the Sound Transit Freeway Flyer Station. This station, located (in the median of I-5, is connected to the Transit Center by a pedestrian bridge. The Mountlake Terrace Transit Center has seven (7) transit bays, including the two bays provided at the Sound Transit Freeway Flyer Stop Station. Routes that currently serve this facility are: 5 Community Transit community-based routes, including routes 110, 111, 112, 119 and Community Transit commuter routes, including routes 410, 413, 415, 435, 810 and 871. King County Metro uses Bay 2 for Route 347. Sound Transit express bus service also uses Bays 6 and 7 for routes 511, 512, and 513. According to Community Transit s 2012 Park & Ride Survey, 61 percent of park and ride users live within 2.5 miles of the facility. Studies suggest that a 2.5 mile radius represents a good approximation of the 50% market for most park & ride facilities. That is, half of a facility s users typically live within 2.5 miles. An analysis of Community Transit data indicates that this guidance is accurate for their park & ride facilities having 300 or more spaces. Community Transit Bus Service All Community Transit commuter routes stop at the Mountlake Terrace Transit Center or Sound Transit Freeway Station. Community Transit bus routes with stops in Mountlake Terrace are listed above and shown in Figure TR 16: Community Transit System Map. The most current service information can be obtained from the Community Transit website ( communitytransit.org/). A significant number of Mountlake Terrace residents live within ¼ milk of a bus stop, see Figure TR-17: Mountlake Terrace Population Within ¼ Mile of Transit Service. City of Mountlake Terrace - TR-35 - Transportation Element

45 Figure TR 16: Community Transit System Map City of Mountlake Terrace - TR-36 - Transportation Element

46 Park and Ride Facilities Community Transit (CT) rovides service from approximately 20 park and ride lots in Snohomish County. The majority of these facilities are owned by Washington State Department of Transportation (WSDOT) and managed by CT. Three facilities are outside the CT district and managed by other agencies. These facilities include the Everett Station, Aurora Village, and the Bothell Park and Ride. Community Transit also maintains leases for commuter bus or vanpool parking at local businesses and churches in the City. These Park and Pool lots supplement the Park and Ride system. The primary commuter parking facility in Mountlake Terrace is the park-and-ride garage and lot located at 236 th Street SW and I-5. This facility, which has a capacity for almost 900 vehicles (including 660 parking spaces in the garage), was built and is operated by Community Transit as the Mountlake Terrace Transit Center. The Washington State Department of Transportation owns the underlying land and leases it to Community Transit. Twenty of the 220 surface parking stalls have access to the 10 electric vehicle charging stations. In addition to vehicle parking stalls, there are eight bicycle lockers. The park & ride facility at this transit center is at capacity by 8 AM Monday through Friday. While Park and Rides are a highly visible piece of the transit system, the majority of riders access transit by walking to a bus stop near their home. A 2010 rider survey by Community Transit found that only 17% of riders access the system via Park and Rides. This reinforces the importance of transit centers as key transfer points between bus routes. Park and Pool Facilities Community Transit manages two park & pool facilities in Mountlake Terrace. Bethesda Lutheran Church, located at th Avenue W. This facility has 20 stalls. According to the 2010 survey, this lot is at typically at 25 percent capacity. Seattle Mediation Center, located at th Street SW. This facility has 22 parking stalls. The 2010 License Plate survey concludes this facility is around 18 percent capacity. Dial-A-Ride Transportation (DART) Community Transit provides specialized bus service or Dial-A-Ride-Transportation (DART) for those who are unable to use regular bus service due to a disability. Service is available to all origins and destinations within ¾ mile of local bus routes. Due to the extensive coverage of local bus routes in Mountlake Terrace, all residents of the City currently live within the DART service boundary. Vanpool/Carpool Community Transit provides vehicles, driver orientation, vehicle maintenance, and assistance in forming vanpool groups. In addition, Community Transitprovides ride-matching services for those seeking carpool partners. City of Mountlake Terrace - TR-37 - Transportation Element

47 Community Transit Level of Service The level of service (LOS) for transit is based on a number of factors. Common measures of LOS, as recommended by Community Transit, are shown in Table TR-6: Transit Level of Service. These measures are often used to determine level of service for public transportation. Measure % of population within ¼ mile of a local transit route % of population within ¾ mile of a local transit route % of population within 5 miles of a commuter park and ride facility Local route headways Commuter route headways Service span Average interval between bus stops Fare box recovery ratio Table TR-6: Transit Level of Service Community Transit Recommended Goal Comments for Urban Areas 75% ¼ mile is a common rule of thumb for drawarea along a transit route in urban areas. 70% of the City meets this goal (see Figure TR-17). 90% This measure reflects the percent of people living in CT s ADA para-transit service area. The ADA service provides door-to-door transportation for people with disabilities who are unable to use the regular bus system due to their disability. 100% of the City meets this goal. 90% 100% of the City meets this goal minutes This is not currently met within the City. 15 minutes (peak hours only) 5:00 am midnight, 7 days per week ¼ mile Not a goal the City can control. This is not currently met within the City Common transit rule of thumb. Spacing and placement are highly dependent on availability of public right of way, pedestrian crossings, safety, etc. 25% Fare box recovery is one way to measure the efficiency of transit and describes how much of the cost of service that users pay. This is currently not met in the City Various factors impact transit access and service. These include: Availability of sidewalks, curb cuts, pedestrian crossings, and street lighting in transit corridors (access/safety) Roadways that are designed and maintained to accommodate full size transit buses Roadway and signal improvements in congested corridors that give priority to transit buses to prevent degradation of transit travel speeds (key to on-time performance in congested areas). City of Mountlake Terrace - TR-38 - Transportation Element

48 Mountlake Terrace is well served by transit, based on some of the LOS measures shown in Table TR-6: Transit Level of Service. Currently, all of the City s residents are within the service boundaries of Dial-A-Ride-Transportation. In addition, approximately 70% of the City s 2013 population lives within ¼ mile of any transit service, as shown in Figure TR-17: Mountlake Terrace Population within 1/4 Mile Walking Distance of Transit Service. This is close to the Community Transit 75% goal for urban areas. King County Metro King County Metro operates one route (Rt. 347) to the Mountlake Terrace Transit Center and two routes along 244 th Street SW (N 205 th Street in King County)(Routes 331 and 342). Route 342 is a commuter route that provides service Monday through Friday between the Shoreline Park and Ride and Renton Transit Center, during the AM and PM commute hours. During the AM commute the bus heads south to Renton between 4:30 and 6:50 AM and northbound in the PM between 3:00 and 6:50 PM. Routes 331 and 347 provide all-day, bi-directional service Monday through Sunday. The buses depart every 30 to 60 minutes depending on the day and time: generally, the buses depart more frequently Monday through Friday, and less frequent on the weekends. The most current service information can be obtained from the King County Metro website. City of Mountlake Terrace - TR-39 - Transportation Element

49 Figure TR-17: Mountlake Terrace Population within 1/4 Mile Walking Distance of Transit Service City of Mountlake Terrace - TR-40 - Transportation Element

50 Sound Transit Bus Service Sound Transit (ST) contracts with Community Transit to operate six (6) express bus routes between Snohomish and King Counties: routes 510 (Everett to Seattle), 511 (Ash Way P&R to Seattle), 512 (Everett to Seattle), 513 (Evergreen Way to Seattle), 532 (Everett to Bellevue), and the 535 (Lynnwood to Bellevue). All of Sound Transit s Snohomish County Express bus routes stop at the Mountlake Terrace Freeway Flyer Station located in the I-5 median, just north of the MLT Transit Station. Ten-minute headway is provided during peak morning and evening commute times. The pedestrian connection links the Flyer Stop with the MLT Transit Center Park and Ride. Light Rail On November 4, 2008, voters of the Central Puget Sound region approved a historic Sound Transit 2 ballot measure that includes building 36 additional miles of light rail ( Link Light Rail ) to form a 55-mile regional light rail system. The system will extend Link Light Rail northward from the University of Washington in Seattle to Mountlake Terrace and Lynnwood, with anticipation of a future connection to Everett. The City of Mountlake Terrace has worked with Sound Transit to route the light rail line through Mountlake Terrace, along the eastern portion of the I-5 freeway right of way. Mountlake Terrace s preferred station location near the Transit Center meets all ten physical design guidelines identified in and required by Transportation 2040 for light rail station areas, such as encouraging a mix of complementary land uses and designing for pedestrians and bicycles. (See the Land Use Element for more information.) A station to the east of the parking garage at the Mountlake Terrace Transit Center and straddling 236 th Street SW is now part of the Sound Transit preferred route as described in the Draft Environmental Impact Statement (EIS). The Final EIS was issued in April On April 23, 2015, Sound Transit s Board of Directors recommended the Lynnwood Link Extension route preferred by Mountlake Terrace with a station at 236 th Street SW and a rail alignment shifting the west side of I-5 with potential for a future station at 220 th Street SW. A record of decision will be issued by the Federal Transit Administration mid In the Spring of 2015, Sound Transit had already prepared "Pre Final PE submittal construction drawings. Final design, permitting and construction are scheduled to occur through 2023 with the light rail to open for service late in The City will continue to collaborate with Sound Transit on the implementation of the Link Light Rail station at 236 th Street SW and a potential future station at 220 th Street SW. Mountlake Terrace Transit Service Strategy In 2010 the City adopted the first municipal transit service strategy in Snohomish County, providing a vision for more effective transit service for Mountlake Terrace. See Appendix C, Transit Service Strategy. The Strategy has two key sets of goals a set for the City and a set for the transit agencies. To promote increased ridership and a faster, more reliable transit system, the City will consider transit supportive infrastructure (transit signal priority, bus bulbs, etc.) in key transit corridors. Additional goals are laid out for transit agencies in keeping with transit planning best practices, such as providing access to key destinations like Town Center, Melody Hill, Freeway/Tourist and the Transit Center. City of Mountlake Terrace - TR-41 - Transportation Element

51 NON-MOTORIZED TRANSPORTATION Non-motorized travel refers to all trips that do not use a motorized vehicle for travel. In Mountlake Terrace, non-motorized travel primarily consists of pedestrian and bicycle activity. This section discusses the City s facilities for pedestrian and bicycle activity. Pedestrians Facilities Pedestrian facilities in Mountlake Terrace include sidewalks, walkways, roadway shoulders, and the shared use of low-traffic streets. The City s street network provides a moderately developed sidewalk system. In addition, curb-only shoulders provide pedestrian facilities for portions of some streets. A city-wide inventory of sidewalks and curb-only shoulders was completed in 2007 and is scheduled for a complete update in The current inventory is shown in Figure TR-18: Sidewalk Inventory. It includes both public and private streets. According to the inventory, more than half of the City s public streets have sidewalks. Additional sidewalks are necessary to provide safe walking spaces, especially in the Town Center and near schools. More details are provided in the Transportation Master Plan (adopted 2007). Sidewalks are required on both sides of new streets and as part of major street improvement projects. The Transportation Code, Ch MTMC (2012) typically requires a landscape strip between the vehicular travel or parking lane and the sidewalk. Because the City is largely developed, the intent is to continue providing and improving a network that allows pedestrians to travel from homes, schools, parks, and businesses to transit services and major destinations while using continuous segments of sidewalks or, in some cases, trails. Ensuring connectivity between destinations, including transit stops, is an important principle in maintaining or enhancing a pedestrian network. To help identify needed linkages and other improvements, the City may consider developing a comprehensive pedestrian plan, including a detailed analysis of pedestrian facilities and priorities. On an ongoing basis, the City seeks to add to the sidewalk network annually and/or repair and replace sections for safety. Private development also adds to the sidewalk network. City of Mountlake Terrace - TR-42 - Transportation Element

52 Figure TR-18: Sidewalk Inventory City of Mountlake Terrace - TR-43 - Transportation Element

53 Creating a Pedestrian-Friendly Environment A well-connected pedestrian network is an essential component of pedestrian orientation. In addition, a variety of amenities can help create a comfortable and pleasant environment where people will want to walk. Amenities, such as lighting, physical barriers to motorized transportation, benches, and landscaping, provide for this kind of environment. A combination of amenities, as part of the pedestrian network, will create a preferred environment for pedestrians, bicyclists, and other users of the non-motorized transportation system. Pedestrians have varying needs related to the following: Safe streets and walking areas Convenience Connectivity to preferred destinations Nearby places to walk Visibility Comfort and shelter Attractive and clean environment Access to transit Opportunity for social interaction Visual coherence. Pedestrian-oriented design can help address these needs. Pedestrian-oriented buildings will be human-scaled, approachable, and attractive to pedestrians. Pedestrian-oriented street/sidewalk design will provide pedestrians with a sense of safety and comfort. Needs and design solutions will vary, depending on the type of desired use or connection. Usually, retail and mixed use areas are best served by wide sidewalks, while lower-density residential areas are adequately served by somewhat narrower sidewalks. Preferred pedestrian environments are shown in Figure TR-19: Pedestrian Environment in Commercial Area and Figure TR-20: Pedestrian Environment in Office or Residential Area, below. Figure TR-19: Pedestrian Environment in Commercial Area Figure TR-20: Pedestrian Environment in Office or Residential Area Another useful guide is Washington State Bicycle Facilities and Pedestrian Walkways Plan. The guide provides recommendations for designing sidewalks, trails, and other pedestrian facilities in a variety of settings. City of Mountlake Terrace - TR-44 - Transportation Element

54 Elements in the Mountlake Terrace Comprehensive Plan emphasize the importance of pedestrian access and orientation through-out the City. At the same time, certain areas have land uses (e.g., schools) that make pedestrian access particularly important. Special attention is intended for the Town Center area, sometimes called the downtown. This includes the designation of 56 th Avenue W as a pedestrian-oriented street where additional opportunities will be used to encourage walking. Creating a pedestrian-friendly environment, as part of a well-designed network of facilities, will help achieve walkability goals. Pedestrian and Bicyclist Safety Safety is one of the biggest concerns for users of non-motorized modes of travel because a great percentage of pedestrian and/or bicyclist/vehicle collisions are fatal. In 2013, about 3% of all pedestrian/vehicle collisions and 0.8% of all bicycle/vehicle collisions, in Washington State, were fatal. Vehicular only fatalities in 2013 were 0.4%. Common characteristics of pedestrian and/or bicyclist collisions with vehicles are: Driver inattention Struck by vehicle at an intersection Struck by vehicle while crossing mid-block Struck from behind while traveling along the roadway in the same direction as traffic Motorists exceeding safe speed Darting out into street at mid-block Vehicles backing up Collisions are more likely in urban areas. Fatality rates increase with the speed of vehicle. At a vehicular speed of 40 miles per hour, 85% of pedestrians are killed, compared to a death rate of 45% at a vehicle speed of 30 miles per hour and only 5% at a vehicle speed of 20 miles per hour. 4 Consequently, in areas where users of nonmotorized transportation are in close proximity to motorized vehicle traffic, it is important to provide for traffic calming facilities and/or physical barriers. It can also help to include Crime Prevention Through Environmental Design principles, Target Zero 5 and safe walking routes to school to reduce collision potential are planned for inclusion in the Transportation Master Plan update. To increase utilization of non-motorized transportation modes, it is important to recognize and provide for a variety of user needs. 4 Pedestrian Facilities Guidebook, 1997, Otak. 5 Target Zero is part of the Washington State Strategic Highway Safety Plan (updated 2013) with the goal of achieving zero motorist, pedestrian and bicyclist fatalities and serious injuries by City of Mountlake Terrace - TR-45 - Transportation Element

55 Bikeways and Multi-Use Trails The City s bicycle network contains facilities intended for bicyclists of varying skill and comfort levels, including trails, bicycle lanes, and low volume local roadways. The City s first bike lanes were marked in This provided 800 feet of bike lane on the north side of 244 th Street SW, from 56 th Avenue W to Gateway Place. A bike lane on the south side of the roadway, which is in the City of Shoreline, was also marked. Since then, the City has installed additional bike lane markings or multi-use trail facilities each year. Bike lane markings have been included with pavement overlay and chip seal projects when the project is on a roadway which is identified in the City s Transportation Master Plan as recommended for bike lanes. By the end of 2014, the City had completed 38,730 feet of bike lane markings. These are shown in Figure TR-21: Bicycle Plan Status, 2015, along with future proposed bike lane markings per the Transportation Master Plan. In 2009 the City completed the segment of the Interurban Trail, a paved multi-use trail, which is within the City limits. Another paved multi-use trail, the Lakeview Trail, is being constructed in These are also shown in Figure TR-21. The City s bikeway plans were updated by the Transportation Master Plan in 2007 to include numerous bicycle facilities. The plan continues to envision a complete network of bicycle facilities, including bicycle lanes connecting each neighborhood in the City. Many of these facilities can be constructed with little expense as other street projects occur, because all that is necessary is restriping the roadway to include bicycle lanes. Two additional bicycle routes that provide strong connectivity within the City and to neighboring jurisdictions are 214 th Street SW east of 44 th Avenue W, and the future Gateway connection. The 214 th Street SW route connects 44 th Avenue W with the City of Brier and the non-motorized access to Mountlake Terrace High School at 38 th Avenue W. The Gateway connection route through commercial properties connects 244 th Street SW and 236 th Street SW, providing direct access to the Transit Center, the Freeway Station, and the future light rail station at 236 th Street SW and I-5. Each route also contributes to regional connections. Snohomish County s Comprehensive Plan shows bicycle facilities along all of 212 th Street and 236 th /Lakeview Drive, each connecting to the City Limits. City of Mountlake Terrace - TR-46 - Transportation Element

56 Figure TR-21: Bicycle Plan Status, 2015 City of Mountlake Terrace - TR-47 - Transportation Element

57 PLANNED TRANSPORTATION IMPROVEMENTS Transportation Improvement Program Planned projects for the adopted Mountlake Terrace Six-Year Transportation Improvement Plan (TIP) are listed in Table TR-7: Transportation Improvement Program, The TIP is based on priority needs and requirements of funding, concurrency, safety, preservation, land use, and other community needs. It includes improvements to the sidewalks and other non-motorized transportation facilities such as bike lanes as well as improvements for motorized vehicular travel. Transportation Management Transportation Demand Management Transportation demand management (TDM) strategies have been in use for years. Recently, due to increasing congestion, shrinking transportation funding, and more complexity in building new projects, TDM has become more of a focus in transportation planning. TDM includes a broad range of strategies that are primarily intended to reduce and reshape demand of our transportation system (See Appendix D, Transportation Demand Management Strategy). The focus is on reducing or changing travel demand rather than increasing transportation supply, thereby increasing the efficiency of the transportation system. Strategies include: Bus and rail systems Transit signal prioritization Flexible work schedules for employees Walking or biking incentives Car-pooling Public education. Parking management The City participates in TDM, in part, by coordinating with transit agencies to encourage transit use and by helping to implement the state s Commute Trip Reduction Efficiency Act. Under the Act, certain employers with more than 100 employees must implement commute trip reduction plans. In 2011, the three employers were required to participate in the Commute Trip Reduction Program were the City of Mountlake Terrace, Umpqua Bank and Premera Blue Cross, Inc. Participating employers must make a good faith effort to develop and implement a program that will encourage its employees to reduce vehicle miles traveled and single-occupancy vehicle trips. Each participating employer must designate a transportation coordinator and include in its plan a list of methods that will be used to meet commute trip reduction goals, consistent with the Commute Trip Reduction Efficiency Act. The employer must annually evaluate its progress toward meeting the goals. Each affected city is also required to adopt a Commute Trip Reduction Plan outlining its responsibilities and requirements under the Act. Mountlake Terrace has met this requirement by adopting the current Commute Trip Reduction Plan in July It had been drafted in coordination with the Puget Sound Regional Council, Community Transit, and nearby jurisdictions. City of Mountlake Terrace - TR-48 - Transportation Element

58 Ordinance No April 20, 2015 Table TR-7: Transportation Improvement Program, City of Mountlake Terrace - TR-49 - Transportation Element

59 Transportation System Management Transportation System Management (TSM) is another way to make our transportation system operate more efficiently. Common techniques include signal synchronization and reducing driveway access to key roadways. The City operates six signals in two different corridors in the City (220 th Street SW and 44 th Avenue W) which are synchronized via fiber connections, with the most efficient signal changes determined by computers. In the future it is likely the City may include signal synchronization on 236 th Street SW between Interstate 5 and 56 th Avenue W, where the addition of two signals in the future may otherwise cause congestion. The City supports reductions in the number of driveways on arterials and in certain districts by encouraging shared driveways. Roadway Maintenance and Rehabilitation Plan Roadway systems require maintenance and rehabilitation to maintain pavement integrity. This may be in the form of asphalt overlays, routine maintenance, and preventative maintenance repair strategies. The City performs maintenance of its roadways based on previous pavement management system evaluations of the City s roadway infrastructure. This system is used to prioritize streets for rehabilitation (chip seals or overlays) or reconstruction in a cost-effective manner. In conjunction with a future Street Improvement Program, the City may revisit its maintenance standards. ISSUES, NEEDS AND STRATEGIES Context Efficient multi-modal transportation is a key need, both for the City and the region. A number of issues are associated with it. This section identifies some key challenges and opportunities that the City of Mountlake Terrace faces in implementing its transportation plan. Trends in Vehicle Miles Traveled Vehicle Miles Traveled (VMT) measures how many miles vehicles are driven, showing general vehicle demand on roadways. While vehicle traffic increased rapidly in the 1980's and 1990's, the trend is tapering off. From 2000 to 2010, VMT in the central Puget Sound region increased an average of 0.6% per year and VMT per capita (i.e., per person) actually decreased at an annual rate of 0.6%. Traffic delays on I-5 have almost doubled in the past 5 years and are not likely to improve in the near term. City of Mountlake Terrace - TR-50 - Transportation Element

60 Impacts from Development Transportation impacts arise from activities both in and outside of the City. Activities outside the City, such as construction of a new freeway interchange or nearby large-scale commercial development, can affect the transportation system and traffic within the City. Similarly, transportation can be affected by activities within the City. Activities, such as new employment and shopping centers, school expansions, or transportation improvements, can affect both traffic flow and delay. Two major ways in which transportation can be affected by these activities are: (1) change in demand of transportation facilities; and (2) increase in traffic and delay. The purpose of the concurrency requirement of the GMA is to resolve and plan for such impacts. The concurrency system addresses these needs. (See Multimodal Concurrency section.) Pedestrian Mobility and Orientation The City has a moderately developed sidewalk network for pedestrian use. Pedestrian orientation also is being incorporated into new street projects. Policy and funding decisions of the Comprehensive Plan are intended to continue improving pedestrian mobility and encourage walking as both a transportation and recreation choice. At the same time, strategic improvements can make the pedestrian system even better. To help identify priorities, a detailed pedestrian master plan may be developed later, either alone or as part of a Street Improvement Program. The detailed plan could include trails and bike routes. Roadway Design Standards Older streets in Mountlake Terrace preceded the City s incorporation and were originally built to county standards. They were not intended for a city of the current size people. Over time, Mountlake Terrace has improved many of the older streets and built new ones. New design and construction is based on the City s standards. These standards are intended to ensure efficiency, environmental quality, pedestrian orientation, and funding ability. In today s urban areas, street development and redevelopment often emphasizes the suitability of narrow streets, rather than wide ones, to achieve several practical purposes. Of course, narrow is a relative term. In older European villages, cobblestone streets eight feet wide may be considered narrow. In recently developed American cities, streets may be considered narrow if, for example, they have less than thirty-five or forty feet in width for motorized traffic and parking. That is because such dimensions are less wide than many suburban streets built in the late 1900's. The first purpose served by modern-day narrow streets is to save on public costs. Narrower streets are generally less expensive to construct and maintain than wide streets. A second purpose is to reduce environmental impacts. For example, wider streets require greater areas of pavement, thereby creating more impervious surfaces that block the infiltration of storm water. City of Mountlake Terrace - TR-51 - Transportation Element

61 When traffic lanes are narrow, the remaining right-of-way may include space for trees or other plantings. This has the added benefit of an attractive appearance and environmental quality. A third purpose is to help slow down traffic. Some studies show that people tend to travel faster on wide streets, compared to streets that are perceived as narrow. A fourth purpose is to promote safety and convenience for pedestrians. For example, eighteen feet of traffic lanes will generally feel safer and easier for a pedestrian to cross, compared to crossing thirty or forty feet of traffic lanes. In addition, narrower traffic lanes allow more space for sidewalks. Finally, when traffic lanes are narrow, remaining right-of-way space may be available to meet parking needs of nearby residents and other intended users. This also benefits pedestrians because the cars parked between vehicle travel lanes and pedestrian walkways serve as a safety buffer. Street design can reflect the community vision for a specific area. It can also meet the needs of nearby land uses and provide opportunities for walking and bicycling, as well as motor vehicles. Different design standards are appropriate for different types of streets, depending on the intended use. For example, in some commercial areas, the appropriate street standards provide for short-term parking and high pedestrian use, in addition to travel by buses, cars, and trucks. In residential areas, the appropriate street standards provide for parking and pedestrian use, but at less intensity than in commercial areas. Vehicle travel there will be slower and quieter; it may exclude truck traffic. The streetscape is part of street design too. Streetscape includes plantings, sidewalks, lighting, and other amenities. (This topic is covered more specifically as it relates to pedestrians in the section Non-Motorized Transportation. ) Planting strips or planters within the public right-ofway can be useful in off-setting the environmental impacts of pavement and traffic. Trees, for example, transform carbon dioxide to oxygen and absorb large amounts of stormwater. Planting strips or planters create both an attractive appearance for the community and a pleasant atmosphere that encourages walking. When placed between the travel lane and walkway, they help buffer pedestrians from moving vehicles. Planting strips also benefit pedestrians by providing a transitional space for driveways, so that driveway grade changes from the street do not have to cut into sidewalk surfaces; instead, the driveway grade changes occur within the planting strip, allowing sidewalks to remain at an even level. A planted median can also be part of the streetscape. Planted median refers to an area in the middle of a street for trees or other green space to create a soft barrier between travel lanes. Planted medians give a stately, boulevard appearance to a street. They benefit pedestrians by offering them a midway landing place when crossing between the two sides of a street. While trees and other plants have many benefits, there are down-sides too. For example, landscaping requires an initial direct payment in terms of material and labor; maintaining plants requires on-going payment in terms of labor. Also, if trees or shrubbery are not chosen carefully, problems can result. Plants that extend too far or too high can block visibility for motorists, creating a safety hazard. Trees with shallow, fast-growing roots can heave up pavement and trees in poor condition can fall over. The latter problems can be resolved through the selection of appropriate plantings. However, the issue of cost must be carefully considered, taking into account both costs and benefits over the long-term. City of Mountlake Terrace - TR-52 - Transportation Element

62 Most streets in Mountlake Terrace have a sixty-foot right-of-way. Within that sixty feet, a variety of choices are possible for allocating space among vehicle traffic, pedestrians, bicyclists, parking, and planting strips. To guide future street design, several broad concepts, using the sixty-foot right-of-way, are illustrated in this section. (Federal or state highways are subject to different standards than those shown; in some cases, arterials may also be subject to different standards.) The illustrated concepts are based on principles to simultaneously meet vehicle, pedestrian, bicyclist, and environmental needs. Figure TR-22: Business District/Commercial Streets shows four design options, each within a sixty-foot right-of-way, for commercially-oriented streets. One option gives a boulevard appearance; it includes two vehicle travel lanes separated by a planted median, as well as parking, landscaping, and sidewalks along one side of each travel lane. This option would probably be used only on street segments where the management of high traffic levels and visual appearance is especially important. Another commercial area option includes two slightly wider vehicle travel lanes, along with parking, landscaping and sidewalks on each side of the street. A third option has three travel lanes (counting a turn-lane), with landscaping and wide sidewalks on each side of the street. A fourth has four travel lanes, with landscaping and sidewalks on each side of the street. Neither of the last two options includes on-street parking. Figure TR-23: Residential Streets shows three design options, each within a 60-foot right-ofway, for residentially-oriented streets, excluding arterials and collectors. One option includes two lanes for vehicle travel, along with sidewalks and extra-wide planting strips on each side of the street, and no parking. The second option is suitable for areas where pass-through traffic is light and where slow, careful driving is expected. This provides for parking, generous landscaping, and sidewalks on each side of the street, but only one vehicle travel lane. Cars would have to take turns to pass each other or weave between spaces where cars are not parked. The third option is for two travel lanes, along with parking, landscaping, and sidewalks on each side of the street. The travel and parking lanes total 32 feet across. A variation of this is included in the City s current subdivision code, which provides for a street width of 32 to 36 feet for the travel and parking lanes. Additionally, Figure TR-24: Residential Streets with Low Impact Development Infiltration Techniques demonstrates two options for designing residential streets that use special lowimpact development techniques. These techniques emphasize environmental protection, especially to provide stormwater absorption into the ground instead of into storm drains and vaults. In a low-impact option, as shown, the swales and bio-filtration devices take up a substantial portion of the right-of-way. With the remaining space, on-street parking areas alternate from one side of the street to the other. The travel lane curves to accommodate this pattern. Curving lanes also tend to slow down traffic, a desirable result in many residential neighborhoods. All three sets of illustrations show broad design concepts that help slow down traffic, allow trees and other landscaping, enhance pedestrian mobility or safety and, in some locations, ensure parking space. Presented here as guiding concepts, they will be incorporated into more precise standards and priorities for implementation as new or redeveloped streets are planned over the City of Mountlake Terrace - TR-53 - Transportation Element

63 long term. The Town Center Plan (2007) and the Transportation Master Plan (2007) provide further guidance and incorporate bicycle lanes. Figure TR-22: Business District/Commercial Streets City of Mountlake Terrace - TR-54 - Transportation Element

64 Figure TR-23: Residential Streets City of Mountlake Terrace - TR-55 - Transportation Element

65 Figure TR-24: Residential Streets with Low Impact Development Infiltration Techniques City of Mountlake Terrace - TR-56 - Transportation Element