The URL can be used to link to this page

Home My WebLink AboutOrdinance No. 2018-009 Complete Streets Policy ORDINANCE NO. 2018-009 AN ORDINANCE OF THE CITY OF ARLINGTON, WASHINGTON, ADOPTING A COMPLETE STREETS POLICY TO ENSURE THAT ALL TRANSPORTATION PROJECTS INCLUDE SAFE AND APPROPRIATE FACILITIES FOR PEDESTRIANS, BICYCLISTS, AND TRANSIT USERS, ACCOMMODATING PERSONS OF ALL AGES AND ABILITIES, CONSISTENT WITH RCW 47.04.320. WHEREAS, the City of Arlington envisions a transportation system that encourages healthy, active living; promotes transportation options and independent mobility; increases community safety and access to healthy food; reduces environmental impact; mitigates climate change; and supports greater social interaction and community identity by providing safe and convenient travel along and across streets through a comprehensive, integrated transportation network for pedestrians, bicyclists, public transportation riders and drivers, motor-vehicle drivers, and people of all ages and abilities, including children, youth, families, older adults, and individuals with disabilities; and WHEREAS, much of Arlington's existing roadway system was built to facilitate access to destinations by personal automobile, resulting in streets that are uninviting and impractical for other users; and WHEREAS, the goal of the Transportation Element in the 2015 Arlington Comprehensive Plan is to provide a balanced multi-modal transportation system with various accessible transportation choices, including transit, bicycles, and walking, in addition to automobiles, that will support existing and future residential and employment growth; and WHEREAS, the Arlington Comprehensive Plan provides that non-motorized transportation should be developed in tandem with motorized transportation systems, recognizing safety and user diversity; and WHEREAS, Complete Streets improve public health and safety by reducing the risk of injuries and fatalities from traffic collisions for users of all modes of transportation; and WHEREAS, streets that are designed with the safety and convenience of pedestrians and bicyclists in mind increases the number of people walking and bicycling thereby providing the opportunity for a healthier community; and WHEREAS, other jurisdictions and agencies nationwide have adopted Complete Streets legislation and policies, including the U.S. Department of Transportation and numerous state transportation agencies; and WHEREAS, under RCW 47.04.320, the State of Washington adopted a Complete Streets Grant Program to encourage local governments to adopt Complete Streets ordinances with the goals of, among other things, promoting healthy communities by encouraging walking, bicycling, and use of public transit and improving safety by designing streets for all users; and ORDINANCE NO. 2018-009 1 WHEREAS, funding from the Washington State Complete Streets Grant Program is only available to jurisdictions that have adopted a Complete Streets Ordinance; and WHEREAS, City staff has developed the City of Arlington Complete Streets Policy ("Complete Streets Policy") for the purposes of implementing a Complete Streets program; and WHEREAS, the Complete Streets Policy is complimentary to the Arlington Comprehensive Plan, the Transportation Improvement Plan, and the City's Mixed Use Overlay Development Code; and WHEREAS, the development of the Complete Streets Policy included review of existing regional, State, and nationwide Complete Streets plans, planning documents; and WHEREAS, City staff has undertaken research, analysis, community engagement, conducted meetings and presentations with City Council, and regional partners concerning the Complete Streets Policy; and WHEREAS, the research, analysis, and community engagement highlighted a need for safe travel routes for all users of the right-of-way regardless of preferred mode of travel throughout the City, as well as the need for a convenient, interconnected transportation network that improves accessibility to adjacent land uses; WHEREAS,the community and Council have expressed strong support for a Complete Streets plan that will help manage the City's street network, guide all transportation investments, and leverage local funding for Complete Streets projects with regional, federal, and other grant funding programs to become a leader in implementing Complete Streets in Washington State; and WHEREAS, the research, analysis, and community engagement identified eight principles to guide implementation of the Complete Streets Policy: (1) Serve All Users and Modes; (2) Provide Interconnected Networks; (3) Implement Flexible Design; (4) Incorporate Environmental Design; (5) Use Best Practices; (6) Coordinate Internally and among Jurisdictions; (7) Include All Projects and Phases; (8) Measure Performance; and WHEREAS, in furtherance of achieving the eight principles above and the Goals, Objectives and Actions of the 2016-21 Strategic Plan, staff has prepared and submitted to Council the Complete Streets Policy for adoption; and WHEREAS, the Complete Streets Policy links transportation planning and land use accessibility decision-making to broader goals and values, including safety, economic vitality, neighborhood livability, and multi-modal connectivity; and WHEREAS, the Complete Streets Policy was developed using a range of methods to build awareness of the project and solicit feedback from the community and stakeholders; and ORDINANCE NO. 2018-009 2 WHEREAS, the Complete Streets Policy provides comprehensive guidance for future citywide transportation projects and in developing the annual six year Transportation Improvement Program; and WHEREAS, for the foregoing reasons, Council wishes to adopt the Complete Streets Policy; and WHEREAS, the City Council recognizes that in support of implementing an effective Complete Streets Policy it will be beneficial to provide guidance to City Commissions and Departments as to project planning, design standards, implementation and monitoring; NOW, THEREFORE, BE IT RESOLVED, BY THE CITY COUNCIL OF THE CITY OF ARLINGTON, WASHINGTON AS FOLLOWS: 1) The Complete Streets Policy, attached as Exhibit 1, is hereby approved and adopted. 2) The City of Arlington will plan for, design and construct City transportation improvement projects to provide appropriate accommodation for pedestrians, bicyclists, transit riders, and persons of all abilities, while promoting safe operations for all users, as provided in the Complete Streets Policy. 3) The Director of Community and Economic Development and the Director of Public Works, or their designees, shall have joint responsibility for the administration and implementation of the Complete Streets Policy. City staff is hereby directed to implement the Complete Streets Policy though incorporation of the provisions of the Policy into the city's development regulations following appropriate requirements of law so that all projects, public or private, permitted within the City of Arlington shall utilize the Complete Streets Checklist and adhere to the Complete Streets Policy and design standards contained therein. APPROVED by the Mayor and City Council of the City of Arlington this 19th day of November, 2018. CITY OF ARLINGTON LL! Barbara Tolbert, Mayor ATTEST: Py' ' Ck Kristin Banfield, City CI rk APPROVED AS TO FORM: Stev n . P' " le, City Attorney ORDINANCE NO. 2018-009 3 CERTIFICATION OF ORDINANCE I, Kristin Banfield, being the duly appointed and acting Clerk of the City of Arlington, Washington, a municipal corporation, do hereby certify that the following Ordinance No. 2018-009 was approved at the November 19, 2018 City Council meeting. ORDINANCE NO. 2018-009 "AN ORDINANCE OF THE CITY OF ARLINGTON,WASHINGTON,ADOPTING A COMPLETE STREETS POLICY TO ENSURE THAT ALL TRANSPORTATION PROJECTS INCLUDE SAFE AND APPROPRIATE FACILITIES FOR PEDESTRIANS, BICYCLISTS,AND TRANSIT USERS,ACCOMMODATING PERSONS OF ALL AGES AND ABILITIES, CONSISTENT WITH RCW 47.04.320." A true and correct copy of the original ordinance is attached. Dated this 26th day of November, 2018. Kristin anfield City Clerk for the City of Arlington _ COMPLETE STREETS POI=. ICV NOVEMBER 2018 14 ARLINGTON ' ,��. COMPLETE STREETS 0 ARLINGTON COMPLETE STREETS PLAN November 2018 Acknowledgements Cite of Arlinuton C onitnutliti and Fconomii. Developluend Staff Nova Heaton,P.E. Launa Peterson Marc Hayes Toole Design TOOLEKristen Lohse,ASLA D E S 16 N Katherine Knapp de Orvananos Brian Almdale Carol Kachadoorian Amalia Leighton,PE,AICP BHC Consultants Becca Ochiltree j N S Carla Talich SUL A ii ARLINGTON COti'IPLETE STREETS POLICY I November 2018 Table of Contents Acknowledgements.......................................................................................................................................ii Tableof Contents.........................................................................................................................................iii Figuresand Tables.......................................................................................................................................vi Terminologyand Acronyms.......................................................................................................................vii ExecutiveSummary......................................................................................................................................1 1.0 Introduction&Overview..............................................................................................................5 1.2 Complete Streets Program ..................................................................................................................6 1.2.1 Complete Streets Policy Summary.............................................................................................................6 1.2.2 Complete Streets Design Standards .......................................................................................................10 1.2.3 Complete Streets Implementation...........................................................................................................10 1.2.4 Program Evaluation Metrics.......................................................................................................... 10 1.2.5 Ongoing program Oversight and Reporting..........................................................................................12 1.3 Complete Streets Background........................................................................................................... 12 1.3.1 Safety Benefits of Complete Streets........................................................................................................12 1.3.2 Economic Benefits of Complete Streets.................................................................................................13 1.3.3 Accessibility and Mobility Benefits of Complete Streets....................................................................14 1.3.3 Health Benefits of Complete Streets.......................................................................................................15 1.3.4 Environmental Benefits of Complete Streets........................................................................................16 1.3.5 Economic and Equity Considerations............................................................................................ 17 1.4 Case Studies......................................................................................................................................20 1.4.1 Policy Evaluation Criteria...........................................................................................................................21 1.5 Funding Opportunities......................................................................................................................21 1.6 Plan and Policy Review and Recommendations...............................................................................24 1.7 Community Engagement...................................................................................................................27 2.0 Process&Documentation.....................................................................................................................29 2.1 Roles, Responsibilities,and Coordination........................................................................................29 2.1.1 City Departments and Divisions...............................................................................................................29 2.1.2 Boards, Commissions, and Committees.................................................................................................31 2.2 Project Development Process............................................................................................................32 2.2.1 Process Overview........................................................................................................................................32 2.3 Complete Streets Checklist...............................................................................................................40 M ARLINGTON COMPLETE STREETS POLICY I November 2018 2.3.1 Process and Responsibilities......................................................................................................................41 2.3.2 Variances........................................................................................................................................................41 2.3.3 Complete Streets Prioritization Plan.......................................................................................................41 2.4 Next Steps: Street Design Typologies..............................................................................................42 3.0 Cross-Sections and Design Guidance...................................................................................................44 3.1 Roadway Design Criteria Parameters and Standards........................................................................44 3.1. Introduction.....................................................................................................................................................44 3.2 Roadway Design Criteria Footnotes and Clarifications....................................................................52 3.2.1. Pedestrian Zone Width.............................................................................................................................52 3.2.2 Number of Travel Lanes.............................................................................................................................52 3.2.3 Travelway/Lane Width...............................................................................................................................52 3.2.4 Center Turn Lane/ Median........................................................................................................................52 3.2.5 Default Bikeway Type..................................................................................................................................53 3.2.6 Target Speed..................................................................................................................................................54 3.2.7 Corner Radii..................................................................................................................................................55 3.2.8 Typical ADT...................................................................................................................................................56 3.3 Supporting Transit in Complete Streets............................................................................................56 3.3.1 Bus Stops and Bikeways..............................................................................................................................57 3.3.2 Conventional Bus Stop with Interrupted Bike Lane............................................................................57 3.3.3 Floating Bus Stops........................................................................................................................................58 3.4 Supporting Pedestrians in Complete Streets.....................................................................................59 3.4.1 Pedestrian Zone Design Criteria..............................................................................................................59 3.4.2 Frontage Zone...............................................................................................................................................59 3.5.3 Clear Zone.....................................................................................................................................................59 3.4.4 Amenity Zone...............................................................................................................................................60 3.4.5 Total Width...................................................................................................................................................60 3.4.6 Crosswalks.....................................................................................................................................................60 3.4.7 Midblock Crossings......................................................................................................................................61 3.5 Street Trees and Landscaping...........................................................................................................61 3.5.1 Greenscape and Street Trees....................................................................................................................61 3.5.2 Street Tree Planting.....................................................................................................................................62 3.5.3 Other Design Considerations...................................................................................................................63 3.5.4 Installation and Maintenance......................................................................................................................64 IV November 2018 3.6 Low Impact Design Guidelines.........................................................................................................65 3.6.1 High Infiltration, Low Groundwater........................................................................................................65 3.6.2 High Groundwater.......................................................................................................................................65 3.6.3 Poor Infiltration............................................................................................................................................65 3.7 Street Element Priorities...................................................................................................................65 V ARLINGTON C0%4PI_.ETE STREETS POLICY I November 2018 Figures and Tables Figure 1. Downtown Arlington Street Fair.Photo credit: Downtown Arlington......................................... I Figure2.Downtown Arlington.....................................................................................................................6 Figure3.Biking in Arlington...................................................................................................................... 13 Figure4. Walking in Arlington................................................................................................................... 14 Figure5. Walking in Arlington................................................................................................................... 16 Figure6. Census Tracts............................................................................................................................. 17 Figure7. Poverty status,Arlington............................................................................................................. 18 Figure 8.Median Household Income, Arlington........................................................................................ 18 Figure9.Black Population................................................. ....................................................................... 18 Figure 10. The TIB Indicators of a Well-Integrated Complete Streets Ethic(from the TIB).....................23 Figure 11. Overview of Complete Streets Policy implementation within City departments...............Error! Bookmark not defined. Figure 12. Example Complete Streets Corridor Cross Section...................................................................44 Figure 13. Proposed Road Section:Arterial Boulevard..............................................................................48 Figure 14. Proposed Road Section: Mixed Use Avenue............................................................................49 Figure 15. Proposed Road Section: Smokey Point Blvd,north of 172nd...................................................50 Figure 16. Proposed Road Section: Smokey Point Blvd,north of 172nd...................................................51 Figure17: Bicycle Facility Selection..........................................................................................................52 Figure 18: Bicyclist Types and Preferences................................................................................................53 Figure 19: Speed and Pedestrian Crash Severity........................................................................................54 Figure20. Four Types of Speed..................................................................................................................55 Figure 23: Example Conventional Bus Stop with Interrupted Bike Lane...................................................57 Figure 24: Examples of Floating Bus Stops at Intersections and Midblock Locations..............................58 Table 1. Review of Arlington's Policies and Plans.....................................................................................26 From the 22 department and division structures,plans and budget documents analyzed,the top department and division opportunities and challenges for developing and implementing the Complete Streets Program were summarized(see Table 2)........................................................................................29 Table 3: BCC Complete Streets Program Development and Implementation Opportunities and Challenges ....................................................................................................................................................................31 Table 4. Department&Divisions' Complete Streets Policy Implementation Roles and Responsibilities.32 Table 5. BCCs' Complete Streets Policy Implementation Roles and Responsibilities...............................37 Table 6.External Agencies' Complete Streets Policy Implementation Roles and Responsibilities...........39 Table 7. Community Groups' Complete Streets Policy Implementation Roles and Responsibilities........40 Table 8. Existing Conditions and Planned Improvements on Identified Complete Streets Corridors........45 Table 9. Proposed Corridor Design Elements and Space Requirements....................................................46 Table 10: Proposed Roadway Operational Parameters...............................................................................47 Table 11. Tree Spacing Recommendations.................................................................................................62 Table 12. Tree Clearance Recommendations..............................................................................................63 Table 13: Street Element Priorities.............................................................................................................66 Vi ARLINGTON COiN1PLETE STREETS POLICY J November 2018 Terminology and Acronyms The following is a list of phrases and acronyms used throughout this document and commonly used by City of Arlington planners, designers, and officials. 85th percentile speed—The speed at which 85 percent of motor vehicle traffic travels at or below. This is a common measurement used to determine whether people are driving at or near the intended speed of a street; see target speed. All Ages and Abilities—A term used to denote a philosophical approach to the design of bicycle facilities that is inclusive of a wide range of cyclist skills,abilities, and confidence, including children and older people; sometimes referred to as `8-80', as in 8 to 80 years old. city(uncapitalized)—The geographic area known as Arlington;this term is used when referring to Arlington as a place. City(capitalized)—Short for City of Arlington;this term is used when referring to the City government, which(along with WSDOT)is responsible for planning, designing, constructing,and maintaining Arlington's transportation system. Guide—A non-binding document that provides best practices(or a summary of standards)for planning and design; see standard. Mode shift—A shifting of trips from one mode to another,typically from motor vehicle to transit, walking, or biking. Person miles traveled(PMT)—A measurement of how many cumulative miles individuals travel in a given period of time; one person driving one mile equates to one-person mile traveled,while 25 people riding a bus one mile equates to 25-person miles traveled; see vehicle miles traveled. Plan—Short for the City of Arlington's Complete Streets Policy (this document.) Right-of-way(ROW)—Land owned or granted by easement to the City or WSDOT for transportation purposes; this term is often used to refer to the public land outside of the roadway in which sidewalks, landscaping, and set-backs are present. Roadway—The paved or unpaved area meant for conveying motor vehicles and bicycles, including all through lanes,turn lanes, bike lanes,paved shoulders, medians, curbs, and gutters. Single Occupancy Vehicle(SOV)—A vehicle that only contains a driver and no additional passenger. Standard—Usually a non-binding parameter(or set of parameters)that specifies the typical treatment for a design feature(such as bike lane width);non-binding standards can be deviated from so long as adequate documentation and justification is provided;Board of Public Roads Classifications and Standards are mandated by state statute and dictate minimum lane width. Street—The entirety of a transportation corridor, including the roadway, pedestrian spaces, landscaped areas, and even building facades; a holistic concept in which transportation, land use, character, economics, and quality of life should be considered equally. Vll ARLINGTON COIMPLETE STREETS POLICY I November 2018 Target Speed -The speed at which people are expected to drive;the target speed is intended to become the posted speed limit. Typology—A defined street type(whether existing or potential) in Arlington used to describe the general design,function,and character of a street design;the Plan includes eight street typologies. Vehicle miles traveled(VMT)—A measurement of how many cumulative miles are traveled by motor vehicles; one person driving one mile and 25 people riding a bus one mile each equates to one vehicle mile traveled; see person miles traveled. S4°ri)o III's AASHTO—American Association of State Highway and Transportation Officials;AASHTO has produced numerous design guides and standards that tend to be conservative and are based on demonstrated designs. BCC—Boards,committees,and commissions; policy and program decision making bodies for the City of Arlington,which includes the City Council CSP—Complete Streets Policy FHWA—Federal Highway Administration; a division of the US Department of Transportation GSI—Green Stormwater infrastructure; a variety of systems or practices used in the street right-of-way to manage stormwater flows naturally, or to improve water quality including vegetation, soil,and other elements. LID—Low Impact Development, refers to systems or practices that use or mimic natural drainage processes including infiltration, evapotranspiration,to protect water quality. M&O—Maintenance and operations;this is a category of street projects that is not typically conducive to incorporating changes to the roadway or right-of-way. NACTO—National Association of City Transportation Officials;NACTO has produced multiple design guides that incorporate innovative and sometimes experimental approaches to street design. WSDOT—the Washington State Department of Transportation. Viii ARLIN,'GTON C:O!k]PLFTE STRFA-,'TS PLAV" November 2018 Executive Summary i II16 MW _ - 1 IINIRR Pt p 'I ua1 Figure I. Downtown Arlington Street Fair. Photo credit: Downtown Arlington III'>�,.I,Irllu,t Community design in America has been focused on automobiles for more than 50 years. In that time Americans are getting less exercise, diseases linked to inactivity have skyrocketed, and obesity has increased in both adults and children. The City of Arlington recognizes that the design of its roadways and transportation system has effects beyond safety mobility and the effects extend to the aesthetics, economic vitality, livability, and health of its residents. In 2017,the City of Arlington adopted a Complete Streets Resolution that aims to address the needs of all users when development and redevelopment of transportation corridors are proposed within the City. This includes, in addition to people who drive, family and commuter cyclists, pedestrians, people with accessibility needs, and people who use transit. The Complete Streets Program outlined in this plan is about re-thinking the way the City lays out roads to embrace the larger community goals. Providing safe routes to school may give parents the peace of mind I ARLINGTON COMPLETE STREETS POLICY 1 November 2018 they need to allow their kids to bike or walk to school.A trail between your housing development and local grocery store may increase your likelihood to walk for milk and eggs.A bike lane and secure bike parking might make it possible to leave your car at home in the morning on your way to catch your bus or vanpool. Creating a walkable community may not change your habits,but if our children begin to think in a different way we can improve their future health. The Complete Streets Policy offers an organized look at how the City implements and monitors progress on complete streets. Through the Pedestrian and Bicycle Improvement Plans, Transportation Expansion Plan and other design guides and standards it summaries the elements of development that should be expected for new projects based on location and zoning. Providing comprehensive Pedestrian and Bicycle Improvement Plans ensures connectivity throughout the city without building unnecessary facilities. In general,the requirements summarized in the Complete Streets Policy already exist in the Development Code, Form Based Code,and Engineering Design Standards. This plan summaries policies, plans, and standards that will help guide future development of streets to ensure that development is consistent with the City's vision for a healthy,accessible community, and that the City maintains its local character. The plan incorporates input from City Council Members,the Mayor,a Complete Streets Advisory Committee, as well as the public. A key component of the plan is a Complete Streets Checklist. Implementation of the Complete Streets checklist will assist City Staff in applying Complete Streets principles and design standards to projects moving forward and will set community standards within the development community. The design standards outlined in this document are intended to facilitate the design and construction of a street network that better accommodates all transportation modes and users in the city, by addressing street and right-of-way features that affect user safety,speed, and comfort. The design standards are discussed in Chapters 3 and 4. The plan begins with a summary of the City's Complete Street Policy and describes how this plan and the guidance and recommendations within will help the City implement the policy and facilitate the design and construction of a Complete Streets network with a particular focus on designated corridors. The plan includes an exploration of the importance and benefits of Complete Streets for Arlington. To provide additional context and perspective, case studies of other Complete Streets communities are studied and summarized. A discussion of each of the development components of complete streets is proved below, including how this differs from existing regulations and requirements. • Transportation—Street width, number of lanes, and speed limit shall be determined by the City of Arlington Transportation Improvement Plan (TIP), a current part of the Comprehensive Plan. For streets not covered in the TIP, land use shall dictate appropriate roadway configuration with approval from the City. This is no[ a change,from current procedure. • Pedestrian—City code and standards govern requirements of pedestrian facilities. The Pedestrian Improvement Plan(PIP)shall determine if additional requirements are required. The PIP shall be 2 ARLINGTON COMPLETE STREETS POLICY J November 2018 incorporated into the Comprehensive Plan during the next update and will supplement the existing multimodal plan. The PIP is a neii, more comprehensive addition to current procedure intended to clarify and improve connectivity i>>ithin the city and transparency regarding pedestrian facilily requirements. • Bicycle—City code and standards govern requirements of bicycle facilities in conjunction with the Bicycle Improvement Plan(BIP)attached in the appendix. The BIP shall be incorporated into the Comprehensive Plan during the next update and will supplement the existing multimodal plan. The BIP is a new more comprehensive addition to current procedure intended to clarify and improve conneclivily within the city and transparency regarding bicycle .fcrcilil7,requirements. • Transit—City code and standards govern requirements of transit facilities. The City,working with Community Transit shall work to finalize the Transit Expansion Plan(TEP). The TEP shall influence the location of future transit routes and stops. The TEP shall be incorporated into the Comprehensive Plan during the next update and will supplement the existing multimodal plan. The TEP is an update to the existing Multimodal Plan that is intended to clarify and future routes tes and ensure transit facilities are being adequately planned for. • Freight—The City's freight routes, as summarized in the Comprehensive Plan shall dictate pavement structure to ensure long term durability of pavement. This is, not a change. i-om current Procedure. • Street Lighting—City code and standards govern the requirements for street and pedestrian lighting facilities. The City has included, in the appendix, Street Lighting Guide to detail style and requirements of all new light fixtures and poles. Lighting shall be of approved equal to the examples shown. The Street Lighting Guide is a reference document to provide more information to developers regarding the like and style of light standards requuired by current code. • Median Design—The Median Design Guide provides general color, layout, and style for planted medians within the right of way. The use of the guide is to provide a consistent look throughout the city that considers maintenance and safety in addition to plantings and artwork. Street trees and other plantings shall be per the City of Arlington approved plant list, or approved equal. All artwork shall be approved through the Public Art Committee. The Median Design Guide is a new reference document that supports existing city code and design standards intended to unify aesthetics throughout the City of Arlington. • Artwork—Working with the Public Art Committee the City encourages use of artwork in public spaces. There are no new requirements for public art, this encourages the use ofpurblic art and provides direction for hoir to gel public arl approved. • Low Impact Design—The City of Arlington standards for stormwater detention and treatment are determined by the current edition of the Department of Ecology Stormwater Management Manual for Western Washington. Low Impact Design is required as part of all stormwater management if feasible. This is not a change from current procedure. • Project Prioritization—The Complete Streets Policy outlines a procedure for prioritization of public complete streets projects to encourage equity. This is a new procedure that will be used fa,any public project that is considered to be a Complete Streets Project. • Complete Streets Checklist—The checklist shall be used on all projects within the city applied for after adoption of the Complete Streets Policy. It is a planning tool that assists the designer in 3 ARLINGTON COMPLETE,STREETS POLICY 1 November 2018 considering all components of Complete Streets within Arlington. The checklist ensures consistency and transparency for all projects. This is a new procedure that will be used on all public and private projects during the Land Use and Civil submillals and is included in the application checklist. #nor Cai sat \rhJ— D1(m S;1<011' The plan delves into the City's current challenges and opportunities in implementing Complete Streets given the City's current staffing roles and responsibilities; it also examines planning and policies and provides policy and staff coordination recommendations and a section on funding. In terms on implementation,the plan also provides recommendations for ongoing oversight,reporting, and evaluation metrics to monitor progress over time. There is an overview of the project development process, along with design standards and roadway geometry examples for the development of designed Complete Streets corridors, and the Complete Streets Checklist. The standards address a wide range of corridor design elements and space requirements. The Complete Streets Checklist,as adopted via an ordinance by the City Council,will serve as the governing decision-making tool,and is a required for applicable developments as part of the development checklist. The variance procedure can be found in the municipal code. These tools will help both developers and City staff understand the nuts and bolts of creating a Complete Streets corridor. Implementation of the Complete Streets program is based on the organizing principle of connectivity and directs the development of a program that addresses policy and planning. The Checklist is a tool to help the City and Developers consider all aspects of a complete street,ensure The Policy creates a method to track and ensure projects have considered all users from design implementation through construction. This plan benefits from a review of the experience of other communities, and includes a suite of tools and design guidance, including updated network planning for bicycles,pedestrians,and transit. It also addresses implementation challenges and opportunities, including funding, organizational structure and responsibilities, and design standards. The Complete Streets Policy will be adopted by ordinance and codified by integration into the comprehensive plan. 4 ARLINGTON COMPLETE.,STREETS PLAN I November 2018 l.OIntroduction and Overview 1 .1 Why Complete Streets for Located within the Stillaguamish River Valley, Arlington Arlington is home to over 19,000 people and has Arlington's transportation network connects its a strong sense of community pride. Arlington's community members to schools,jobs, shops, close-knit community enjoys both a traditional parks, community events, and to their neighbors. downtown,recreational spaces, and room to The Complete Streets program will improve grow along Smokey Point Boulevard. As access and safety for all community members to Arlington continues to grow so too are local the streets, sidewalks, and trails that connect demands for mobility options for residents, Arlington. In 2017,the Arlington City Council employees, and visitors. passed a resolution that adopted a Complete Streets policy and directed staff to develop a Arlington's proximity to Everett and Seattle, Complete Streets program. In Arlington, along the Interstate 5 corridor, and location Complete Streets means, along the Stillaguamish River and the Centennial Trail make it an ideal place for many A comprehensive, integrated transportation to work, live,and visit. Additionally,walking nehvorkivith infrast•ucllire and design that and bicycling in Arlington is physically possible allows safe and convenient Iravel along and and attractive for a wide range of the population across streets for all zrsers, including and of the year due to the city's relatively flat pedestrians, bicyclists, transit riders, and topography and temperate climate,with a motorists that accommodates people of all notable rainy season in the winter. Bus service i ages and abilities. provided by Community Transit provides connections between the downtown and Smokey Complete Streets are streets for everyone,no Point Boulevard district, and to communities matter who they are, or how they travel. The from Seattle,Everett, and onto Darrington. Complete Streets Policy,this document, provides design guidance for reimagining and developing transportation network with land use, The City of Arlington has made significant local context, and multiple modes in mind. strides forward in preparing for future Planning and designing for community members population growth and development to move, access, and connect in Arlington— opportunities with investments in a regardless of their age, ability, status, or travel Transportation Benefit District,update of the mode—will support Arlington's livable future. Comprehensive Plan, and development of a Mixed Use Overlay Development Code. The Implementation of the Complete Street Policy region's trail network is poised for growth with has the potential to improve the livability of the 2015 North Stillaguamish Valley Economic Arlington. By creating a transportation network Redevelopment Plan,and recent investments by that supports multiple modes of transportation, the City in its trail connections. Such planning the application of Complete Streets principles and investments create opportunities for can help to increase access to and the safety of Arlington to retain its hometown feel and meet all transportation options.As Arlington its mobility needs by taking a Complete Streets community members and visitors are safer and approach. feel more comfortable biking,walking, or taking transit,more travelers will choose a mode of City of Arlington,Council Agenda Bill,Item WS#3 Attachment E,Resolution for Complete Streets Program:November 13,2017. 5 ARLINGTON CO!k4PLETT STREETS PLAN I November 2018 transportation other than a personal vehicle. At a transportation equity and providing economic community-wide level,these individual opportunity for non-auto users. transportation choices can collectively reduce vehicle traffic congestion and associated air Applying the Complete Streets approach to quality concerns. By accommodating and existing and new roadways can support existing encouraging active modes of transportation— historic characteristics, create new connections through walking to a bus stop or biking to between neighborhoods, and plans for work—Complete Streets also support public development and growth. Complete Streets also health and active living goals. helps the City better accommodate and coordinate public investments like streetlights, street trees, stormwater infiltration,and utility corridors. Through the implementation of the Complete Streets Policy,the City will not only improve the safety of the transportation system but ensures that streets and public rights-of-way better serve the community. 1.2 Complete Streets Program The City of Arlington committed to developing and enacting a city-wide Complete Streets program in November 2017. As outlined in the City's Complete Streets Resolution,the purpose of Arlington's Complete Streets program is to: f ...[create] a true multimodal transportation network that is designed and operated to be sgfi,. comjinrtable, and convenient fior till users—pedestrians, bicyclists, motorists and transit rides of all ages and abilities. Complete Streets is also about transforming sheets into environments that provide for a sense of'belonging and engagement and ultimately creating a more livable commninity. Figure 2. Downtown Arlington 1.2.1 Complete Streets Policy Communities where mobility is primarily Summary focused on automobile connectivity creates Arlington's Resolution calls for the City to challenges for citizens to walk, bike, or take develop a multimodal transportation plan that transit. This often disproportionally affects low meets the needs and abilities of roadway users of income,minorities,the elderly,and people with all ages and abilities. The Resolution also disabilities. Implementation of the Complete highlights the City's identified need to Streets Policy will work towards creating accommodate pedestrians,bicyclists,transit users, motorists, emergency responders,and 6 ARLINGTON CWOPLETE STREETS PLAN I November 2018 freight providers on its transportation network. create complete,safe, equitable, Finally,the Resolution called on the Department integrated systems for all modes of of Public Works and Department of Community travel. and Economic to work collaboratively on • All projects, public or private,permitted preparing a Complete Streets Program for the within the City of Arlington shall utilize Council's consideration by November 2018. The the Complete Streets Checklist and Program is to include: adhere to the Complete Streets Policy and Design Standards included within. • Metrics for all modes of transportation • This vision was used as a guide based on local connectivity assessments throughout the development process to for pedestrian, bicycle,transit,and automobile travel;and, ensure the final policy met the intent for • Specific design standard details with all City of Arlington citizens. Public Rights-of Way requirements such as Low Impact Development • As outlined in the 2017 resolution the • Storm water facilities,utility placement, policy is intended to serve `people of all street lighting, landscaping. ages and abilities, including children, The Complete Streets Policy includes youth,families, older adults, and procedures and design standards to ensure all individuals with disabilities" Safety and new and redesigned projects include elements to gap improvements have been identified address all users. Each of the following elements to increase accessibility for all users. were considered. Additionally,the policy was created to consider the needs of all people including vulnerable or • The vision of the City of Arlington underrepresented populations, by Complete Streets Policy as outlined in focusing on connecting all modes of the 2017 resolution states "a transportation to diverse residential transportation system that encourages areas. The policy seeks to increase healthy, active living;promotes transit coverage in areas of existing and transportation options and independent future multifamily developments, large mobility; increases community safety employment centers,schools,and and access to healthy food, reduces commercial areas. When considering environmental impact; mitigates climate public complete streets projects the City change; and supports greater social shall prioritize vulnerable users or interaction and community identity by neighborhoods historically providing safe and convenient travel underinvested, identified through along and across streets through a Snohomish County census data. comprehensive, integrated transportation network for pedestrians, bicyclists,public transportation riders 0 In order to ensure all projects and phases and drivers, motor-vehicle drivers.... " are included the City put together a team of planners, engineers,council • The policy aims to create a complete, members,maintenance staff, and connected network for the following modes of traffic; pedestrians, cyclists, administration to advise and direct the transit riders, and motorists. Each mode planning of the policy. has been looked at independently and • The Complete Streets Checklist was improvement plans have been drafted to created and will be required on all 7 ARLINGTON COIMPLETE STREETS PLAN I November 2018 projects to ensure consistency with the o User prohibited corridors as policy on all levels for all projects. This specified by City planning includes working with Public Works and documents. Maintenance to ensure all city maintenance projects such as resurfacing, or restriping consider the • All projects, public or private, permitted needs of all users. within the City will be required to • The City has included changes to the include the Complete Streets Checklist right of way permitting procedures to with the permit application in order to ensure all users are considered when demonstrate adherence to the Complete considering temporary traffic control Streets Policy. plans. • The Completes Streets Policy has been created with interagency coordination 4 ' �•�-'_}�a s;fizz i� �' �'•ti 1��=�'I>�ri��; and is intended to be a tool for • The complete streets checklist details continued coordination with State, requirements, outlines variance County,Health, Community Transit, procedures, and is a requirement of all Public Works, Planning,City Council, project applications. It utilizes the Administration, and housing,bicycle existing City of Arlington variance and pedestrian groups. procedure for evaluation of exceptions. The existing variance procedure requires public notification and can only be • The Complete Streets Policy includes approved by the Director of Community Design Standards for current best and Economic Development based on management practices. It also details clear and acceptable justification. design components for key complete • Acceptable Justifications for Complete street corridors within the City and Streets Variances would be limited to; includes typical sections commonly o Routine maintenance of the right of proposed for commercial, industrial, and way that does not change the residential areas. roadway geometry or operations, • All new project applications received such as mowing, sweeping, and spot after implementation of this policy will repair. be required to follow the proposed o Emergency repairs that require Design Standards. immediate rapid response may be , ,3ii3 ':ba` ?ifil, I,-)III k; 4' justifiable,however improvements should still be considered if The City has implemented a set of possible.Temporary mixed use regulations intended to work accommodations for all existing in conjunction with the Complete Streets modes of travel are still required. Policy. In addition to adoption of the o The cost of accommodation is Design Standards within the Complete excessively disproportionate to the Streets Policy the City plans updates to the Engineering Design Standards and need or probable use. Standard Plans within the next year. o A documented absence of current . The Policy intends to consider existing and future need can be demonstrated. and proposed community context in design guidance and mitigate for unintended consequences such as involuntary displacement. The 8 ARLINGTON COMPLETE STREETS PLAN I November 2018 Horizontal Mixed-Use Regulations are a health. The same criteria will be used in key component of mitigation by creating evaluation of transportation projects economically diverse, walkable, from adoption of the policy moving complete, communities. forward. • Specific performance measures have • Prior to development of the Complete been incorporated into the Policy Streets Policy the Horizontal Mixed-Use including;pedestrian improvements, Regulations were adopted to create bicycle improvements, connectivity, communities complementary to transit improvements,vehicle metrics, Complete Streets. health, safety, economics,and The Policy includes immediate changes community. to permitting policy including • Detailed performance measures have implementation of the Complete Streets been created and assigned to the Checklist and updating the Right of appropriate department for near and Way procedures for specific measures to long-term reporting. This allows review accommodate all users. of the program and creates the ability to • Engineering Design Standards and improve or adjust as needed to ensure Standard Plans will be updated within the policy continues to meet the intent the next year. and vision as stated above. • Annual reporting will be required in • The Policy shall include evaluation of conjunction with staff training and equity measures by reporting and updates as necessary to ensure the plan comparing improvements within remains up to date and aligned with the identified target areas to improvements Complete Streets goals. within other areas of the City. • The existing Complete Streets advisory • Near-term measures will be collected committee,under the direction of annually, long-term measures are to be Community and Economic collected every six years. Community Development, is to remain engaged and and Economic Development will be responsible for reporting,training, and responsible for collecting data from the updating the Complete Streets Policy. appropriate departments and creating Representation includes,City annual reports. Performance measures Administration, Community and shall be published annually and made Economic Development, city council, available to the public on the City design review,public works, GIS, website. planners,engineers, and maintenance staff. I'. ,� � ; ,.,, i ,_.iss ; t pit, �'� • The Complete Streets advisory • Through the process of creating the committee will be responsible for Complete Streets Policy,the City has providing updated information to the identified a significant number of City's Communications Department to Complete Streets projects aimed at keep the website up to date with new increasing connectivity within our information,community input,and communities.The Policy has also public outreach. established criteria for prioritization of projects which include safety, equity, cost effectiveness, connectivity, and 9 ARLINGTON COMPLETE STREErs PLAN I November 2018 1.2.2 Complete Streets Design Resolution specifically calls out pedestrian, Standards bicycle,transit,and auto connectivity as starting The standards outlined in the Complete Streets points for Complete Streets metrics. In addition Policy(this document)are intended to facilitate to the connectivity-focused metrics required by the design and construction of a street network the Policy,this Plan recommends that the City that better accommodates all transportation establish near-term input activity-based modes and users in the city. This document performance measures. The performance provides standards for street and right-of-way measures can be used to track the City's features that affect user safety, speed, and implementation of the Complete Streets Policy comfort. The design standards are discussed in and this Plan, and progress towards the Policy- Chapter 3. required multimodal connectivity metrics. The near-term performance measures should be The combination of street design parameters connected to and updated based on future (number of travel lanes, lane widths, medians, updates to the Complete Streets Policy, and on-street parking, and bikeways)with pedestrian funding and staffing resource levels. zone parameters (building setback, sidewalk width,pedestrian clear space, landscape buffers, Performance measures and metrics should be and street furnishings)will result in a safer easy and inexpensive to collect and calculate and transportation network for all users. guide the City's progress towards achieving the Complete Streets Policy's vision. Prior to 1.2.3 Complete Streets committing to the below recommended Implementation performance measures and metrics,the City The Complete Street Policy and this Plan apply should determine what data is readily available to all public and private street design, or can easily be collected. In addition to data the construction, and retrofit projects managed and City already collects, the City will likely need to implemented by the City of Arlington initiated use data collected by other agencies, such as the after this Plan's adoption,except in unusual or U.S. Census,Community Transit, and the extraordinary circumstances. Following the County and State Departments of City's adoption of this Plan, all street and right- Transportation. of-way projects will refer to the process,design 1- standards outlined in Chapter 3 of this document Near-term performance measures are used to to the extent feasible. track and measure the City's actions and The Policy includes required use of The Complete Streets investments. They should be Complete Streets Checklist for all permitted tracked and reported on an annual basis. The projects within the City. The Checklist walks annual report should be presented to the City project managers through the steps required to Council and posted on the City's Complete ensure the project addresses all users for each Streets webpage. mode of transportation.Key to the checklist is . Miles of new and improved sidewalks the supporting planning documents contained . Miles of new and improved bicycle facilities within. • Number of new and improved accessible transit stops(required by the Complete Streets Policy) 1.2.4 Program Evaluation Metries . Number of and percentage of projects Arlington's Complete Streets Policy requires the granted exceptions from the Complete development of connectivity-focused metrics Streets Policy across all modes of transportation. The 10 ARLINGTON COiYIPLETE STREETS PLAN I November 2018 • Number of new and improved intersection • Six-year change in bus boardings in pedestrian crosswalks Arlington • Number of new and improved mid-block Vehicle Metrics pedestrian crossings • Vehicular Connectivity Over time,the City should provide annual and • SOV commute mode share six-year targets for these input measures.The • Six-year change in SOV commute mode annual and six-year targets should be in alignment with the City's annual budget and Six share Year Transportation Improvement Plan. Community iYletrics 1,ta�SSa a `7 dt� 6 Community Connectivity While near-term performance measures are • Mean travel time to work related to project delivery and workloads, long- • Six-year change in the mean travel time term Connectivity Metrics measure changes in to work the network's performance and in the • Percentage of workers with commutes community's behavior. The following long-term 30, 60 minutes or greater connectivity metrics should be tracked and . Six-year percentage change in the reported on every six years following the percentage of workers with commutes adoption of this Plan. The report should be 30, 60 minutes or greater presented to the City Council and posted on the City's Complete Streets webpage following its Economic Metrics development. . Commercial vacancy rate The six-year timeline was proposed to align the a Six-year percentage change of City's six-year TIP schedule.A longer time commercial use vacancy rate frame(18 or 30 years, or another 6-year mark) Community Health Metrics may be better for achieving a significant mode shift. Six-year percentage change of adults who participate in 30 minutes of Pedestrian fletrics moderate physical activity per day,five • Pedestrian Connectivity days a week • Walking commute mode share • Six-year percentage change of youth • Six-year change in walking commute who participate in 30 minutes of mode share moderate physical activity per day,five Bicycle Illelr•ics days a week • Bicycling Connectivity Safety Metrics • Bicycling commute mode share • Average annual reported traffic fatalities • Six-year change in bicycling commute and serious injuries(all modes) mode share • Six-year change in average annual Transit Metrics reported traffic fatalities and serious • Transit Connectivity injuries(all modes) • Transit commute mode share • Average annual reported pedestrian and • Six-year change in transit commute bicyclist fatalities and serious injuries mode share • Six-year change in average annual • Number of bus boardings in Arlington reported pedestrian and bicyclist fatalities and serious injuries 11 ARLINGTON COMPLETE STREETS PLAN I November 2018 The target goals should be established for the Streets Advisory Committee should focus on long-term connectivity metrics based off initial integrating this Plan's primary products,the data for the near-term metrics, and available Complete Streets Checklist and Streets Design funding for planning, project development, and Framework, into the departments' project maintenance and operation activities. The long- development processes. The Complete Street term connectivity metrics' goals should be Advisory Committee should also establish updated every six years in alignment with the annual reporting and training standards. City's Six Year Transportation Improvement Reporting shall include updates on performance Plan. measures, changes needed to improve the Policy and maintain current on best available science and design standards. Results will be shared 1.2.5 Ongoing program Oversight and with the community on the City's website,with Reporting staff,and with the City Council. Implementing the Complete Streets policy and developing the Complete Streets Policy will require significant coordination between the 1.3 Complete Streets Background Community and Economic Development, Public Works, and Maintenance and Operations departments. Other departments and key staff 1 .3.1 Safety Benefits of Complete members will also need to be integrated into the Streets planning,operation, and maintenance decision- According to the U.S. Department of making processes. For example,the Airport Transportation,bicyclist and pedestrian injuries Department, Community Revitalization Project and fatalities have"steadily increased"since Manager, Finance Department, Police 2009, "at a rate higher than motor vehicle Department, and Fire Department all play fatalities.z"Nationwide, pedestrian and bicyclist important roles in managing the City's built fatalities have not only increased overall, but environment and transportation network. also as a share of all fatalities. For example, pedestrian fatalities increased by 25 percent From the launch of this Plan's development,the from 2010 to 2015,while traffic fatalities overall needs and viewpoints of multiple departments increased only 6 percent.' The causes underlying were recognized and considered through the this increase are not well understood,but are work on an internal Complete Streets Advisory likely due to a combination of factors including Committee of elected and appointed officials, sociodemographic changes(the shift in physical and City Staff members who represent multiple and cognitive abilities of particular generations, departments and teams. The Complete Streets such as the baby boomers,as they age), Advisory Committee met monthly to review and increased exposure(i.e.,more people walking provide feedback on the Plan's development and and driving), unsafe walking and bicycling project deliverables. The Complete Streets environments, and unsafe behaviors such as Advisory Committee should continue to serve as impaired or distracted driving, bicycling and the Policy's oversight body following the Plan's walking. adoption. In this updated role,the Complete 'U.S.Department of Transportation. "U.S. room/us-transrortation-secretary-foxx-anttounces- Transportation Secretary Foxx Announces New new-initiative-enhance-gedestrian-and. Initiative to Enhance Pedestrian and Bicycle Safety." 'Governors Highway Safety Association."Pedestrian U.S.Department of Transportation, September 10, Traffic Fatalities by State."N.d. 2014. liups://www.transportation.!-,ov/brieflng; littps:HwwNv.glisa.ora/sites/default/riles/2017- 03/2017ped FINAL 4.pdf 12 ARHNGTON COMPLETE STREETS PLAN I November 2018 Fire Department saw a 10 percent increase in the number of incident calls received from 2015 to n 2017. Reducing the number of traffic crashes in r Arlington will improve the Police Department's and the Fire Department's ability to respond to other emergencies within the community and to meet the Departments' response time goals.',9 1.3.2 Economic Benefits of Complete Streets Figure 3. Biking in Arlington Smart Growth America has found that Complete In recent years, considerable progress has been Streets projects have helped communities realize made in identifying effective approaches for several economic benefits. The Safer Streets, reducing crash risk for pedestrians and Stronger Economies 2015 report analyzed data bicyclists.'.'Research has also shown that from 37 Complete Streets projects in the United planning for and implementing facilities to States and found the following economic increase the safety of people who bicycle and benefits10: walk will improve safety for drivers and transit users.'Additionally,motorists feel more • Increased economic development: the study found that more people were employed comfortable driving when bicyclists have a along Complete Streets projects after a defined space on a road, compared to scenarios where they share space with bicyclists.'These project was completed than before. studies show how planning for people who walk Additionally,these projects found an increase in new businesses,higher property or bike benefits all users, especially those with values, and an increase in private investment the greatest risk of suffering an injury or fatality . Increased multimodal travel: for nearly all when involved in a crash. Complete Streets projects there was a Roadway safety improvement will benefit not resulting increase in biking,walking and only those out on the road,but also first transit trips. These modes themselves have responders and the community. Arlington's proven economic benefits in offsetting Police Department has experienced an 18 health costs, increased consumer spending, percent increase in the total number of service calls received from 2012 to 2016. Arlington's 'Federal Highway Administration."Pedestrian g Arlington Police Department,Annual Report 2016 Safety Guide and Countermeasure Selection System 2016. (PEDSAFE)." littps://wmv.arl i ng totiwa.Mv/A rch iveCenter/V iewFi I 'Federal Highway Administration. "Bicycle Safety a/item/80, Guide and Countermeasure Selection System 'Arlington Fire Department,Annual Report of (BIKESAFE)." Service Level Objectives(RCW 52.33.020). 2017. 6 Wesley Marshall and Norman Garrick.Evidence on https:/hvww.arlinptotiwa.gov/DocumentCenter/View/ Why Bicycle-Friendly Cities Are Safer for All Road 1205/Arlington-Fire-Department-Annual-Report-of Users,Environmental Practice 13, no. 1,2011,p. 16— Service-Level-Objectives-2017, 27. 10 Smart Growth America,"Safer Streets,Stronger 'Rebecca Sanders. "Roadway Design Preferences Economies."March 2015. Among Drivers and Bicyclists in the Bay Area."93rd smartgrowthanieriea.orgZresourees/evaluating= Annual Meeting of the Transportation Research complete-streets-12roiects-a-p-uide-for-practitioners/ Board,Washington,D.C,2014. 13 ARLINGTON C0kIPLETE STREETS PLAN I November 2018 property values,and lower individual prevent them from driving. Furthermore, as the transportation costs.' population ages,the need for safe and accessible • Lower project costs: 74 percent of projects alternatives to driving will increase. Older adults cost less than an average normal-cost arterial who no longer feel safe driving, or do not have and 97%cost less per mile than construction the physical or financial ability to drive, should of an average high-cost arterial. not be limited from performing their daily • Lower crash-related costs: 70percent of activities.Like everyone else, people without a projects saw a reduction in the number of car have jobs, attend school,go grocery collisions and 56%of projects experienced a shopping,and need to get around to perform a reduction in injuries after their Complete variety of other functions to fully participate in Streets improvements. These improvements society. As a result,transit,walking, and collectively averted$18.1 million in total bicycling fill an important role in the overall collision costs in one year. transportation system by offering mobility Complete Streets improvements will enhance the options for people without cars. Improvements way that Arlington community members see and for these modes offer significant benefits. experience their neighborhoods and connect Bicycling is an affordable and convenient means neighborhoods across the City. of transportation for people who do not drive but is largely underutilized. Arlington residents take more single occupancy 1 .3.3 Accessibility and Mobility vehicle(SOV)trips to work and have longer Benefits of Complete Streets commutes than the average Washington state Active transportation options contribute to a more equitable transportation system by -' reducing accessibility barriers for people who do not have access to a vehicle or do not drive,by ' providing healthier travel options for all, and by shifting trip modes and reducing roadway = .F congestion. While nine percent of American _ households did not own or have access to a vehicle in 2016,only 2.1 percent of Arlington - households reported not having a vehicle.",13,14 While some people choose to live without a car, others do not have a choice due to age,financial Figure 4.Walking in Arlington reasons,physical or mental conditions that worker. In 2016, 83.5 percent of Arlington's '1 Vibrant Northeast Ohio Sustainable Communities Their Own Vehicle."2014. Consortium Initiative,"Vibrant NEO 2040." http://www.umtri.umich.edu/what-were- February 2014.Pg. 149-151.vibrantneo.orehvp- doing/news/hitchin-ride-fewer-ameri can s-have-their- content/uploads/2014/03/VibrantNEO EconomicBen own-vehicle. etitsot'CompleteStreets.0f 14 U.S.Census Bureau. 2012-2016 American 12 Governing the States and Localities."Car Community Survey,"Means of Transportation to Ownership in U.S.Cities Data and Map."N.d., Work by Selected Characteristics." Accessed January 30,2018. littl2s://factfinder.census.gov/faces/tableseivices/jsf/u http://ivww.eoverniiig.com/gov-data/car-ownership- des/productview.xhtml?pid=ACS 16 5YR S0802& numbers-of=vehicles-by-city-mat)_html prodType=table. 13 University of Michigan Transportation Research Institute."Hitchin' a Ride:Fewer Americans Have 14 ARLINGTON COMPLETE STREETS PLAN I November 2018 residents drove to work alone. Arlington's SOV l.3.4 Health Benefits of Complete mode share is higher than that for Snohomish Streets County, 75 percent, and Washington State's, Americans suffer 1.5 million heart attacks and 72.3 percent. In addition to having a strokes each year, both of which can be caused significantly higher SOV mode share,Arlington by the leading cause of death,heart disease." resident's mean travel time to work, 30.5 This staggering number contributes to$320 minutes, is greater than the statewide average of billion in annual healthcare costs and lost 26.7 minutes.In Arlington,48.5 percent of productivity caused by cardiovascular disease. residents' commute for 30 minutes or more to These numbers are expected to rise to more than work,while only 38.1 percent of workers $818 billion in medical costs and$275 billion in statewide commute for 30 minutes or more to lost productivity by 2030. Heart disease in the work. Almost 14 percent of Arlington's second leading cause of death in Snohomish residents commute 60 minutes or more to work. County(154.6 per 100,00 deaths).18 The costs of long commutes are significant on not only the individual work's mental and Individuals who have obesity are at a higher risk physical health,but also on their families and of suffering from cardiovascular diseases, high communities are they have less time to socialize blood pressure,diabetes,strokes, clinical and participate in family and community life. depression, and other chronic diseases.1 ,20 Longer commutes are associated with higher Obesity is caused by a variety of factors blood pressure, greater body mass index,and including dietary patterns, activity levels, lower levels of physical activity.15 In fact, a medications, and genetics.2' In 20l 7,29 percent 2004 study found that each additional hour daily of adults were self-reported as obese,and 11 hour spent in a car is associated with a 6 percent increase in the likelihood of obesity.16 percent of youth were diagnosed with obesity in 2013 within Snohomish County. The county's obesity rate is higher than Washington's statewide average of 27 percent.22 The county's adult obesity rate doubles between 1994 and is Hoehner,Christine M.,et al. "Commuting distance, 19 U.S.Department of Health and Human Services, cardiorespiratory fitness,and metabolic risk." Managing Overweight and Obesity in Adults. 2013. American journal of preventive medicine 42.6 httos:/hvww.nhlbi.niii.gov/sites/default/files/inedia/d (2012): 571-578. ocs/obesity-evidence-review.pd f. 16 Frank,Lawrence D.,Martin A.Andresen,and "National Institutes of Health, Clinical Guidelines Thomas L. Schmid. "Obesity relationships with on the Identification, Evaluation, and Treatment of community design,physical activity,and time spent Overweight and Obesity in Adults: The Evidence in cars." American journal of preventive medicine Report. 1998. 27.2(2004): 87-96. Mips://www.nlilbi.niii.gov/files/docs/atiidelines/ob e "Center for Disease Control and Prevention dlns.pdf. Foundation. "Heart Disease and Stroke Cost America 21 Centers for Disease Control and Prevention, Nearly$1 Billion a Day in Medical Costs, Lost "Overweight&Obesity:Adult Obesity Causes& Productivity."2015. Consequences."Accessed 07/13/2018. https://www.cdcfoundation.org/pr/2015/heart- Itttps://www.cdc.gov/obesitadult/causes.html. disease-and-stroke-cost-america-nearly-l-billion- 22 Robert Wood Johnson Foundation,"County Health day-medical-costs-lost-productivity Rankings&Reports,"Accessed 07/13/2018. "Snohomish Health District, The Health of littp:Hwww.countyliealthrankings.org/app/colorado/2 Snohomish County: Community Report Card. 2013. 017/meastu-e/factors/70/data. http://N"vw.stiolid.org/Portals/O/Snohd/L i vi ne/fi les/A ssessmentResultsFINAL8x I[.Rd 15 ARLINGTON COMPLETE STREETS PLAN I November 2018 2010, and the youth obesity rate increase 18 percent between 2002 and 2010.21 Physical inactivity is an important risk factor for heart disease and obesity. While the Centers for Disease Control and Prevention recommends a minimum of 30 minutes of moderate physical activity per day,five days a week, 50 percent of Snohomish County adults and 77 percent of youth did not meet this minimum in 2010.21,25 In Snohomish County, 18 percent of adults in 2017 ` reported not participating in any leisure-time Washington Figure 5.Walking in Arlington forms of physical activity, such as walking, state had a 7.0 jogging, or bicycling for recreational purposes. average daily PM 2.5 density in 2017.30 Elevated 26,27 pollution levels can negatively impact older adults, children, and those with asthma. In 2017, over 13,000 youth and 59,000 adults were 1.3.5 Environmental Benefits of diagnosed with asthma.31 Shifting trips from Complete Streets motor vehicles to active modes would reduce air Transportation is responsible for 27 percent of Pollution and associated health impacts, greenhouse gas emissions in the U.S and benefitting disadvantaged communities as a contributes to respiratory complications,such as result. asthma.28 A study completed by the University of Southern California,found that at least eight percent of 300,000 cases of childhood asthma in Los Angeles County can be attributed to homes within 250 feet of a major roadway.29 Snohomish County had a 9.1 average daily density of fine particulate matter in micrograms per cubic meter(PM2.5) in 2017. In comparison, 27 Snohomish Health District, The Health of 28 U.S.Environmental Protection Agency. "Help Snohomish County: Community Report Card. 2013. Make Transportation Greener,Overviews and http:/hv%yw.snohd.oriVPortals/O/Snohd/Living/filcs/A Factsheets." US EPA, September 24,2015. ssessmentResultsF I N A L8x I I.pdF. https://www.epa.gov/greenvehicies/help-make- 24 The State of Obesity. "Physical Inactivity in the transportation-greener United States."N.d.,Accessed 01/30/2018. 29 Scientific American."Breathe Wheezy:Traffic https://stateofobesity.org/physical-inactivity/ Pollution Not Only Worsens Asthma,but May Cause 25 Snohomish Health District, The Health of It."Scientific American,n.d., Snohomish County: Community Report Card. 2013. https://www.scientificamerican.com/article/traffic- http:/hvww.snohd.org/Portals/O/Snohd/Livin riilcs/A pollution-and-asthma/ ssessmentResultsFINAL8x I I.ndf. 30 Robert Wood Johnson Foundation,"County Health "Robert Wood Johnson Foundation,"County Health Rankings&Reports,"Accessed 07/13/2018. Rankings&Reports,"Accessed 07/13/2018. http://www.countyliealtlirankings.orp/at)p/colorado/2 http://www.countyhealthrankings.org/app/colorado/2 017/measure/factors/70/data. 0 1 7/measure/factors/70/data " American Lung Association,"State of the Air." 27 In 2017, 17 percent of adults in Washington State Accessed 07/13/2018.http://www.lung.orglour- did not participate in any leisure-time physical initiatives/healthy-air/sota/city- activities. rankings/states/washingtoii/snohomish.html. 16 ARLINGI-ON COMPLETE STREETS PLAN I November 2018 Smokey Point 1.3.6 Economic and Equity Considerations East of Stillaguamish Ave Based on census data it is possible to identify the • Neighborhoods around the Arlington location of underserved populations in the Airport • Old Town near SR530 Arlington area, in order to show where Kent-Prairie Neighborhood Complete Streets projects could provide a larger benefit to the residents. See 2016 census summary maps below, Figures In an effort to work towards transportation 5-10, for supporting documentation. equity for underserved populations we have examined census data for the city based on income, poverty, and race. The City will utilize this information when prioritizing projects. Giving higher priority to projects in areas of lower income or higher concentrations of underserved populations. Based on the information the following areas should be looked at as priority areas: f 7 8iN ST NW I HEICrN�s { •. 136TN 5i NE E U `pP"ffR NIWY E ��1 SR Sic h,3 '•� ��_�9t.ti�• I WAND OR �,��- 1053508 := -053504, 053101 r I TH ST?a 1 Arlington arFat ` 053 09\ 053507 lu 053102 IS1L14\T., Figure 6. Census Tracts— 2010.Source: Snohomish County 17 ARLINGTON COMPLETE STREETS PLAN November 2018 2016 Amenwo Community Survey(6-Year Summary) Snohoinish Cotuity,Washington:Poverty Status or.0u14on"oftrn ik .-T1 ftNue M1 nlnnnnrrq r1 rtr—1.mrnrin Other Areas In Snohomish County,Washinglon ll 3 POs¢ny Slalus 151%(2016) � nrt�jy�nrl PeveRy Strtua •Yore Iran 23 01, '� 1 Si •21 0%-I90% 1 110%-150% _ 150%-1305: ? h •1301,-110% 71 •It Ops-90% •0e3s than 30k ��-��W��—Iije 11�11 r1..— — I .�� 1 I N14 1 rtgure y. mach ropwaaon Figure 7. Poverty status,Arlington 2016 Amerman Community Survey(5-Year Summaryl Snohomish Comity,Washington:Median Household Income Mani-household Income in me past 12 months(in 2016 mllalion ad)used dollars) Other Areas in Snohomish County,Washington J 3 Median rlousehuld income$65.322(2016) + At n9ton Motu—Meuseheld Ineome 1 IIIpI`\ r 1•Less man 130K t 53GK-535K 11 e S1K-510K r 111K-115K 51`.K-550K •550K-S55K + •WK-560K 1yry hu. Arlin ICM Y •$60K-S55KNA + Mvn1C10+1 AhPF1 •rAOieNan 565K ^ � I, / Figure 8.Median Household Income,Arlington 18 ARLINGTON CONAPLETE STREETS PLAN November 2018 J� r-opulation —panic 17.34%(20161 �'QUOU.on `3facx 12.6%(2016( Population:Hispanic PoptdMlom Slack •tH1 Taft it C s •1111 Yy a�kt ••>024.13-V4 •704 s0°e 110R-1$0% ••411,-2t C4 • }0.t•1701i •cfaa 1w:,0tt •va�ra�r40!t aA nW Figure 8. Hispanic Population Figure9. Black Population U S Population Amencan Indian 0.8%(2016) + t - -—Pioneer-4wy F 1)N sArlington �F W I'l. . Population:American Indian i Less than Dc,� •-05,e-00% • 0O`",-0_ak D Saa_t 09k + m 1°.5r-20� lo!w Arlinglon � r 201v-2511� P1un:cipalAnuurt u (,7 t.lOfe than 2 5;6 It NcaJ'- --3lN:.r taENlcA k Figure 10. American Indian Population 19 ARLINGTON COMPLETE STREETS PLAN I November 2018 Poverty Status American Indian Population Based on Figure 6-7,the City of Arlington the The City is home to a las aer percentage of population is generally above the national American Indians than the US average average for poverty. The areas that have the population. Based on Figure 10, there are largest concentration of poverty within city neighhorhoods that should he considered in limits are the Smokey Point and Arlington prioritization. The area east of Stillaguamish Airport areas.32 Ave and Smokey Point have the highest populations ofAmerican Indian households. Median Household Income Within the City of Arlington median household 1.4 Case Studies income is$66,615,which is higher than the A detailed review of Complete Streets policies national median of$55,322. Based on the map and plans from 13 communities was conducted above there are areas of income below national to inform the recommendations of the Plan. The averages that should be considered in communities were selected from Washington prioritization. The area east of Stillaguamish State's Transportation Improvement Board Ave is the lowest within city limits, followed by (TIB)Complete Streets Award eligibility list," the Old Town neighborhood near SR 530,the and the National Complete Streets Coalition's Kent-Prairie neighborhood, and Smokey Point (NCSC)Complete Streets Policy atlas.34 The west of Smokey Point Boulevard. case study includes both Arlington's neighbors and regional communities, and peer-cities from Hispanic Population across the country,In identifying peer-cities for Based Figure 8,the City does not have an area this evaluation, only communities of a similar of Hispanic population significantly above the population,with a prominent municipal airport, US Hispanic population of 17.3%. There is no and located approximately one hour away from a recommendation of prioritization based on this large employment center(such as the City of information. Seattle)were considered. A list of the case study communities and summaries of the communities' Complete Black Population Streets policies and plans are provided in Based Figure 9,the City does not have an area Appendix J. The case studies are organized of black population significantly above the US based on their location,with Washington black population of 12.6%. There is no locations listed first,and then by 2016 recommendation of prioritization based on this population size. The format of each individual information. case study includes: • Structure of the policy, plan, or design guideline • Implementation elements is Source: "TIB Complete Streets Funding Award webpage: www.tib.wa.Boy/grants/comp letestrects/completestre hllps://data.thelinteslreralc�!corn/cntterican- ets.cfm.Accessed on 02-19-2018. con:nautili,-sttrveV/.cnohotnislt-cotutl),- "NCSC Complete Streets Policy Atlas: ivashinglon/poverly- www.smartgrowthamerica.ore/program/nat ions I- slalccslj2Qnttlaliott/nunt/05000US5.30611 complete-streets-coalition/policy- development/polite-atlas/. Accessed on 02-19-2018. 20 ARLINGTON COMPLETE STREFTS PLAN I November 2018 • Funding and implementation details post- The City of Arlington has included all ten adoption: this section's depth is correlated to elements recommended in the 2018 criteria. the amount of time since the policy's, plan's A full discussion of the Complete Streets Best or design standards' adoption,the local Practices and Peer Cities review is provided in political will, and available resource levels Appendix J. • Links to the policy, plan,or design guideline 1.4.1 Policy Evaluation Criteria The case studies' Complete Street policies were 1.5 Funding Opportunities evaluated using the National Complete Streets Through a strong Complete Street Plan,the City Coalition/Smart Growth America's(NCSC) of Arlington can leverage local,regional,and Elements of a Complete Streets Policy scores. state funding opportunities to stretch Each year,the NCSC scores and ranks Complete transportation project budgets, and work towards Streets policies adopted during the previous building out a comprehensive and integrated calendar year. The Elements of a Complete transportation network. Streets Policy score considers both the policy's As discussed in Section 2,the Complete Street completeness(does it include all elements of an legislation adopted by the State of Washington ideal policy), and the quality of its language(is incentivizes cities to adopt Complete Street the language strong and clear,with limited policies to be eligible for state grants related to exceptions).NCSC Elements of a Complete Complete Streets projects. In addition,the Puget Streets Policy scores from local and national Sound Regional Council (PSRC) distributes case study communities are included in grant funds and recommends projects for the Appendix J.35," region's biannual Transportation Improvement The NCSC criteria are an important tool to refer Program(TIP).37 The TIP grant criteria to when developing Complete Street policies prioritizes applications that improve walkability, and planning documents, as the framework is bicycle mobility, and access to public transit.38 used for the Washington State Complete Streets With a Complete Streets Policy,the City of grant program, as discussed below in the Arlington can leverage its local resources to be Funding Opportunities section. In January 2018, eligible for these and other funding opportunities the NCSC's criteria were substantially revised to that can stretch local dollars further, and achieve place a greater emphasis on implementation and greater investments for balanced and safer equity. The 2018 criteria will be considered streets, as several of its Washington state peer when developing recommendations for cities have. Arlington's program,but are not cited in the below case study communities as these policies In April 2013, City Council established a and planning documents were adopted prior to Transportation Benefit District(TBD). The TBD the 2018 NCSC criteria's release. serves as a quasi-municipal corporation and independent taxing district that raises funds 3s NCSC scores are not currently available for developed every two years,with updates occurring policies adopted after December 2016. on an annual basis. 36 NCSC does not provide scores for Complete "Puget Sound Regional Council,"2018 Regional Streets plans,or design guidelines and manuals, project Evaluation Criteria for PSRC's FHWA Funds." 37 The Region's TIP is submitted by PSRC to the https://www.psrc.oralsites/deratilt/fics/rpccritcria2O l State,and then to the U.S.Department of 8reeional Fltwa project evaluation criteria.pdf. Transportation for funding approval.The TIP is Accessed:03/06/2018. 21 ARLINGTON COMPLETE STREETS PLAN I November 2018 (through taxes and fees)for pavement impact on health and equity; and, how preservation transportation projects within the the project impacts emissions.39 City's boundaries. The TBD's 2018 workplan • Regional Transportation Improvement includes programming for$1,316,500 in Program (TIP) pavement preservation work. While the current • TIP Projects must be consistent with the TBD statute does not include infrastructure for VISION 2040, PSRC's Regional pedestrians or bicyclists,the ongoing pavement Transportation Plan, and local preservation work is making important updates comprehensive plans. to the roadway system, such 59'Ave NE and E 5" St. Additionally, it can be used in combination with other local funds to implement The Complete Streets Act(House Bill 1071) multimodal improvements. The current TBD establishes policies for consideration of context will expire in 2023 and a subsequent TDB can sensitive design and Complete Streets principles be structured to consider future multimodal for Urban Main Streets and all state highways infrastructure investments to fund identified that run through incorporated towns or cities in needs. Washington. The Act requires that the Washington State Department of Transportation (WSDOT)must consider the needs of all road PSRC, as the Region's Metropolitan Planning users in its design and establishes a process for Organization, delivers several transportation consultation with the local jurisdiction and the programs and administers state and federal public to inform the design. transportation funds at the regional level. Additionally,the region's TIP is used to inform The Act also establishes a grant program for the state level TIP and project eligibility for local governments with the purpose of state-level grant programs. The strengthening of encouraging local governments to adopt the City's Policy through an adopted Complete Complete Streets ordinances and to encourage projects incorporating Complete Streets Streets Policy can help to increase the City's competitiveness for these regional programs, which include: • Federal Highway Administration (FHWA)Funds: The Surface Transportation Program Block Grant Program (STP),and the Congestion Mitigation and Air Quality Improvement Program(CMAQ) • PSRC sets aside 10 percent of the combined STP and CMAQ funds for bicycle and pedestrian priority projects. • PSRC's project eligibility criteria includes how projects support safety, mobility and accessible;what populations are served and the project's 39 Puget Sound Regional Council,"Call for Projects projects-psic-federal-transportation-limds.Accessed: for PSRC Federal Transportation Funds"03/04/2018. 03/06/2018. https://www.psrc.or /whats-happening,/blo call- 22 ARLINGTON CONfPLETE STREETS PLAN I November 2018 • Comprehensive plan/complete streets integration Staff training in complete streets design • Strategic plan/complete streets integration Standards that allow responsiveness to users • Specific modal plans for freight,bicycles and Budget prioritization of complete streets elements pedestrian Evidence of past implementation • ADA transition plan adoption o Clearly apparent integration of complete streets • Community engagement regarding design for all users elements • Performance data and statistics about users o History of compliant projects • Operational preparedness for all users and all modes o Multimodal level of service standards o Maintenance o History of actively implementing modal plans a Sweeping o Presence of programs and enforcement of o Striping modal access o Landscape management o Controlling traffic and speed o Pedestrian scale lighting Figure 10.The TIB Indicators of a Well-Integrated Complete Streets Ethic(from the TIB) principles.The Act sets out the criteria for • Funding criteria include a strong "eligible projects,"which include local Complete Streets Policy, integration into government streets or state highways that the Comprehensive Plan,recently "provide street access with all users in mind, completed Complete Streets projects, including pedestrians, bicyclists, and public planned projects, and community transportation users". It also establishes that outreach on street design. eligible local governments must have adopted a • The TIB looks for integration of "jurisdiction-wide complete streets ordinance. Complete Streets thinking beyond a one- The state's adoption of a Complete Streets time policy adoption; specifically, for Policy has resulted in an updated Complete "achievement[s] in planning, designing, Streets approach in WSDOT's roadway design building and involving the community manual and its programs including Safe Routes in design[ing] for all users."42 to School40 and the Bicycle and Pedestrian41 • The TIB considers staff training, programs. The TIB's Complete Streets grant performance data,and adopted ADA program awards grants to cities and counties training plan as local indicators of a with established Complete Streets policies and a "well-integrated Complete Streets proven track-record of planning and ethic."A full list of the TIB's implementing projects using a Complete Streets recognized indicators in included below approach, based on the following: in Figure 6.43 • Award levels include$125,000 for cities • A city or county is eligible for the grant early in the Complete Streets adoption if it has adopted a Complete Streets process and$500,000 for cities and ordinance and does not have an active counties with an established Complete Complete Streets Award(and they must Streets program.44 be nominated by one of the established a A call for nominations for the second nominating partners). round of funding will be issued in 2018 ao Washington State Department of Transportation, 42 Complete Streets Award Program,Washington "Safe Routes to School." State Transportation Improvement Board.05-20- %%7vw.wsdot.wa.gov/Local Programs/Sa feRoutes/. 2016. Accessed 02-21-2018. http://www.tib.wa.g_ov/mrants/completestrects/Compl 41 Washington State Department of Transportation, eteStreetsFrantework.gdf.Accessed 02-21-2018. "Pedestrian and Bicycle Program Funding." 43 Ibid,page 2. www.wsdot.wa.toov/LocalProgranis/A"rP/fimding.ft< 44 In 2017,Everette was awarded$250,000,and m.Accessed 02-21-2018. Bellingham$500,000 for pedestrian improvements. 23 ARLINGTON COIMPLETE STREETS PLAN I November 2018 and will be awarded in 2019. Funds • Tactical urbanism techniques, as part of must be used within 3 years.45 a planning process" ;s +s,ssai;: fundsmay WSDOT also provides the Pedestrian and be used for infrastructure improvements within Bicyclist, and the Safe Routes to School grant two miles of a school and/or local transportation programs,with awards biannually. The 2019- safety programs serving students from 2021 funding period is expected to include kindergarten to 12th grade. The improvements approximately$21 M in state and local funds. must be for improving the safety and/or Only projects that are included in the TIP, or in increasing the number of students walking or progress of being added to the TIB, are deemed biking to school. Establishing walking school eligible for these two grant programs. buses and bicycle trains,"and delivering bicycle and pedestrian educational programming are ° " =aj e'' �t`I t i w"tom i r�' considered eligible education/encouragement funds infrastructure and design projects that activities 48 improve pedestrian and/or bicyclist safety and/or mobility. Eligible infrastructure and design projects include: 1.6 Plan and Policy Review and • Crossing/intersection improvements Recommendations • Traffic calming/speed reduction The City's adopted policies and plans guide • Signage and pavement markings investments in Arlington's transportation • Pedestrian-scale lighting network. These policies and plans include • On-road bicycle facilities comprehensive visions, regional coordination • Bicycle parking facilities efforts, and specific projects and funding levels. • Shared-use paths and trails In addition to these plans,the City Council also • Vehicle speed feedback signs and photo created a Transportation Benefit District(TBD) enforcement in 2013 that provides a designated source of • Sidewalks, sidewalk buffer zones, curbs, transportation funding from taxes and fees. The curb ramps, and gutters TBD seeks to preserve, maintain, and as • Walking and bicycle count programs appropriate,construct or reconstruct • Public engagement and encouragement transportation infrastructure. While the current campaigns TBD statue does not include infrastructure for • Network planning and analysis pedestrian or bicyclists, ongoing pavement • Preliminary right of way acquisition preservation work can be used in combination activities,environmental analysis,and with other local funds to implement multimodal engineering design improvements. 45 Washington State Department of Transportation, www.wsdot.wo.goy/LocalPrograms/saferoutes/callfor "TIB Funding Opportunity—Complete Streets projects.htm.Accessed 03-06-2018. Award." 4'Eligible costs include those related to recruiting httn:/hvww.tib.wa.aoy/grants/completestreets/comple adult leaders,training,and safety equipment. testreets.cfi t.Accessed 02-21-2018. 48 Washington State Department of Transportation, 46 Washington State Department of Transportation, "Call for Projects—Pedestrian and Bicycle Program "Call for Projects—Pedestrian and Bicycle Program and Safe Routes to School. and Safe Routes to School. www.wsdol.wa.wv/Local Proarams/saferoutes/calIfor projects.htm.Accessed 03-06-2018. 24 ARLINGTON COMPLETE STREETS PLAN November 2018 Arlington's current transportation-focused plans and policies provide planning-and design-based guidance for the Complete Streets Policy's (Plan)development and implementation. Arlington's recent planning updates well positions the City to leverage its planning investments for implementing the Complete Streets Policy and this Plan. The transportation policies and plans reviewed include the: • 2015 Comprehensive Plan with 2017 Update • Mixed Use Overlay Development Code • 2018-2023 Six Year Transportation Improvement Plan—Project List • Transportation Benefit District Budgets and Annual Reports(2016 to 2018) • Parks and Recreation Master Plan 2016- 2021 • Emerging Median Planning Guide • Transportation 2035 Plan with 2017 Update • 2017 Arlington and Darrington Revised Community Revitalization Plan • 2015 North Stillaguamish Valley Economic Redevelopment Plan From a review of the nine local and regional transportation-focused policies and plans listed in above, broad community visions and goals, and specific project needs emerged for the Plan's consideration. It is worth noting that the nine plans do reflect current conditions and priorities, as six of the plans were either last updated or adopted in 2017,and the other two plans were either adopted in 2016 or 2015.The frequency of the plans' Complete Street Plan references and recommendations and a full review of the Complete Street planning and policy challenges and opportunities is provided in Appendix I. 25 ARLINGTON COMPLETE STREETS PLAN I November 2018 Table 1. Review of Arlington's Policies and Plans Complete S _ WtPolicy 1 Title Refere 1 1 Wi eret w Complete 3 . Comprehensive Plan(2017 Update) Streets(generally) . Mixed Use Overlay Development Code • 2035 Transportation Plan(2017 Update) Provide Guidance for 3 • Comprehensive Plan(2017 Update) Developing a Complete . 2035 Transportation Plan(2017 Update) Streets Policy • 2016-2023 Parks and Recreation Master Plan Provide Guidance for 6 • Comprehensive Plan(2017 Update) Implementing a Complete . Mixed Use Overlay Development Code Streets Policy(goals or 0 2035 Transportation Plan(2017 Update) program elements) • North Stillaguamish Valley Economic Redevelopment Plan(2015) • Transportation Benrtlt District Planning Documents • 2016-2023 Parks and Recreation Master Plan Outline Steps for 5 • Comprehensive Plan(2017 Update) Implementing a Complete 0 Mixed Use Overlay Development Code Streets Policy(projects) . North Stillaguamish Valley Economic Redevelopment Plan(2015) • 2018-2023 Transportation Improvement Plan List • 2016-2023 Parks and Recreation Master Plan Identify Local 5 • Mixed Use Overlay Development Code Stakeholders for • Arlington and Darrington Revised Community implementing Complete Revitalization Plan(2017) Streets Policy . North Stillaguamish Valley Economic Redevelopment Plan(2015) • 2018-2023 Transportation Improvement Plan List • 2016-2023 Parks and Recreation Master Plan In addition to the eight local and regional plans, Arlington's Roadway Median Planning Guide, still being developed, was also reviewed through discussions with City staff. Once completed, the Median Planning Guide will provide additional guidance for engineers and design professionals in considering appropriate roadway geometrics, and the use of landscaping elements along sidewalks and in medians. 26 ARLINGTON COMPLETE STREETS PLAN I November 2018 1.7 Community Engagement Work Session and Community Workshop on In developing this Plan,the City implemented April 26, 2018. The Work Shop was attended by recommended strategies from a Community Mayor Tolbert,members of the City Council, Engagement Framework(CEF)Plan. The CEF City Staff, and representatives from WSDOT, Plan identified the community engagement Community Transit, and other local and regional purposes, goals, and strategies for this Plan's stakeholders.Members of the public and City development. The CEF Plan's recommendations Staff participated in the Community Workshop, were developed based off conversations with the which included a rotating set of information and City's project management team, a review of feedback boards, and activity tables. A detailed local demographic information, and community summary of the feedback received during the engagement best practices. The recommended Community Workshop is provided in Appendix community engagement purposed was: "to K. Updates on this Plan's development were generate and expand community interest, solicit presented to the City Council and the attending input on ideas, and attain buy-in of the proposed public in March and November 2018. concept."The recommended community The community also engaged with Complete engagement goals were to deliver an inclusive Streets practices through six City-held community engagement process that: Walkshops.During the Walkshops,community • Builds on current efforts of the City and its members gathered and walked with a Project partner agencies and engages input from Team member identifying barriers and City staff and across departments to create a opportunities for improved mobility for all comprehensive and implementable modes, ages, and abilities. The Walkshops Complete Streets Policy; participants identified desired design and • Equitably conducts outreach to residents maintenance improvements for throughout Arlington,embracing diverse sidewalks/walking paths and roadways, and communities; desired behavioral changes among roadway • Promotes fair treatment so that all residents users. The participants shared their desire for: and visitors to Arlington, including all • Safe,wide,and continuous racial, ethnic, and socioeconomic groups, sidewalks/walking paths to beaches, benefit from the project; and, ramps,and bus stop shelters • Ensures the community contributions are • Buffers between the sidewalk/walking considered for incorporation into the final path and the roadway policy Wheel stops between the • Provides ongoing opportunities for sidewalk/walking path and parking areas stakeholders to participate in constructive Sidewalk crossing markings two-way conversations with the project Regular vegetation pruning and surface team. quality maintenance on sidewalks/ Using the CEF Plan,the City delivered a variety walking paths. of in-person and online opportunities for • Lower traffic speeds, especially at community members to learn about the project, intersections engage with the project team, and to provide • Increased separation and markings feedback. In the Spring of 2018,the City between roadways users via bike lanes launched a webpage with a project overview and and marked crosswalks schedule, links to Complete Streets resources, • Increased and additional lighting, more and project contact information. In addition to mid-block crossings, and signs at the online resources,the Project Team hosted a 27 ARLINGTON COMPLETE STREETS PLAN I November 2018 intersections to improve pedestrian Continued community engagement shall include crossings annual reporting made available to the public through the City website,presented to City In addition to the previously mentioned design Council, and shared with City Staff.The and maintenance improvements,the participants Complete Streets Website will remain active identified the need to change roadway behaviors with links to the Improvement Plans allowing to improve the safety and comfort of all users. easy review,comments,and suggestions from Participants suggested additional driver citizens. The Complete Streets Advisory education and engagement around the Committee will continue to solicit feedback and importance of stopping and yielding at communicate with the public about Complete crossings, especially when pedestrians are Streets. present. 28 ARLINGTON COMPLETE STREETS PLAN I November 2018 2.0 Process and Documentation program's implementation spoke to the 2.1 Roles, Responsibilities, and importance of providing efficient services and Coordination using the community's resources effectivity. 2.1.1 City Departments and Divisions The review was conducted based on the City's Implementing the Complete Streets policy and organizational structure as expressed on the developing the Complete Streets Policy will City's internal documents,website, planning require on-going coordination between the documents, and in the biennial budget. The Community and Economic Development, Public departments' missions, functions,relationships Works, and Maintenance and Operations to other departments and divisions were departments. Other departments and key staff analyzed using a mixed approach of considering members will also need to be integrated into the both external communication sources and planning, operation,and maintenance decision- funding priority documents.An additional level making processes. For example,the Airport - of consideration was applied for connecting the Department, Community Revitalization Project departments' missions and functions to the Manager, Finance Department,Police Complete Streets Policy's implementation and Department,and Fire Department all play Plan's development. important roles in managing the City's built environment and transportation network. In From the 22 department and division structures, coordinating the policy's and Plan's plans and budget documents analyzed,the top implementation,the City should leverage department and division opportunities and existing shared goals and priorities between the challenges for developing and implementing the departments and divisions. Complete Streets Program were summarized (see Table 2). A review of the City's departments' and divisions' goals and policies found a high- quality delivery of community members-and customer-facing services, and the efficient and effective use of community resources to be frequently shared top-level priorities. Many of the departments that will be essential in implementing the Complete Streets program have a service-focused mission or vision statement. These departments include, but are not limited to: Fire/EMS,Maintenance and Operation, Police, Community and Economic Development, and the Utilities Department. In addition to the prevalence of service-focused mission and vision statements, nine of the departments and divisions involved with the 29 ARLINGTON COMPLETE STREETS PLAN I November 2018 Table 2. Departmental Challenges and Opportunities Clear mission and vision goals and themes Planning, funding, and implementation connect multiple departments and divisions responsibilities for elements of the healthy, active transportation network are divided-up among three different departments and multiple divisions: Airport, Community and Economic Development, and Public Works The City's budget uses multiple funding sources The City does not currently have a dedicated to support investments in the built environment funding source for improving healthy, active transportation services such as walking, biking, and transit infrastructure, planning or education The departments' and divisions' missions and The departments' and divisions' missions and visions are forward looking and based on growth visions do not currently factor or prioritize the and new developments abilities, accommodations,or needs of vulnerable community members such as specific communities of older adults,people with disabilities, or individuals in low-income households 30 ARLINGTON COMPLETE STREETS PLAN I November 2018 2.1.2 Boards, Commissions, and The missions, functions, relationships to other Committees BCCs, and duties related to a Complete Street In addition to departments and divisions, the Plan were reviewed based on the City Code, City has a system of boards, commissions,and information on the City's website, and in committees(BCCs)that guide the City's planning and budget documents. Based on this planning, policy, and funding decisions. These review the top BCC opportunities and BCCs include the City Council,the Planning challenges were identified for developing and Commission, and the Transportation Benefit implementing the Complete Street Plan: District, along with a network of other citizen- led BCCs. Table 3: BCC Complete Streets Program Development send Implementation Opportunities and Challenges The City's TBD Governing Board is focused on The TBD Governing Board is not currently able transportation items. to program funds from the TBD to maintain or improve conditions expressly for pedestrians, bicyclists,transit riders; or,to make accessible accommodations. The PARC/Tree Board creates a centralized The City does not currently have a designated forum for park-, recreation-and tree-focused public forum, board, commission, or committee to planning efforts and funding discussions. discuss and provide planning and funding recommendations on healthy-active modes of transportation.49 The Youth-Council establishes a cross- The City does not currently require the disciplinary channel for the needs, ideas,and representation of individuals who rely on healthy- collaboration opportunities for the youth to be active modes of transportation for non-recreation discussed and planned. trips, older adults, or people with disabilities on the City's boards, commissions, or committees. a9 The Snohomish County Health District does provide regional programs and service coordination efforts. 31 ARLINGTON COMPLETE STREETS PLAN I November 2018 2.2 Project Development Process Implementing and managing the Complete Streets Policy among the various department, divisions, and BCCs will require defined roles ATE and responsibilities for all stakeholders, and r, EMBED ' REPORTand clear steps for decision-making processes. These CS inititiatives performances processes should include opportunities for into policy, measures plannin ,projects external stakeholder engagement with g0 (Planning and GIS) community members, business and school districts, and state regional, and transit agencies. The project development process outlined in this ADJUST Plan will assist staff in effectively developing supportstaff and and reviewing projects by establishing process initiatives steps and tools, including the Complete Streets (Admin and Finance) Checklist. The primary roles and responsibilities for the Complete Streets Policy's and Program's internal and external stakeholders are provided measures. The departments' leadership will in below in Tables 4 through 6. turn report these performance measures in the department's plans and share them with the 2.2.1 Process Overview City's Administration and Finance departments. The Policy's implementation will be led by the The Administration and Finance Departments Community and Economic Development and will report the performance measures in the Public Works Administration departments. City's key budget documents, such as the Staff from the two departments will work Annual Budget,the CIP, and the Transportation collaboratively to integrate and embed the Benefit Districts' annual plan. Providing regular, Policy's initiatives into the City's policies, data-based reports on the City's Complete plans, and projects. The departments' planning Streets implementation will assist staff in and GIS staff will manage the collection and generating and growing the Policy's and Plan's reporting of the Plan's implementation process needed long-term support from staff, elected based on the Plan's recommended performance officials, and external stakeholders. Table 4. Department and Division Implementation Roles and Responsibilities Departments and Divisions Stakeholder Responsibilities Complete Streets Program Roles Administration Oversees goal and policy attainment, Manages interdepartmental coordination economic development,recreation, for the implementation of the Policy. and communication and public information efforts. 32 ARLINGTON CWAPLETE STREETS PLAN' I November 2018 Provides Policy,Plan,and project information on the City's website and through social media platforms. Integrates the Policy's initiatives into the City's economic development and recreation goals and programs. Airport Manages and maintains the airport Embeds the Complete Streets Policy facilities and grounds. Coordinates initiatives into its pathway maintenance aviation, industrial and commercial operations, improvement project designs, development at the airport. Provides and development planning efforts. security, administrative, and planning services. Maintains approximately 5.5 miles of recreational path;484 street, informational and path signs;4 public restrooms; over 10 miles of fencing including 23 gates(6 of them are automated); and, approximately 2.7 acres of landscaping.Numerous trails,parks and recreational facilities are also located within,connected to, or located near the Airport. Community and Manages the City's development Integrates the Complete Streets Policy Economic permit processes, including building initiatives into the City's development Development permit submittals, plan review permit review and compliance check requirements, civil, rights-of-way, processes. public road closures, developer agreements, easements. Engages with and educates local developers on the City's Complete Streets Oversees the implementation of the program's goals, processes,requirements, Design and Construction guidelines, and opportunities. including the Low Impact Design Manual. Engages in area and corridor planning efforts that promote and strengthen the City's multimodal transportation network. Coordinates across departments to identify, design, and deliver Complete Streets-focused street design, park, and development projects. Manages the data collection and reporting efforts for the Plan's performance measures Finance Coordinates across departments and Develops reporting processes that allow BCCs on the management and departments and BCCs to easily track the reporting of the Transportation 33 ARLINGTON CO+�1PLETE STREETS PLAN I November 2018 Benefit District Budget,the Biennial City's progress in implementing the Budget,Enterprise Funds,Internal Complete Streets Policy initiatives Service Funds, and the Trust and Agency Funds Highlights the City's Complete Streets implementation progress in the City's Provides financial management Transportation Benefit District Budget, support for all departments, CIP, and annual budget including those that oversee the development of plans,policies,and projects that impact the public way Fire/EMS Delivers Fire and EMS response and Coordinates with Community and prevention,including responding to Economic Development,Public Works, traffic collisions and providing and other departments in designing safer medical care for emergency calls streets that produce fewer injuries and property damage Collaborates with Community and Economic Development,Public Works, and other departments in identifying design and operational considerations for Fire/EMS' operation in all roadway environments Human Resources Administers the City's policies, Integrates Complete Streets knowledge training of employees, and the and experience in job postings for employee benefit program positions related to the operation, design, and maintenance of the City's multimodal transportation network Collaborates with City staff to deliver Complete Streets training to all current and new employees Delivers employee benefit programs that promote the use of the IRS' transportation fringe benefit program and multimodal transportation options Legal Provides legal advice to the City's Coordinates closely with BCCs, and the policy makers and program delivery Administration, Community and staff Economic Development, and Public Works, departments in integrating the Complete Streets Policy Initiatives into the City's Comprehensive Plan and Code Participates in regular professional development training opportunities on current best-practice and emerging trends in transportation design, operations, and risk management Library Distributes print digital, and Develops and delivers educational experience-based information programs that support multimodal 34 ARLINGTON COMPI.LTF STRL'CTS PL;VN I November 2018 throughout the community through transportation(e.g. bike maintenance 101, classes, special events, newsletters, how to ride the bus, and the health blogs, and video and audio channels benefits of walking) Maintenance and Maintains and operates the City's Integrates the Complete Streets Policy Operations public spaces, street lights,public initiatives into the its policies and storm drainage system, streets procedures,including: delivering facilities,parks and trails, and pedestrian-oriented lighting fixtures, and airport. Provides street sweeping developing street sweeping operations for services on-street bike facilities Provides a variety of recreational Collaborates with design and planning opportunities for the community and staff across the City on street design visitors. Partners with community projects,and identifying maintenance and providers to deliver activities such as operational needs and impacts on athletic and fitness classes, hobby maintenance and operation resources classes, and educational classes Embeds the Complete Streets Policy initiatives into the planning, design, operation, and maintenance activities for the City's trail and park network Collaborates across departments and with community providers to deliver recreational and educational opportunities that promote safe walking,rolling,and bicycling Police Responds to and delivers Integrates the Complete Streets Policy preventative programming for crimes initiatives into the Department's and emergencies preventative programming and response practices Oversees community-based policing and engagement efforts, including: a Highlights the cost of unsafe streets and volunteer-run bicycle registration traffic collisions, and the City's progress program,the Wipeout Graffiti towards safer streets in the Department's program, a Citizen's Academy, and a annual reports radar trailer for Neighborhood Watches and Business Watches Collaborates with other departments on integrating Rules of the Road and other safe streets initiatives into the Department's bicycle registration program, Citizen Academy, and radar trailer programs Public Works, Oversees the Public Works Integrates the Complete Streets Policy Administration Department's clerical, accounting, initiatives into the Department's financial, administrative, and transportation, utility, operational and management needs. Gathers and maintenance practices maintains the City's engineering and development records Coordinates with planning,design, communication, and operation and 35 ARLINGTON COMPL UE STRFETS PLAN I November 2018 maintenance staff across the City on projects that impact the City's multimodal transportation network Utilizes the project selection criteria for prioritization of Complete Streets projects Public Works, GIS Creates and maintains the City's GIS Maintains the City's GIS data,and /Engineering data.Manages the City's internal and provide regular updates on the City's public-facing GIS products and Complete Streets Policy implementation, mapping services including traffic collision reporting Develops public-facing maps on the City's existing and planned multi-modal transportation network Public Works, Implements the City's Integrates the Complete Streets Policy Transportation Transportation Plan initiatives into projects' design plans, and construction documents and processes Manages the design and construction of City projects, including Capital Updates the City's Engineering Facilities projects, and Standards, including streets and Transportation Benefit District stormwater to reflect the Complete Streets projects Policy's multimodal priorities and initiatives Develops and implements the City's Engineering Design Standards, Coordinates with design,planning,and including streets and stormwater first response staff across departments in the planning, design, and construction of projects that impact the City's multimodal transportation network Public Works, Manages the City's utility services Integrates the Complete Streets Policy Utilities (water,wastewater, and stormwater), initiatives into utility projects' designs and the City's solid waste and and construction practices,and daily recycling program operations of the solid waste and recycling programs Delivers educational training and engagement activities with field employees on safe operational practices in and around multimodal transportation settings. Develops regular training refresher courses for on-road operators Identifies and implements opportunities to improve the safe operation of large vehicles (including Waste Management of Washington's recycling and garbage trucks) 36 ARLINGTON CO,JPLETE STREETS PLAN I November 2018 Table 5. BCCs' Complete Streets Policy Implementation Roles and Responsibilities Responsib lities Complete Streets Program Roles City Council Adopts,amends and repeals Adopts and embeds the Complete Streets ordinances,including Policy initiative as part of the City's 2017 Comprehensive Plan amendments, Comprehensive Plan, and Transportation Zoning Map amendments, and Land Element Use Code amendments Integrates the Complete Streets Policy Serves as the Transportation Benefit initiatives into future oversight decision District Governing Board making processed for the Transportation Benefit District Approves the City's Biennial Budget, which includes funding for the Identifies and allocates funding resources General Fund, Special Revenue to implement the Complete Streets Policy Funds(including the street initiatives maintenance fund),Capital Project Funds(including the Transportation Improvement Fund, and Park Improvement Fund),Enterprise Funds (including the Utility, CIP, and Airport Funds),and Internal Service Funds(including the Public Works Maintenance and Operations Fund) Transportation Adopts an annual budget, develops Integrates the Complete Streets Policy Benefit District an annual work plan with a list of into the Board's reports(e.g. including Governing Board pavement preservation projects metrics on the projects' impact to the multimodal transportation network) Integrates the Complete Streets Policy initiatives into the pavement preservation projects, and annual budget Arlington Planning Provides recommendations and Embeds the Complete Streets Policy Commission / reports to the City Council on initiatives into recommendations for the Design Review ordinances,resolutions, and other City Council's on actions related to Board proposals relating to amendments to Comprehensive Plan amendments,Zoning the City's comprehensive plan, Map amendments, and Land Use Code amendments to the City's land use amendments code,and other matters and subjects referred to in the Revised Code of Integrates complete streets-supportive Washington(RCW)Chapter 35A.63 recommendations and findings into the Commission/Board's review of Special Use Permit appeals, zoning permits, Acts as the City's Design Review Conditional Use Permits, and Land Use Board,reviewing development Requests; and in implementing the Mixed projects for consistency with the Use Overlay Development Code City's design standards 37 ARLING FON COWILLTE STREETS P[,A,\� I November 2018 Arlington Parks, Oversees the preservation, Works with City staff in developing off- Arts and maintenance,and care for 30 acres of street path and trail connections and Recreation public land maintaining the off-street network and Commission facility amenities such as bike parking (PARC)/Tree and washrooms Board Arlington Youth Provides recommendations to the Integrates the Complete Streets Policy Council Mayor and City Council on policies initiatives into the Council's affecting youth in the community, on recommendations to the Mayor and City efforts and activities geared at the Council youth, on funding for youth initiatives Advise City staff on the perspective, needs,and design considerations of young people using the City's multimodal transportation network Arlington Airport Oversees approximately 5.5 miles of Coordinates with City staff on the Commission recreational path; 484 street, implementation of adjacent street and trail informational and path signs;4 projects, and access to and through the public restrooms; over 10 miles of airport property fencing including 23 gates(6 of them are automated); and, Coordinates with City staff on the approximately 2.7 acres of development of approximately 124 acres landscaping.Numerous trails, parks for a future Airport Business park, as to and recreational facilities are also support multimodal transportation options located within,connected to, or and access located near the Airport Arlington Oversees the preservation, Coordinates with City staff on the Cemetery Advisory maintenance, and cares for 30 acres implementation of adjacent street and trail Board of public land projects, and access to and through the cemetery property Library Board Advocates to the City Council for Coordinates with City staff on the additional library resources and implementation of Complete Streets facilities for the Arlington projects connecting to and serving library Community. Works with City staff facilities in making facility improvements to the Arlington Library. Coordinates Develops and delivers educational with the Friends of the Library programs that support multimodal organization transportation(e.g. bike maintenance 101, how to ride the bus,and the health benefits of walking) Lodging Tax Recommends grant funding Embeds the Complete Streets Policy and Advisory recipients to the City Council for the Plan's initiatives into the grant Committee applications geared at: tourism application review and scoring process marketing,special events/festivals marking and operation, non-profit organization's tourism-related facilities' operations, or municipalities'tourism-related facilities' operations and capital expenses 38 ARLINGTON COii1PLETE STULTS PLAN I November 2018 Table G. External .Agencies' Complete Streets Police Implementation Roles and Responsibilities StakeholderExternal Agencies omplete Streets Program Roles Puget Sound Develops regional policies and plans, Recognizes and supports the City's Regional Council and allocates state and federal Complete Streets Policy when developing (PSRC) finding for transportation projects regional plans and considering across the region transportation project funding requests WSDOT Plans,designs,constructs, and Recognizes and supports the City's maintains the statewide multimodal Complete Streets Policy when developing transportation network regional plans and considering transportation project funding requests Partners with local municipalities to maintain and improve the local Coordinates with the City's multimodal transportation network administrative,planning,and design staff on state projects occurring within the Allocates federal and state funding City's limits for transportation network improvements and programming FHWA Provides standards and guidance for Reviews environmental assessment the design of multimodal documents for federally-funded projects transportation network elements Community Provides fixed route and Dial-A- Coordinates with the City's Transit Ride Transportation(DART) administrative,planning,and design staff paratransit operations,and vanpool on transit service plans and routing programs changes Participates in corridor planning and design initiatives.Provide input on the location and design of transit stops, speed mitigation features Promotes safe operations of transit vehicles and vanpool vehicles in and around the City's multimodal transportation network 39 ARLINGTON CO-YIPLETE STREETS 11LAN I November 2018 Table 7. Community Groups' Complete Streets Policy Implementation Roles and Responsibilities ProgramCommunity Groups Stakeholder Responsibilli'leS Complete Streets Roles The Community Elects local officials,votes on tax Participates in corridor/area planning and levies, and makes Arlington the give input on street design goals and community it is by living,working, priorities playing, and participating in community life. Practices sound judgement and safe travel behavior when walking,rolling,riding, driving, and traveling in and around Arlington Advocacy Groups Assists the City in considering the Participates in stakeholder involvement individual needs of the multimodal efforts,provide input on plans and transportation system's users designs,lead education and encouragement events, and promote public hearings and meetings Business Leads economic development Participates in corridor/area planning, Associations(Stilly programs, business coordination, promotes participation in planning efforts Valley Chamber of beautification, and advocacy for among its members,provides insight on Commerce, specific business areas future development and revitalization Downtown efforts, and gives input on street design Arlington Business goals and priorities Association) Hosts educational and outreach programming that attracts visitors to Open Streets events, and fun walk/runs and bike rides The cities of Seattle and Saint Paul,MN, and the 2.3 Complete Streets Checklist New Jersey Department of Transportations In addition to tracking and communicating the implemented Complete Streets Checklists as part Policy's and the Plan's progress, it is essential of their Complete Streets programs. A full that staff establish processes to assist in the day- discussion of the Complete Streets Best to-day implementation of the Policy and the Practices and Peer Cities review is provided in Plan. One process that can help is use of the Appendix J. Complete Streets Checklist. The Complete Streets Checklist(the Checklist)can be used by The Checklist works with and complements but elected officials and policy makers, developers, does not replace the City's existing standards, manuals, standards, plans and maps. For quick city staff,and external stakeholders to understand the expectations and impacts of reference,a list of many of City's standards and development on the local multimodal copies of the City's improvement maps are transportation network. A copy of the Checklist provided in Appendices C-H. The Checklist's is provided in the Appendices. Several references to the City's adopted standards and communities from the Complete Streets Best plans will strengthen the City's efforts to move Practices and Peer Cities review identified towards fully implementing these documents, Complete Streets checklists as a helpful tool for and to establishing set expectations with implementing policies and plans, and for developers on the City's vision and design tracking staff s decisions around developments. standards. 40 ARLINGTON COMPLETE STREETS PLAN I November 2018 The Public Works Agency will be responsible 2.3.1 Process and Responsibilities for: The developer, or their designated applicant, is Providing administrative,technical, and responsible for completing and submitting the data management support to the Complete Streets Checklist for all private Community and Economic development and re-development projects that Development Department during occur within city limits. The Checklist will be a Checklist reviews, and as part of required submittal document with the Land Use program management activities process and site civil submittal. Developers are Providing Average Daily Trip estimates and encouraged to reach out to the Community and Overall Conditions Index(OCI) and Economic Development Department to secure Standards to applicants during the and review the Checklist during the initial stages Checklist's submittal process. of their project's development. The City will provide the checklist and relevant improvement Staff from various departments and divisions are plan documents during the General Information responsible for reviewing completed checklists Meeting(GIM)developers are encouraged to and providing information, support, and take advantage of. Early conversations with staff technical-expertise to the Community and and development partners may generate project Economic Development Department. synergies and opportunities to improve the Additionally, the Public Art Committee should development's access and connections to the coordinate with the Community and Economic multimodal transportation network. Development Department and applicants on identifying and promoting public art The Community and Economic Development opportunities. Department is responsible for: • Managing the Checklist's implementation and use, and the project- 2.3.2 Variances level data recorded through the The municipal code addresses variances. Refer Checklist to Section 20.20.030 for more information. • Managing the review process for fully- completed Checklists,and for establishing internal protocols for staff 2.3.3 Complete Streets Prioritization coordination to review the Checklist's Plan proposals and information The following is a guide for prioritization of • Providing approval and variance Complete Streets Projects within the City of determinations for full-completed Arlington.As funding for projects comes Checklists to the applicant available, it is important the City consider • Establishing a regular reporting several factors when choosing which projects to procedure on approval and variance complete first. Economic and racial equality, determinations connectivity, safety, age and health equity • Working with staff from multiple factors all play a part in prioritization of departments and business associations in projects. The City of Arlington has compiled a promoting the Checklist among the local list of Bicycle,Pedestrian, and Transit development community. accessibility projects that all seek to create connectivity within our community and encourage healthy non-motorized travel,but not all projects are equal.Below is a list of weighted 41 ARLINGTON COMPLETE STREETS PLAN I November 2018 factors the city shall consider when choosing destinations. This includes projects located on which complete streets projects to pursue. school routes or identified in Safe Route to In an effort to make the process simple the School studies. following equation has been created. Projects ELD = (10 points) Elderly Considerations; meeting all the factors will score 100%. Projects that increase accessibility to senior facilities, neighborhoods, and community centers. Priority Level =EQ+CC+SI+YT+ELD+ B1= (10 points) Bicycle Improvements; ADA+BI+PED+BUS +TRA Any project that will improve connectivity for cyclists such as shared use trails, bike lanes,and SI= (12 points) Safely Improvements shared lanes can be considered bicycle In order to be considered a safety improvement improvements. project,the project must have some component PED = (10 points) Pedestrian Improvements; of specific safety measure included. Examples Any projects that include a pedestrian include,RRFB or HAWK crossings, separated improvement component, include sidewalks, bike or pedestrian areas,reduced speeds, and improved or additional crossings, mixed use traffic calming. trails, and intersection improvements can be AD,4 = (I I points)Accessibility Improvements; considered a pedestrian improvement. A project must include specific accessibility BUY= (10 points) Transit accessibility; improvements for this factor. This could include Projects that have a transit improvement new or improved accessible sidewalks or trails, component, such as added or improved bus installation of new ramps, improved access to stops, and projects that can show improved transit stops, etc. This would also include connectivity to the transit system can be projects that increase accessibility to programs considered transit accessibility projects. and facilities that serve the disabled community. CC= (8 points) Community Connectivity; EQ = (II points) Economic and racial equality; Projects that can show improved connectivity The City of Arlington has done an equality between neighborhoods, business centers, arts, analysis based on census data for both income activities,and shopping will be considered and race based on this information the following community connectivity projects. areas have been identified as economic and racial equality priority areas; TR f = (8 points) Traffic Improvements; Any project that demonstrates an improvement • Smokey Point to traffic flow, safety, or capacity can be • East of Stillaguamish Ave considered a traffic improvement project. • Neighborhoods around the Arlington Airport • Old Town near SR530 • Kent-Prairie Neighborhood Projects in that serve these areas are considered 2.4 Next Steps: Street Design Economic and racial equality projects. Typologies YT= (10 points) Youth Considerations, The City should consider developing a set of For a project to have a youth consideration context-specific street typologies to ensure that component it should demonstrate to improved street development opportunities match with access to schools, parks, or other youth targeted local context Street typologies can be used to 42 ARLINGTON COMPLETE STREETS PLAN I November 2018 refine the City's design standards plans for the collected through the Complete Streets Checklist multimodal transportation network based on the to understand where development is occurring roadway's character, surrounding land uses, and based on the City's roadway classifications and position within the transportation network.For cross connection type.Additionally,staff should example, a roadway's width,traffic volumes, integrate the cross sections and design guidance connectivity impact the appropriateness of from Section 3 into the street typologies. certain design treatments such as curb bulb-outs, shared use paths, separated bike lanes, and enhanced transit stops.When developing the street typologies, City staff should refer to data 43 ARLINGTON COMPLETE STREETS PLAN I November 2018 3.0 Cross-Sections and Design Guidance B. _5.5' 6'-7' 12' 11'-12' 12' __ 11'-12' 12' _ 6'-7' 5.5' 8' sidewalk buffer bike lane travel lane travel lane median havelianc travel lane blkelana buffer eldewalk �0 0, h 1 101'Right-of-Way I r Figure 11.Example Complete Streets Corridor Cross Section 3.1 Roadway Design Criteria Each street type in the City's network has a Parameters and Standards unique set of parameters for roadway and pedestrian zone design criteria that make the 3.1. Introduction street type compatible with and supportive of the Street design decisions—such as how many land use, utilities, and other context. Rather than travel lanes are needed,whether to include on- looking broadly at street types to develop design street parking, and what type of bikeway to criteria,this Plan addresses criteria for specific provide—are made and documented initially corridors identified by City staff. Design criteria during the project scoping phase of a street for these corridors—and associated standards for design project and may be revised during the making design decisions—are described in the conceptual design phase. These decisions must following pages. also consider stormwater management,utility services, building access,trees and other vegetation. These decisions are typically oriented around what are called design criteria, which guide the project toward achieving a safe and effective outcome. 44 o^o 0 o°°o o -I Y � M � � d N O Yo C� ¢ Y D1 y _ 0 cn y �+ Yam ^" N 'C I p > l� o M V] 0 0 U d bA y N O > p ^ Ncd YO N > N ''' Np v> > •add d d E gg p d N Mom-' ,� N I Z Z C1 O M 0 \O p M V] fx m 11 N br H R: V] N U O U N V; c�CC O �; �,' p c�OV o O O p w > Y 00 — ,W UO 'Y W ter W) w L En o 00 O o = o o o 0 0 0 ' U o M O i O O N Wkn Q Oc Clo N v N u O CCD D CD V1 M p O IIC N N U 0 0 O O CL Uj kn In kn W') to kn kn 0 'n O �' M M M N M 7 M +•' N in N y _ 3 E ca - um � a a o a E > " U y - O �O � 00 � � 7 sue. •� 60 M \O N oo O •3 v> > E _ Za ZZ o 00 is 00 ❑ d 44.., o Q. 00 4. 'D 00 o c. 4-. > C Cd 35 _ 0 o c I o o W -� o� ;n c o 0 Ud Ud Q rA U � •c U > c s ` 4uo • o. z a •" � r � b Q a a Zn s A O E O _ kn Gn � 000 U N Ly N E c 0 0 z kn I V ZED M z a C� w 00 w oo N N w I N N u I � C Y \ (U + N of ch T o 0 a -`o •o b o �v o 0 Ln I I C Y 67 - iF iF iF v a N N N � I C I N 6c7 ti 00 cq 00 00 � _ 0 O .j, go G w o a, a � w GJ Q N i � � ^ rn CC Cn U Q N G�i U I+w�I ¢ V] V� Vl U Arlington Complete Streets Plan I November 2018 Table 10: Proposed Roadway Operational Parameters of a Street p• Lanes (miles per hour) Corner Radii Typical ADT Smokey Point Blvd 2/4 30 15' 30' 10,000 to 25,000 67"Ave NE 2 25 5' 15' <3,000 204"St NE/Cemetery Rd 2 25 5' 15' <5,000 E Highland Dr 2 25 5' 20' <3,000 SR 531/172"d St SE 4 30 15' 30' 10,000 to 25,000 SR 9/177"'St SE 2 25 15' 25' 1,000 to 15,000 188'h St SE 2 25 5' 15' <3,000 47 ARLINCI'ON COMPLETE SFREETS PLAN November2018 -1a0 9a0 now — 10.0— @ 9 120 10.0 - - u. .an•.::::::urCif.ufn.rn nurrest:nsa: •r::eert..nv..au.c 1z0 s0 ROAD SECTION PER R-020 0s I I APPROVED STREET TREE IN TREE WELL; 30' OC STORMWATER TREATMENT DEVICE AS NECESSARY eA 120 120 120 t0 II tl • II I I II ° II I I 11• II I PLANTED MEDIAN II 11� I • PER COA STANDARDS • ao.0 IIaO I � 1 O�pll 11 I � I II a II I I II ° Arit _II I II I 1 • I I I II I 1 11 II II I I II 4 G • I i�i 1 I j_11° e I I I • II I I II II II I 1 II • 1 II i � • I 11• I 1 I I 1 n II t I II 1 cc I II I 1 II ri `�.f Y 0� w IL MOM DKPAR77(SNT OF PUBLIC WORKS STANDARD DETAIL aR leniml. STANDARD DETAILS NUMBER INffm VIC ARTERIAL BOULEVARD PROPOSED ROAD SECTION Figure 12. Proposed Road Section: Arterial Boulevard 48 ARLING'fON C0\,1PLETE STREETS PLAN November 2018 e.n 910 em la0 J 12.0 y 130 VAPPROVED D SECTION PER R-020 as STREET TREE EE WELL; 30' OC _ w STORMWATER TREATMENT DEVICE AS NECESSARYS y DD 1 \ 12.0 . I I I e I I I PLANTED MEDIAN ° I I PER COA STANDARDS ° 300 I 1 0 I • I Cc I ° • • I I I I I •4 I I I • • , I _ 4 a I d1b I ° I I I I I I I I j • � I I ° I I • I ° V 1 I I e• I I i Cc I V U� A"11M er L L0EM DUARTYRNT OF PUBL[C WORKS STANDARD DETAIL alt lenrml! STANDARD DETAILS NUMBER MIXED USE AVE PROPOSED ROAD SECTION Figure 13. Proposed Road Section: Mixed Use Avenue 49 ARLIN'GTON COMPLE FE STREETS PLAN November 2018 rn• - APPR04M STREET TM ! ,u MST MM U W UU1 L.I RWIA 1Q c OEKE A5 ME�1R t•• t•••• +•Y NNNNN��•t• �t•—nu� g 1at4I.aM--R PIIIIII O R-•10�f0- t 'Oil P(RRas u1iIII sGs 0 lI lI1 vlIaI Ii � III I �• 1 II I I �� I I lill Oil I I 1 I I ► I • II B� i I ��u II y � APPWM r/ &roam DEPARTUNP OF PUBLIC WORKS STANDARD DETAIL as IG// 11 STANDARD DETAILS NUMBER �s°o` SIVOKEY POINT BLVD PROPOSED ROAD SECTION NORTH OF 172ND Figure 14. Proposed Road Section: Smokey Point Blvd,north of 172nd 50 ARLINGTON C'0%,IPLETE S'FREETS PLAN November 2018 „m APPFMM Rao MU w i`utum .• ��• • «ra- nr� rrrrLrranrH.rr � A. AM ULU*PER R-M qA f nt-o I II• I I • P N aw mn II I I I I I I f I I I I I I I I II I I II••I 1 I •II II I II I II II � II�I I I I II II I v II�I I I 11�11 ^ II �� II• I I • • 1 I •II I Ir- I I I I I II qq�� II••7 I I •III 11 I .�i ICI I I I�II ^ II I I Y NOTE; PROVIDE CONTINUES BIKE LANE, ,�y AFMM IV IL Now" D&PARTYRNT OF PUBLIC WORKS SIANUARU DETAIL " D►n STANDARD DETAILS NUMBER '�'--- SMOKEY POINT BLVD I tc;, PROPOSED ROAD SECTION NORTH OF 172ND Figure 15. Proposed Road Section: Smokey Point Blvd,north of 172nd 51 Arlington Complete Streets Plan November 2018 3.2 Roadway Design Criteria Footnotes and Clarifications ok. The following numbered sections provide additional •guidance on roadway design criteria from the tables 9k above. • 9k 3.2.1. Pedestrian Zone Width 7k • Per side of street. Measurement includes rik sidewalks(6-foot minimum)and buffer. The City's existing standards R-010 and R-020 5k indicate a 5-foot sidewalk and 5-foot �N minimum buffer;the additional width indicated embodies a Complete Streets 3k approach to accommodating pedestrians for ?k safety and comfort.A minimum buffer of 2 feet within the-6-foot minimum allows for 1k signs, hydrants and utility poles,and 0 luminaires to be placed out of the traveled 0 15 20 25 'N 55 40 45 50 55 way. Street trees require a 6 feet minimum Miles per hoL�r planting strip for rooting and if feasible can il•li iliulli—i 1, I iil� J, il i.i•�.!!i y, il lirki Iii ,ulir�ir 1.^.lii.i provide space for roadway specific low ,, . .: ,,.,,� „ . ,,, .,,. ..Rile i,..iy I�ihu�.iii�.,ii..ii li. iri i��ili�.ii v�lii�li,fi.�ll i, �,�•liiiii�...l{\.1 L1 l impact development facilities such as swales Figure 16: Bicycle Facility Selection or stormwater planters. • Intersections should remain clear of 3.2.4 Center Turn Lane / Median amenities for the entire width of the a Center turn lanes and medians increase pedestrian zone to allow for maximum crossing distances for pedestrians on visibility to and for the pedestrians pedestrian-oriented streets;they also approaching to cross the street. The clear consume right-of-way that could otherwise zone is typically 20 feet from a signalized be used for pedestrian realm improvements. intersection and 30 feet from a stop- To facilitate intersection operations, un- controlled intersection. street parking can be removed to allow left 3.2.2 Number of Travel Lanes turn lanes as needed to maintain LOS E or • Specified number of travel lanes represents better during peak periods. the default or typical configuration, and • Center turn lanes or medians are includes two-way center turn lanes. Street recommended for any roadway with two or designs can deviate if allowed by unique more through lanes in each direction. context or constraints. Thorough • Pedestrian islands or pedestrian refuges can documentation should be provided for any be used to assist with pedestrian access deviations. across wider arterials with medians. • On streets in which a median is not preferred 3.2.3 Travelway /Lane Width or optional, it may still be beneficial to • The bus route minimum width applies to provide crossing islands or non-continuous outside lane on bus routes. centerline traffic-calming islands in certain • The maximum lane width may be used on locations. truck routes. 52 ARLINGTON COMPLETE STREETS PLAN I November 2018 • 0 oo 51% 5% 7% Don't ride a bike/have Only feel safe an Prefer separated paths, Confident and no plans to start separated trails/paths but will ride on roads comfortable riding with with few traffic crossings where space is available traffic in most situations and traffic is manageable Figure 17: Bicyclist Types and Preferences 3.2.5 Default Bikeway Type funding shortfalls associated with right-of- • Motor vehicle traffic volume and speed are way acquisition or budget limitations. Under critical contextual considerations for these conditions, it may be necessary to bicyclist safety and comfort.Proximity to select the next-best facility type,which may motor vehicle traffic is a significant source have less separation between bicycle and of stress, safety risks, and discomfort for motor vehicle traffic than the ideal facility. bicyclists, and corresponds with sharp rises If this decision is made,the designer and in crash severity and fatality risks for project team must document the decision vulnerable users when motor vehicle speeds and the constraints that led to the facility exceed 25 miles per hour. Furthermore,as type downgrade. If a downgraded facility is motorized traffic volumes increase above selected, it is important to be aware that it 3,000 vehicles per day, it becomes may accommodate more confident or increasingly difficult for motorists and experienced bicyclists but will likely be bicyclists to share roadway space. uncomfortable for most of the population. • From a bicycling perspective, people vary If the Arlington Bike Improvement Plan considerably in terms of traffic stress (Appendix F)or any future bike plans tolerance,which is defined as comfort, specify a bikeway facility that differs from confidence, and willingness to interact with the default facility shown in the table,then motor vehicle traffic. Research50 indicates the facility which provides the highest level that people fall into one of the four of comfort(i.e., lowest level of traffic stress) categories shown below. The largest group for bicyclists should be provided. (51 percent)has a low tolerance for • The default bikeway type indicates the type interacting with motor vehicle traffic. As of bikeway that is typically appropriate for such,the type of bikeway facility and the street type. For the purposes of these amount of separation from motor vehicle corridor, a standard bike lane is assumed to traffic will largely determine whether the be 5-foot minimum wide and buffered and bikeway will be used by most of the separated bike lanes are assumed to be 7- population or only by a smaller portion that foot wide(5-foot lane and 2-foot buffer). is comfortable interacting with motor Designers should consider traffic speeds and vehicle traffic. forecasted volumes of each individual • There may be conditions under which it is project when selecting a bikeway; additional infeasible to provide bicycle facilities that width in either the bike lane or buffer may are sufficiently comfortable for most people. be desirable depending on the context of the These limiting conditions could include street. Figure 16 illustrates the baseline so Dill,J.and N.McNeil. (2013,January) "Four Types of Bicycling Behavior and Potential.-Paper presented at the Cyclists?Examining a Typology to Better Understand Annual Meeting of the Transportation Research Board. 53 ARLINGTON COk1PLETE STREETS PLAN I November 2018 optimal bicyclist accommodations for the accommodate trucks. Decisions regarding projected traffic context of the street. The parking lane width when adjacent to bike speed and volume thresholds shown lanes should consider the amount of parking, correlate with a Level of Traffic Stress parking turnover rates, and vehicle types. rating of LTS2. When parallel parking and bike lanes are • Bike lanes are the preferred facility type provided adjacent to each other,the when traffic volumes are between 3,000 to minimum combined width of the two is 15 6,000 vehicles/day and posted speeds are 25 feet,with15 feet preferred. to 30 mph. Within this range,buffered bike lanes are preferred to provide spatial 3.2.6 Target Speed separation between bicyclists and motorists, • Target speed is the speed at which people especially as volumes or speeds approach are expected to drive and is determined for the limits. Bike lanes should be a minimum each street based on context,the street type, of 6 feet wide where adjacent to on-street and the street's role within the transportation parking. Bike lanes may be 5 feet wide network. The target speed is intended to where on-street parking does not exist or in become both the design speed and the constrained environments. posted speed limit.Per the Institute of • Separated bike lanes and shared use paths Traffic Engineers(ITE;Designing Walkable are the preferred facility type as traffic Urban Thoroughfares:A Context Sensitive volumes exceed 6,000 vehicles/day or Approach,2010),the target speed should be vehicle speeds exceed 30 mph. However, set at"the highest speed at which vehicles because many higher-traffic streets should operate on a thoroughfare in a (especially Thoroughfares)have very specific context,consistent with the level of constrained rights-of-way, it may be multimodal activity generated by adjacent infeasible to provide these facilities. In land uses to provide both mobility for motor constrained corridors,the solution will often vehicles and a safe environment for be to provide parallel routes or Bicycle pedestrians and bicyclists."In other words, Boulevards on lower-traffic streets. target speeds—and by extension posted • Sidepaths(shared use paths along roadways) speed limits and design speeds—should may be acceptable design solutions in lieu of balance the needs of all anticipated street separated bike lanes in land use contexts users based on context. where pedestrian volumes are relatively low 30 and are expected to remain low. The 20 "`'" 40 sidepath may be located on one or both sides ''''y it of the street,depending upon bicycle and pedestrian network connectivity needs. As volumes increase over time,the need for separation should be revisited.Where land tt� use is anticipated to add density over time, fnOM +ftMto right-of-way should be preserved to allow for future separation of bicyclists and pedestrians. 'Default On-Street Parking: • The table indicates the typical treatment of on-street arkin for the desi nated o 74J1,R'I•I^ rnip'nr,�,��.JJQ o pcdrr,r,.,fl f;.4 z-r p g g crdcV!!� ,St�oilet�t,in,�lk,s£.�'+aenCcrt, 5�1 �r,)1= corridors. • The default width for parallel parking lanes Figure 18:Specd and Pedestrian Crash Severity is 7 feet. Wider(8-foot)lanes may be appropriate in industrial areas,to 54 Arlington Complete Sheets Plan I November 2018 Four Types ofSpeed ,;, Target Target speed is the ideal speed for a street and is determined for each project based on Speed context and the role of the street in the multimodal transportation network. Target speed guides the selection of design speed. I Old 11) v lfit" Ot-J�,=33 of i1w i'a)tld'i o ;De Design speed is used to determine the design of geometric features of the roadway, which ultimately determines the speed at which people drive. Design speed should generally be selected so that the resulting prevailing speed matches the target speed. , J)"op! tlxi�t� ��9 t)a 1Jidw'� Prevailing\ Prevailing speed is defined as the speed at which the majority of people(85 percent)are Speed 1 (85th 3'u) ; driving at or below. Prevailing speed is largely determined by the design of the roadway. spck'd The speed limit should match the target speed but is also dependent on the prevailing speed. Lowering speed limits without also making changes to the roadway or traffic Speed Limit control (i.e., lowering the design speed) is often ineffective at slowing traffic. FHWA's Methods and Practices for Setting Speed Limits:An Informational Report describes methods for setting speed limits. Figure 19. Four Types of Speed 3.2.7 Corner Radii • Small corner radii are an effective way to make design speed match target speed. Large radii are associated with higher design speeds and small radii are associated with lower design speeds. • The values in this column refer to the actual _ radii of curb returns. In many cases, the effective corner radii—the curve which CA S motor vehicles follow when turning—will be significantly greater than these values. For example, a street with a 5-foot curb return and on street parking and bike lanes may have an effective corner radius of more Figure' 'oils and than 25 feet. Recessed .ment • Small curb radii benefit pedestrians by creating sharper turns that require motorists to slow down, increasing the size of waiting Figure 21: Actual and Effective Curb Radii areas, allowing for greater flexibility in the placement of curb ramps,and reducing 55 ARLINGTON COMPLETE STREETS PLAN I November 2018 pedestrian crossing distances. Ideally, the vehicle flows and should either be stop- curb radius should be as small as possible controlled or have a raised crossing. while accommodating the appropriate design vehicle for the intersection. • Not all curb radii need to be the same along 3.2.8 Typical ADT a corridor, or even within an intersection. • The values in this column represent the Accommodations should be made for bus typical average daily traffic volume(ADT) routes and freight routes only where needed. compatible with each type. Traffic volumes • At locations where a significant number of higher or lower than the typical value may trucks,buses,and other large vehicles make be appropriate depending on context and right-hand turns, consider solutions that ability to adequately control speeds and allow the corner radii to remain small for maintain operational efficiency.Note that traffic calming and pedestrian safety. traffic volumes also influence how safe and Effective corner radii can be increased for comfortable a roadway is for biking.A large vehicles through the provision of truck traffic study should be performed for streets aprons,which retain the traffic-calming nearing the upper limits of these ranges. effect of smaller corner radii for passenger vehicles. Planning for lane encroachment 3.3 Supporting Transit in Complete can also allow corner radii to remain small. Streets Specific applications include: Community Transit operates on several of the • At signalized intersections,corner design designed Complete Streets corridors as noted in should assume that a large vehicle will use Table 9. Due to the size and operational the entire width of the receiving lanes on the characteristics of buses, it is often necessary to intersecting street.Where additional space is adjust the geometric design,pavement markings, or needed to accommodate large vehicles, traffic control of a street to accommodate transit consideration can be given to recessing the effectively. However,some of the design treatments stop bar on the receiving street to enable the to accommodate transit(e.g.,wider lanes or larger vehicle to use the entire width of the re- corner radii at intersections)may have an"anti- ceiving roadway(encroaching on the traffic calming"effect of encouraging higher opposing travel lane). passenger vehicle speeds. As such,transit- • On low-volume(less than 4,000 vehicles per accommodating design treatments should be applied day),two-lane streets, corner design should only where transit operates or may operate in the assume that a large vehicle will use the future and are not applied wholesale to the street entire width of the departing and receiving typologies in the Complete Streets Policy. travel lanes, including the oncoming traffic lane. Case-by-case design flexibility is incorporated into • In some cases,it may be possible to allow a the Complete Streets design process and will apply large turning vehicle to encroach on the to bus routes by shifting design parameters to adjacent travel lane on the departure side(on accommodate transit. This may include wider lanes, multi-lane roads)to make the turn. larger corner radii, lane encroachment areas, • The values in this column assume that right- alternative bikeway treatments,and more. The turn slip lanes are not present. If a radius design parameters for each street type include ranges over the maximum value for a corridor is of values,which in most cases will provide deemed necessary, a right-turn slip lane satisfactory results for transit. In cases where values should be provided and a refuge(or"pork outside of the parameters are necessary or desirable chop"island)should be included. The to accommodate transit,the design engineer should design of right-turn slip lanes should create consider and balance the needs of all modes while a 55 to 60-degree angle between motor emphasizing the safety of all users, especially pedestrians and bicyclists. 56 ARLINGTON COMPLETE STREETS PLAN I November 2018 3.3.1 Bus Stops and Bikeways Floating Bus Stop(bikeway is directed behind Transit stops should be safe and efficient for all passenger waiting area) users,with minimal negative impacts on transit operations. One area of particular interest is the design of bus stops located along bike lanes and separated bike lanes. The goal in these locations is to 3.3.2 Conventional Bus Stop with reduce conflicts and minimize delays. Bus stops Interrupted Bike Lane should be provided curbside(against a curb)in most Conventional bus stops with interrupted bike lanes instances, as this is the most functional location for a are traditional curbside bus stops adjacent to an on- bus stop. Designs that require passengers to cross street bikeway. At these stops,buses enter or cross bike lanes when boarding or alighting should be the bike lane to pull to the curb. Bike lanes can have avoided. Designs that require buses to pull out of the solid or dashed lines and green pavement can be flow of motorized traffic are also not desirable. used to increase awareness of potential conflicts. Based on common roadway and bikeway When a bus is blocking the bike lane, bicyclists stop configurations,transit operations, and other and wait until the bus proceeds,or merge into the considerations,two primary bus stop designs exist motor vehicle travel lane. (with multiple variations possible): Conventional bus stops with interrupted bike lanes require less space than floating bus stops but provide • Conventional Bus Stop with Interrupted Bike less separation between buses and bicyclists. This Lane(bus enters/crosses bikeway) type of stop is best utilized at locations with lower boarding/alighting levels and/or on streets with lower speed and lower volume traffic. Figure 20: Example Conventional Bus Stop with Interrupted Bile Lane 57 ARLINGTON COMPLETE STREETS PLAN I November 2018 3.3.3 Floating Bus Stops Floating bus stops are sidewalk-level platforms built between the bikeway and the roadway travel lane.Floating bus stops direct bicyclists behind the bus stop,reducing or eliminating most conflicts between buses and bicyclists, and expanding available sidewalk space.By eliminating bus and bicyclist interaction,floating bus stops have safety benefits for bicyclists.This design can also benefit pedestrians,as the floating bus stop doubles as a pedestrian refuge,which if designed efficiently, can shorten crossing distances and enable shorter signal cycles. It also allows for a space for pedestrians to wait for the bus outside of the bike facility. This design includes ADA facilities and measures to ensure that transit access is maintained for all users. Floating bus stops are recommended for use with separated bike lanes and can also be used with standard and buffered bike lanes. Figure 21: Examples of Floating Bus Stops at Intersections and Midblock Locations 7I 58 Arlington Complete Sheets Plan November 2018 3.4 Supporting Pedestrians in Complete Streets 3.4.1 Pedestrian Zone Design Criteria The function and design of the pedestrian realm - significantly impacts the character of each street. , �►. Extending from curb to building face or property line,this area includes sidewalks,street trees, street AJ furniture, signs, low impact development(LID) ion rt" street lights, bicycle racks,and transit stops. They Frontage Clear enk are places of transition and economic exchange as Zone Zone • restaurants engage the public space and retailers attract people to their windows and shops. The following sections provide additional guidance Figure 24. Pedestrian Zones on pedestrian zone design criteria. 3.4.2 Frontage Zone 3.5.3 Clear Zone • The Frontage Zone is the area of the . Also known as the"walking zone,"the pedestrian realm (usually paved)that imme- Clear Zone is the portion of the sidewalk diately abuts buildings along the street. In space used for active travel.For it to residential areas,the Frontage Zone may be function, it must be kept clear of any occupied by front porches,stoops, lawns, or obstacles and be wide enough to other landscape elements that extend from comfortably accommodate expected the front door to the sidewalk edge. The pedestrian volumes including those using Frontage Zone of commercial properties mobility assistance devices, pushing may include architectural features or strollers, or pulling carts. To maintain the projections, outdoor retailing displays, cafe social quality of the street,the width should seating, awnings, signage, and other accommodate pedestrians passing singly, in intrusions into or use of the public right-of- pairs,or in small groups as anticipated by way. Frontage Zones may vary widely in density and adjacent land use. width from just a few feet to several yards. The Clear Zone should have a smooth • The Frontage Zone is measured from right- surface, be well lit, provide a continuous and of-way limit to the edge of the Clear Zone. direct path with minimal to no deviation, be • Where buildings are located against the back adequately maintained, and meet all of the sidewalk and constrained situations do applicable accessibility requirements. not provide width for the Frontage Zone,the . In locations with severely constrained Clear Zone needs to accommodate a buffer rights-of-way, it is possible to provide a from the building fagade. narrower clear zone. The Americans with • Wider frontage zones are acceptable where Disabilities Act(ADA)minimum 4-foot conditions allow. The preferred width of the wide clear zone can be applied using Frontage Zone to accommodate sidewalk engineering judgement and should account cafes is 6 to 8 feet. for a minimum 1-foot shy distance from any barriers. If a 4-foot wide clear zone is used, 5-foot wide passing zones are required every 200 feet. Driveway designs meet the criteria of ADA-compliant passing zones. 59 ARLINGTON COMPLETE STREETS PLAN I November 2018 • For any sidewalk intended to also or complements that of the Amenity Zone accommodate bicycle traffic(i.e. shared use and may include stormwater management path),the clear zone should be a minimum features,transit stops or passenger facilities, of 10 feet wide, 12 feet preferred for urban seating,dining, additional landscaped area, areas. For short segments through or additional pedestrian space. constrained environments, 8-foot wide shared use paths are acceptable. 3.4.5 Total Width • The minimum total width of the pedestrian 3.4.4 Amenity Zone zone for any street with transit service is 8 • The Amenity Zone lies between the curb feet(preferably 10 feet)to provide space for and the Clear Zone. This area is occupied by a minimum 5-foot wide by 8-foot deep elements such as street lights, street trees, landing zone. bicycle racks, parking meters, signposts, signal boxes, benches,trash and recycling 3.4.6 Crosswalks receptacles, and other amenities. In • By legal definition,there are crosswalks commercial areas, it is typical for this zone whether marked or unmarked at any to be hardscape pavement,pavers,or tree intersection location where a sidewalk leads grates. In residential, or lower intensity to and crosses the intersection,unless areas, it is commonly a planted strip. pedestrian crossing is explicitly prohibited. • The Amenity Zone can provide a temporary • Marked crosswalks serve many purposes, emergency repository for leaves or snow including: cleared from streets and sidewalks, although • Acting as a warning device and reminder to snow storage should not impede access to or motorists that pedestrian conflicts can be use of important mobility fixtures such as expected,especially where an unmarked parking meters,bus stops, and curb ramps. crosswalk would not be clearly discernable • Typically,the minimum width necessary to due to peculiar geometries or other physical support standard healthy street tree characteristics. installation is 6 feet.The City's Standard • Pointing out to the pedestrian the safest Plans allow for narrower tree pitch depth crossing path. (4.5 feet minimum) but additional rooting • Encouraging pedestrian crossings to at space is recommended. specific locations. • Low impact development(LID)is • Aiding in enforcing crosswalk laws. commonly located in the Amenity Zone. • Discouraging drivers from blocking the LID typically require a minimum of 6 feet of pedestrian crossing at intersections. width. • By default,marked crosswalks should be • Utilities, street trees,and other sidewalk located at every signalized intersection(on furnishings should be set back from curb all approaches);across major cross-streets face a minimum of 18 inches. that intersect designated Complete Streets • Where on-street parking is not present, a corridors; and all intersections in business wider Amenity Zone should be prioritized districts/commercial areas,such as Highland over the width of the Frontage Zone to Drive. Consider providing raised crosswalks create a buffer between pedestrians and the across major cross streets as traffic-calming travelway. devices to slow motor vehicle traffic as it • The preferred width of the Amenity Zone to enters neighborhoods and pedestrian- accommodate sidewalk cafes that are not oriented districts. adjacent to the building is 6 to 8 feet. Crosswalk markings must comply with the • Curb extensions extend the Amenity Zone MUTCD standards in Section 3B.18. and curb into the roadway. The use or Marked crosswalks should be at least 10 feet function of curb extensions typically mirrors wide or the width of the approaching 60 ARLINGTON COMPLETE STREETS PLAN I November 2018 sidewalk if it is greater. In areas of heavy illumination,warning signs, etc.to reduce pedestrian volumes, crosswalks can be up to pedestrian exposure. 25 feet wide. Crosswalks should be aligned with the approaching sidewalk and as close 3.4.7 Midblock Crossings as possible to the parallel street to maximize • At a mid-block location, a marked crosswalk the visibility of pedestrians while is required to create a legal pedestrian minimizing their exposure to conflicting crossing. High-visibility(continental or traffic. ladder markings)marked crosswalks are • Standard crosswalk markings, or simple recommended at all midblock crossings, transverse lines at least 6 inches in width, especially those without traffic control. They may be used at a minimum at stop- delineate the crossing location and can help controlled and signalized intersections. alert roadway users to the potential conflict High-visibility markings (continental or ahead. ladder crosswalks)may be used at any • On roadways with low traffic volumes and location, but are especially important at speeds where sight distances are adequate, a midblock crossings,designated school marked crosswalk should be sufficient to crossings, and near heavy pedestrian accommodate pedestrians effectively. generators such as major destinations,transit Additional crossing improvements such as stops, and parks. warning signs,Rectangular Rapid Flash • Decorative crosswalks(brick pavers, Beacons(RRFB), or Pedestrian Hybrid colored or textured concrete, or similar Signals(HAWK signals)are recommended materials)are discouraged because they at locations without traffic signals and where often create accessibility challenges and can any of the following is true: require additional maintenance.Decorative • There is a history of pedestrian crashes near materials are more appropriately used in the the location. center of intersections. Locations where • The area has high levels of pedestrian decorative crosswalks have been installed activity. should be assessed for visibility,especially • The speed limit or 85th percentile speed is at night. Visibility of decorative crosswalks greater than 35 miles per hour. can be improved by adding transverse • The roadway has four or more lanes of markings on either side of the decorative travel without a raised crossing island and pavement, installing pedestrian signs at both an ADT of 9,000 vehicles/day or greater. curbs, or installing pedestrian lighting. • The roadway has four or more lanes of • Marked crosswalks are a useful traffic travel with a raised crossing island(either control device but they are not the only existing or planned)and an ADT of 12,000 solution to improving pedestrian crossings. vehicles/day or greater. In some cases, a marked crosswalk might • See FHWA's Safety Effects of Marked not be adequate on its own to increase the versus Unmarked Crosswalks at safety of pedestrians. Multi-lane Uncontrolled Locations: Final Report and intersections with high traffic volumes, Recommended Guidelines for additional longer crossing times, and higher speeds information and guidance. increase the exposure of pedestrians to potential crashes. At these intersections, crosswalk markings can provide increased 3.5 Street Trees and Landscaping awareness of the presence of pedestrians, but they may need to be supplemented with 3.5.1 Greenscape and Street Trees pedestrian refuge islands, curb extensions, t') 41,1.�1 v° '7 increased signal cycle length, overhead Trees and landscaping play an important role in making streets comfortable, delightful,memorable, 61 ARLINGTON COMPLETE STREETS PLAN I November 2018 and sustainable.Used appropriately,they can help . When placed adjacent to on-street parking, define the character of a street. Street tree planting plants should be located away from `door zone' transforms a street's appearance and produces great of parked cars,typically 3 feet from the curb,of benefits with limited funds. Trees add color and if planted behind a sidewalk,3 feet from back of shade to the environment and reduce the heat island sidewalk. effect.They separate vehicles from pedestrian • For plantings being used for green infrastructure, pathways,tend to calm traffic,and help the city species should be tolerant of both dry and breathe by capturing carbon dioxide and other saturated conditions. gaseous pollutants and particulates. • Plantings should be selected and planted as to Street trees require their own allocation of right-of- not interfere with street tree health. way to thrive. For technical guidance and standards • Plantings should be drought tolerant. for on street trees,including installation procedures • Annuals are not discouraged from being used and on-going maintenance requirements, please refer within the ROW, however,they require a long- to City of Arlington Design Standards and term commitment from the organization planting Specifications. them. Without that commitment, perennial plantings should be used. 1) to t'+�Y 1i= t • Irrigation may be considered in conditions Landscape and Street Tree design should be mindful where there is limited ability to capture adequate of the surrounding landscape character. Street tree rainwater and will require an ongoing plantings should strive to maintain consistent maintenance agreement or where there is the spacing and character along a given corridor or desire to include plant material that is less district. drought tolerant. In most cases, it is beneficial to _ include temporary irrigation for establishment or `quick-coupler' hose bibs to allow watering The primary concerns regarding understory during times of extreme drought. plantings are pedestrian access,security,visibility, . In most cases, it is optimal to use native or and ongoing cost and ease of maintenance. regionally adapted plant material. Consequently: • Plantings shall conform to zoning requirements, 3.5.2 Street Tree Planting including: Species diversity is important to the long-term- o Within 30 feet of intersections and health of the City's urban forest and can be corners,plants must not exceed 12 facilitated by selecting two or more tree types to inches. plant along a street. Trees come in a wide variety of o Other plants must not exceed a height of shapes and sizes. The City's Street Tree List 36 inches. provides a list of recommended tree species ranging • Plants should be selected and/or maintained in from large shade trees to small ornamentals. Species such a way that there is no overhang or with similar characteristics are grouped; when encroachment onto the sidewalk,curb or street planted along a street,they provide visual continuity area. to the street segments while allowing for horticultural diversity. Evergreen trees are not to be used as street trees. Trees that have a maximum height of 25 feel can be used under power lines or where overhead clearance is a factor. Small(spreading) 30 feet Small(columnar) 30 feet Table 11.Tree Spacing Recommendations Canopy/Shade trees that have a minimum height of TREE SIZE 30 feet at maturity and provide a significant canopy trees Spacing between over the street and adjacent properties. Medium(columnar) 30 feet Medium(spreading) 45 feet 62 ARLINGTON COMPLETE STREETS PLAN I November 2018 Boulevard:50 feet 50 feet 3.5.3 Other Design Considerations Specialty Determined by . Minimum Tree Size: It is important to note director that for urban streetscapes,larger caliper size trees may be necessary to keep tree Table 12.Tree Clearance Recommendations limbs high enough off the ground to I` maintain ADA accessibility. Distance to curb 3 feet at planting time • The distance between the curb and the Distance to parking lot 4 feet at planting time pavement edges sidewalk should be at least 6 feet(although Distance to power pole 10 feet 8 feet is preferred)to support a tree and Distance to fire hydrant 5 feet provide enough space for the trunk and Distance to water meter box 10 feet roots. Distance to street light 15 feet • Best management practices recommend that Distance to commercial or 15 feet for every 1 square foot of mature canopy industrial driveway cover,2 feet of cubic soil be provided to Distance to alley right-of- 10 feet support tree growth and root development. way Distance to street 30 feet Shade trees,require a min.of 400 CF of soil intersection area.And for very large trees, along Distance to stop sign 15 feet boulevards for example, a minimum of 1000 Clearance over public 8 feet CF should be provided to achieve optimal sidewalk canopy size51. Soil Depth should be at least Clearance over public 14 feet 36"for large shade trees. street • In constrained areas that prioritize pedestrian pavements over planting area, there are several techniques that may be used to expand the available root zone for a street tree,including: • Providing structural soil under pavements, • Use a structural cell system to support pavements to provide a large volume of available,uncompacted and amended soil while minimizing restrictions on pedestrian access. • Providing adjacent green space areas for root development, and • Providing paths for roots under pavements in to encourage trees to reach available root space on the opposite side of the sidewalk. • Pedestrian traffic and vehicle access through the Planting/Furnishing Zone can cause soil compaction which impacts soil structure and tree health. • Where traffic is minimal,boulevards should be covered with mulch,turf grass, or ornamental plantings.A mulch ring around the tree retains soil moisture, cools soils, si `Soil for Urban Tree Planting',E.Thomas Smiley,Ph. D, 63 ARLINGTON COMPLETE STREETS PLAN I November 2018 prevents soil compaction, and reduces by a certified arborist(recommended every 1-2 maintenance. years)to assess the condition of the tree and • Permeable hardscape, such as pavers, may determine the presence of any disease or damage be used in commercial area that could lead to failure of the tree. Planting/Furnishing Zones to limit soil compaction where there is higher pedestrian traffic.When using pavers,a structured soil must be used,and an opening of several inches should remain around the trunk to allow for tree growth. • Adjustable tree grates are generally not considered a best practice but may be considered in select situations with the approval of the City. 3.5.4 Installation and Maintenance Because trees are living infrastructure,proper installation, care,and maintenance are required to maximize the investment. City of Arlington Standard Plans provide recommendation for installation standards. Soil condition, along with soil volume, is the primary determiner of future plant health. Even in areas with adequate soil volume, if the soils have been compacted due to construction activities,trees can struggle to flourish. In construction zones,or areas that have been compacted due to other activities, it is recommended for all areas planted with trees or understory plants,that the soils be ripped or tilled to a depth of 12"or deeper. As trees grow to maturity, it is important to prune them to accommodate pedestrians and vehicles along the street. Per the City's standard details,a 7-foot clearance above sidewalks and a 14 feet clearance above streets is required. Selecting trees with ascending or vase-shaped mature canopies rather than broad or pyramidal forms,will help alleviate the need for pruning. Choosing trees with strong, undamaged leaders(which is the top-most vertical branch)will help ensure that the tree wil I grow with appropriate forms. Trees with damaged or `split' leaders will tend to grow more horizontally and may have weak structures prone to splitting when mature. For established street trees,standard maintenance consists of structural pruning on a regular cycle (typically every 3-5 years depending on the species, size, and location of the tree)and regular inspection 64 ARL.INGTON CMIPLETE STREETS PLAN I November 2018 3.6 Low Impact Design Guidelines 3.6.2 High Groundwater Using Low Impact Design(LID)within the right-of- i r r,;. �' : ; ,,,, : . Permeable pavement may way can provide multiple solutions for the City. still be used in high groundwater locations if the Beyond treating and retaining stormwater where it vertical separation from the bottom of the aggregate falls, LID elements add aesthetic diversity,help base to the winter groundwater elevation is at least 1 create a sense of place,and show citizens that our foot.Pervious concrete and permeable pavers can natural resources matter.The City has several have facility depths as shallow as 1 foot for subsurface scenarios along the main corridors, and pedestrian uses. each scenario lends itself to specific LID facilities: 1� r ii 1 i: Bioretention cel Is,swales, or 3.6.1 High Infiltration, Low Groundwater planters may still be used in high groundwater Under this ideal subsurface scenario, numerous LID locations if the vertical separation from the bottom facilities could be feasible. Selection will depend of the bioretention bioretention soil media(or the upon geometry, space available, and types of users bottom of the underdrain aggregate)to the winter within each corridor. groundwater elevation is at least i foot for contributing areas of less than 5,000 sf of pollution- ,'s' i`w,i:, r�#: Permeable pavements generating impervious surface, less than 10,000 sf of include porous asphalt,pervious concrete, permeable impervious area,or less than 3/4 acre of lawn and/or pavers, and grid systems. Porous asphalt,pervious concrete, and permeable pavers would all suitable landscaped area. Greater contributing areas should for sidewalk and shared use path applications in high have at least 3 feet of vertical separation. Separation infiltration, low groundwater locations. Permeable distance can be increased by decreasing the ponding depth and increasing the facility footprint. pavements can accommodate additional run-on flows from adjacent areas,provided stormwater 3.6.3 Poor Infiltration pollutants and sediment run-on can be limited. ',"t'r i i; _i 1,I e, s „i t.,i)A v.i Locations with poor Geometric considerations include maximum infiltration rates may require under drains to prevent longitudinal slopes(5 percent for porous asphalt, degradation of the native soil subgrade due to and 12 percent for pervious concrete and permeable periodic saturated conditions. If the native soil pavers). Modern porous asphalt mix designs provide subgrade can withstand saturated conditions,an a smoother wearing course suitable for all types of elevated drain can be used to protect the pavement users. wearing course from saturation.Permeable pavements can be used in locations of very poor �i�: Bioretention options include cells, swales, planters,and planter boxes. In a high infiltration by utilizing an impermeable liner and infiltration, low groundwater location, cells, swales, under drains. or planters would be suitable for stormwater ,ts; �,�_�: ,;,?;: Bioretention planter boxes are ideal infiltration. Size of contributing area and geometric for locations of poor infiltration,because their solid considerations generally dictate the type of bottoms do not rely on infiltration to the native soil. bioretention selected. Steep longitudinal slopes lend Planter boxes can provide water quality treatment, themselves to swales or connected planters but may but only limited flow control.Underdrains below require check dams or weirs. Cells and swales cells, swales, or planters can also be used in require at least seven feet of width within the right- locations of poor infiltration to provide water of-way using 3H:1 V side slopes; rockery side slopes quality, but only limited flow control. or concrete planters can be used in narrower spaces. In facilities adjacent to roadways, cells or swales 3.7 Street Element Priorities with bottom depths more than 4-feet below the Many street projects are subject to tradeoffs. roadway require a guard rail. Whether limited by budget,available right-of-way, or operational challenges,relatively few street projects in developed portions of the city can 65 ARL,INGTON COMPLETE STREETS PLAN I November 2018 provide optimal operating spaces for all modes while inclusion of certain design elements(e.g., bike lanes) also supporting urban design and placemaking goals. or where to allocate additional width where right-of- When tradeoffs are required,they are made based on way allows should be based on the priorities priorities for each street type. The result is street outlined in this table depending on street type. designs that safely accommodate all users within the User safety is paramount and a minimum constraints of the specific project or location and accommodation or reasonably-convenient alternative achieve the multimodal goals of the project. route for people biking and walking is required for Feasibility is typically assessed during the every street project. Features that are indicated to be conceptual design phase of the project development medium or lower priorities should not be dismissed process, at which time tradeoffs are also made. from inclusion unless constraints make it infeasible Table 13 provides guidance for designers when to include all default elements for the street type. weighing tradeoffs. Judgments regarding the Table 13: Street Element Priorities •1 '1 .1 N •o .1 .i .1 • Corridor Smokey Point Blvd H H W L M1. ` H H NC M H L 67th Ave NE H H H H L H L H L M H 2041h St NE/Cemetery 11 11 111 11 M H L M H M M Rd E Highland Dr H H H H L H L H L M H SR 530/172"d St SE M H H L H H H L M H L SR 9/17711 St SE L H M M H H M L M H M 188th St NE H H H H L H L H L M H Higher H Priority M Medium Priority L Lower Priority NC Not Compatible *Marked Crosswalks are a high priority in school zones,regardless of street type. 66 ARLINGTONIV� W'* ,� 0 COMPLETE STREETS A 0=1 November 2018 APPENDICES Arlington Complete Streets Policy I APPENDICES CONTENTS I. COMPLETE STREET ORDINANCE AND CHECKLIST..........................................................3 2. BACKGROUND MAPS...............................................................................................................14 a. Existing Facilities b. Demand Analysis c. High Comfort Bike Networl< 3. TRANSPORTATION NETWORK IMPROVEMENT PLANS.......................................... 18 a. Bike Improvement Plan b. Pedestrian Improvement Plan c. Transit Expansion Plan 4. STANDARDS................................................................................................32 a. Street Median Design b. Street Lighting Guide S. REFERENCES AND POLICY BACKGROUND DOCUMENTS....................................48 a. Challenges and Opportunities b. Best Practices and Peer Cities Review c. Roadway Cross Sections Matrix d. Council and Staff Work Session Summary e. Community Workshop Summary ORDINANCE NO. 2018-XXX AN ORDINANCE OF THE CITY OF ARLINGTON, WASHINGTON, ADOPTING A COMPLETE STREETS POLICY TO ENSURE THAT ALL TRANSPORTATION PROJECTS INCLUDE SAFE AND APPROPRIATE FACILITIES FOR PEDESTRIANS, BICYCLISTS, AND TRANSIT USERS, ACCOMODATING PERSONS OF ALL AGES AND ABILITIES, CONSISTENT WITH RCW 47.04.320. WHEREAS, the City of Arlington envisions a transportation system that encourages healthy, active living; promotes transportation options and independent mobility; increases community safety and access to healthy food; reduces environmental impact; mitigates climate change; and supports greater social interaction and community identity by providing safe and convenient travel along and across streets through a comprehensive, integrated transportation network for pedestrians, bicyclists, public transportation riders and drivers, motor-vehicle drivers, and people of all ages and abilities, including children, youth, families, older adults, and individuals with disabilities; and WHEREAS, much of Arlington's existing roadway system was built to facilitate access to destinations by personal automobile, resulting in streets that are uninviting and impractical for other users; and WHEREAS, the goal of the Transportation Element in the 2015 Arlington Comprehensive Plan is to provide a balanced multi-modal transportation system with various accessible transportation choices, including transit, bicycles, and walking, in addition to automobiles, that will support existing and future residential and employment growth; and WHEREAS, the Arlington Comprehensive Plan provides that non-motorized transportation should be developed in tandem with motorized transportation systems, recognizing safety and user diversity; and WHEREAS, Complete Streets improve public health and safety by reducing the risk of injuries and fatalities from traffic collisions for users of all modes of transportation; and WHEREAS, streets that are designed with the safety and convenience of pedestrians and bicyclists in mind increases the number of people walking and bicycling thereby providing the opportunity for a healthier community; and WHEREAS, other jurisdictions and agencies nationwide have adopted Complete Streets legislation and policies, including the U.S. Department of Transportation and numerous state transportation agencies; and RESOLUTION 2018-XXX 1 WHEREAS, under RCW 47.04.320, the State of Washington adopted a Complete Streets Grant Program to encourage local governments to adopt Complete Streets ordinances with the goals of, among other things, promoting healthy communities by encouraging walking, bicycling, and use of public transit and improving safety by designing streets for all users; and WHEREAS, funding from the Washington State Complete Streets Grant Program is only available to jurisdictions that have adopted a Complete Streets Ordinance; and WHEREAS, City staff has developed the City of Arlington Complete Streets Policy("Complete Streets Policy") for the purposes of implementing a Complete Streets program; and WHEREAS, the Complete Streets Policy is complimentary to the Arlington Comprehensive Plan, the Transportation Improvement Plan, and the City's Mixed Use Overlay Development Code; and WHEREAS, the development of the Complete Streets Policy included review of existing regional, State, and nationwide Complete Streets plans, planning documents, and WHEREAS, City staff has undertaken research, analysis, community engagement, conducted meetings and presentations with City Council, and regional partners concerning the Complete Streets Policy; and WHEREAS, the research, analysis, and community engagement highlighted a need for safe travel routes for all users of the right-of-way regardless of preferred mode of travel throughout the City, as well as the need for a convenient, interconnected transportation network that improves accessibility to adjacent land uses, WHEREAS, the community and Council have expressed strong support for a Complete Streets plan that will help manage the City's street network, guide all transportation investments, and leverage local funding for Complete Streets projects with regional, federal, and other grant funding programs to become a leader in implementing Complete Streets in Washington State, and WHEREAS, the research, analysis, and community engagement identified eight principles to guide implementation of the Complete Streets Policy: (1) Serve All Users and Modes; (2) Provide Interconnected Networks; (3) Implement Flexible Design; (4) Incorporate Environmental Design; (5) Use Best Practices; (6) Coordinate Internally and among Jurisdictions; (7) Include All Projects and Phases; (8) Measure Performance; and WHEREAS, in furtherance of achieving the eight principles above and the Goals, Objectives and Actions of the 2016-21 Strategic Plan, staff has prepared and submitted to Council the Complete Streets Policy for adoption; and RESOLUTION 2018-XXX 2 WHEREAS, the Complete Streets Policy links transportation planning and land use accessibility decision-making to broader goals and values, including safety, economic vitality, neighborhood livability, and multi-modal connectivity; and WHEREAS, the Complete Streets Policy was developed using a range of methods to build awareness of the project and solicit feedback from the community and stakeholders; and WHEREAS, the Complete Streets Policy provides comprehensive guidance for future citywide transportation projects and in developing the annual six year Transportation Improvement Program; and WHEREAS, for the foregoing reasons, Council wishes to adopt the Complete Streets Policy; and WHEREAS, the City Council recognizes that in support of implementing an effective Complete Streets Policy it will be beneficial to provide guidance to City Commissions and Departments as to project planning, design standards, implementation and monitoring; NOW, THEREFORE, BE IT RESOLVED, BY THE CITY COUNCIL OF THE CITY OF ARLINGTON, WASHINGTON AS FOLLOWS: 1) The Complete Streets Policy, attached as Exhibit 1, is hereby approved and adopted. 2) The City of Arlington will plan for, design and construct City transportation improvement projects to provide appropriate accommodation for pedestrians, bicyclists, transit riders, and persons of all abilities, while promoting safe operations for all users, as provided in the Complete Streets Policy. 3) The Director of Community and Economic Development and the Director of Public Works, or their designees, shall have joint responsibility for the administration and implementation of the Complete Streets Policy. City staff is hereby directed to implement the Complete Streets Policy though incorporation of the provisions of the Policy into the city's development regulations following appropriate requirements of law so that all projects, public or private, permitted within the City of Arlington shall utilize the Complete Streets Checklist and adhere to the Complete Streets Policy and design standards contained therein. APPROVED by the Mayor and City Council of the City of Arlington this day of , 2018. CITY OF ARLINGTON Barbara Tolbert, Mayor RESOLUTION 2018-XXX 3 ATTEST: Kristin Banfield, City Clerk APPROVED AS TO FORM Steven J. Peiffle, City Attorney RESOLUTION 2018-XXX 4 r COMPLETE STREETS CHECKLIST Community&Economic Development City of Arlington• 18204 59th Avenue NE •Arlington,WA 98223 •Phone (360)403-3551 Project Name: Email: Project Manager/Owner: Phone No.: Description of Scope: Roadway Classification: O Principal 0 Minor 0 Collector M Non-Arterial 0 Boulevard 0 Alley Cross Connection Type: O Downtown 0 Urban Center Connector 0 Neighborhood Yield O Downtown Neighborhood O Industrial Access 0 Mixed Use Overlay 0 Urban Village Main O Neighborhood Corridor 0 Smokey Point Corridor 0 Urban Village Neighborhood 0 Neighborhood Curbless Page 1 of 7 Revised 8/18 1. CHANNELIZATION Average Daily Trips: Should re-channelization Contact Public Works 360-403-3512 be considered in the project scope? Speed Limit: Current image or typical existing cross-section of street in project area (showing lane configuration): 2. PAVEMENT CONDITIONS Does the existing road maintain the minimum Overall Condition Index(OCI) as set 0 Yes O No forth in the Transportation Benefit District? Contact Public Works for current OCI and Standards 360-403-3512. Has the installation of traffic circles been considered? 13 Yes O No Is this project on the city's Transportation Improvement Plan? O Yes O No Should pavement repair be considered through this project? O Yes O No If yes,please explain. 3. PEDESTRIAN INFRASTRUCTURE Is this area identified in the City of Arlington Pedestrian Improvement Plan?If so, 0 Yes O No have the recommendations been met? Explain how or why not. People walking or using a mobility device: Is the project fully served by sidewalks, O Yes O No accessible curb ramps,and safe crosswalks?If not,are new/repaired sidewalks, curb ramps,and crosswalks included in the project? Page 2 of 7 Revised 8/18 Explain how or why not. Are existing sidewalk in good condition? O Yes O No Has an initial assessment of trees and sidewalk conditions been conducted with O Yes O No and engineer and arborist/landscape architect? Are there missing sidewalk in the project area? 0 Yes O No If yes,explain how this will be corrected? Crossing Width (number of lanes) Controlled Stop Spacing Does the project propose mid-block crossings to reduce distance between p Yes O No crossings? Is there pedestrian refuge or flashing beacons in the project area? Q Yes O No Explain pedestrian existing crossing convenience,visibility and safety;does the project target improvements to accessibility? Have the addition of curb bulb outs been considered to slow traffic and reduce Q Yes O No crossing width? Describe how the building(s)have been oriented to address the adjacent roadway with visible connected sidewalks that encourage and enhance pedestrian circulation. Describe pedestrian facilities added such as benches,trash receptacles,visual interest,shade and plantings. Page 3 of 7 Is this area identified in the City of Arlington Bicycle Improvement Plan? 0 Yes 0 No If so,have the recommendations been met?Explain how or why not Is the project site fully served by bicycle facilities?If not,are new bicycle facilities 0 Yes 0 No included in the project? Explain how or why not. Does this project meet the needs of a variety of bicycle users? 0 Yes 0 No (Family vs.Commuter) How? Describe how the building(s)serve and invite bicycle traffic,e.g.covered bike racks,visual interest,smooth transitions,bicycle focused travel ways. S. TRAXSff INFRASTRUCTURE Transit Classification: 0 Major Transit Route 0 Minor Transit Route Is the project identified on the City of Arlington Transit Expansion Plan? 0 Yes 0 No • Are there bus stops on the project area? 0 Yes 0 No • Are all bus stops in the project area within close proximity to a controlled 0 Yes 0 No crossing? • Average distance between bus stops in/adjacent to project area? • If bus stops are less than 0.2 miles (1056 ft.) apart,can stops be consolidated? Explain: Page 4 of 7 Revised 8/18 Does the stop provide cover and seating? O Yes O No How or why not. Does the project add visual interest,shading,lighting,plantings,or traffic buffers? 11 Yes O No Explain how the project improves transit users'comfort and convenience. Is the transit stop ADA accessible?If not,how does the project propose to provide p Yes O No accessibility? How or why not. 6. FREIGHT INFRASTRUCTURE Is the project on an identified City of Arlington Freight Route? O Yes O No Does the project area meet the curb radius and clearance standards? O Yes O No Are there spot improvements needed for the project area?(pavement depth) O Yes O No 7. STREET TREES AND LANDSCAPING Describe any existing street trees and landscaping assets within the project limits that warrant project investment to sustain(e.g.preservation of street trees): Is there an opportunity to plant trees or expand landscape? O Yes O No Page 5 of 7 Revised 8/18 Will there be long-term street tree and landscaping maintenance required for this O Yes O No project? How will the maintenance of plants be addressed? Are street median planting proposed in the project area? O Yes O No Does the project include any environmental elements?E.g.: street trees,reduced 0 Yes O No pavement,bio-infiltration,vegetated bump outs,native/drought tolerant vegetation,or other environmental improvements to be implemented with the project? Explain how or why not. S. URBAN DESIGN AND PLANNING If an adopted subarea or action plan applies to this project,has its O Yes 0 No recommendations relevant to improved streets/ROW been met? Explain how or why not. Has connectivity been improved for all modes of travel? p Yes O No Explain specifically for each mode of travel. Is there an opportunity to implement artistic elements (e.g.sidewalk inlays, O Yes O No creative street furniture,or bollards or planters,creative bicycle racks etc.) in the project area?Explain how. Page 6 of 7 Revised 8/18 Describe Public Art or Art Opportunities: 0 Yes O No Public Art Committee may be a resource 360-435-3778 or arlingtonartscouncil.net CITY USE ONLY Approval Determination 0 This project meets or exceeds the City of Arlington Complete Streets Standards. O This project will meet the City of Arlington Complete Street Standards with the following changes. O This project does not meet the City of Arlington Complete Street Standards.Please revisit the following sections and resubmit. Variance Determination 0 This project does not meet the City of Arlington Complete Street Standards.Project proponent has applied for a variance through the variance process and variance has been approved. 0 The variance has been denied,please revisit the following sections and resubmit. Page 7 of 7 Revised 8/18 u! 0 i jr cm 1� ,' 1 y r, All • _ III. :.�.. .... .. __ r- � � • , Wul7® s f c cc 1. • m w o Ica LL E _T - 1, U O • H V7 U U II� ID d � _ a - v O • J QJ C� d' - f' Y L � O 7 OO U7 C!1 fY1 O7 .- C0 N N w w J � t rn 3 a N wU m Q C J Q Y d m o o LL c m y0 a) J y U a) to _ .j a ,�((�� LL V a U Q aU+ O m Y V) a)to aOZ U a) oT 1 . U) mcu m pX r V w € w o= ARllryrlot, 00 Q o l E� oz LLt �:: Jil.1(JNl3JN1 =� 1 ".1 ,a II g n C- 1 I r, O1 �s:•T�1r � �--- t`� r, �... LL, \J Z � I � tsviu,apt.ave aW , J a u V . f.9. V N L m a m m --I W V- Y .N„ N m r rtrl,I(\ N EO d J d .1 �_ ��' 1f► C E a '' m 776 U In U U 07 5 L�J a 1 c � 1 � 1♦ CH r U1 a - a� m a m 0 a� a m r 0 E 0 U T m is a� a 0 a a� is N a `S O • r l 11 1 1. 7-71 io a1P ----•----- ------- E U ' J `_ ♦V ^, fA N 1 ' m �/� m 1 J 3 LU a Qm W a OIY� v� y'vr, O • * V i ' 3 —N OL•YMPIC•AVE J C �� C •�� gTpTER0UTE9 NE s' S s I4r LLJ s. a � s t �� s ■ Oi -Nif OLYMPIG AVE '� A 67THA ENE ••• SLM c ••51STAVE•NE - _ 7TtI�AVE IL t s t 0 •� ��`, s am, PQ r >` Q a � SMOKEY POIN BLVO ...�«.. Lm � .., sw 4 Ci Q City of Arlington Bicycle Improvement Plan 1 October 2018 Prepared in conjuction with: ARLINGTON 'll' COMPLETE STREETS ` City of Arlington Bicycle Improvement Plan October 2018 The City of Arlington Bicycle Improvement Plan (BIP) includes goals that set citywide direction in key areas related to cycle system and connectivity. The City of Arlington as part of their Complete Streets Plan has taken a deeper look at the existing bicycle system and needed improvements for connectivity, safety, and maintenance. The BIP is intended as a working document to help shape development and improvements within the City. It is anticipated to be continuously updated as development occurs and in response to user input. It is included as a part of the Complete Streets Plan, and is anticipated to be included into the Comprehensive Plan in the future. Existing System Overview The existing bicycle system is a combination of bike lanes and mixed use trails. Several existing trails are within or pass through city limits, including the Centennial Trail. There are existing bike lanes on part of 172"d St NE and Airport Blvd. Bike racks are available at several downtown businesses, multifamily residences and parks. Safety Safety was a primary concern identified during public outreach. Encouraging the citizens to utilize bicycle facilities begins with improving safety and a feeling of comfort while cycling. Discussions with maintenance crews, public works, and citizens highlighted common safety concerns to be considered; • Debris on bike lanes • Lack of appropriate lighting on bicycle ways • Lack of bike lanes/trails/shoulders • Lack of separation for cyclists from traffic • Angled railroad crossings • Inattentive drivers • Lack of continuity This plan strives to improve in all the areas listed above. Page 12 City of Arlington Bicycle Improvement Plan October 2018 Maintenance The City's Maintenance Department is responsible for keeping roadways clean and free of debris. They have recently been awarded a grant for an additional street sweeper, which should improve frequency and quality of road maintenance. y N:;a a --n Lighting The City of Arlington has implemented lighting standards for all new roadway sections to improve bicycle safety. As new roads and trails are built, and existing roads updated,the lighting standards will be included. Driver Education and Awareness The City proposes another measure to improve safety by targeting drivers with information regarding bicycle awareness. The plan proposes working with the City of Arlington Police Department to inform and warn drivers about distracted or unsafe driving behaviors. Additional outreach is planned by working with the Communications Department to share safety information through social media and in the City newsletters and other forms of communication. Connectivity The City of Arlington is partially defined by the airport situated at the center of the city. The airport, also serves as a partial barrier to connectivity between the Smokey Point Neighborhoods and businesses and the neighborhoods that surround the historic downtown business district. Another priority to connectivity for the City is providing safe direct routes to the Transit Center in Smokey Point. By ensuring this is accessible,the city is able to widen connectivity to the greater Seattle area. In order to create connectivity throughout the City and to the Transit Center, several routes have been identified as vital for bicycle improvements. Proposed improvements to SRS31(172A Street NE) in conjunction with a combination of trail improvements and bike lanes along Cemetery Road and 1881h St NE, will go a long way towards connectivity. Other areas identified as critical to city wide connectivity include Smokey Point Blvd., 2041h St NE, and Highway 9. Page 13 City of Arlington Bicycle Improvement Plan October 2018 Bicycle Improvement Plan (BIP) The City has compiled a draft list of projects based on research and community input to improve bicycle safety, connectivity and accessibility within the City. As additional locations and projects are brought forward,they will be evaluated and added to the plan. Refer to the table below and the attached Map for project descriptions and locations. BIP Table Road Name From To I Proposed Bicycle Facility 1 204th/207th Hwy 9 Burn Rd Stripe Protected Bike Lanes on existing pavement width 2 204th 67th Ave Hwy 9 Protected Bike Lanes 3 Cemetery Road City Limits 47th Ave Protected Bike Lanes 4 47th Ave Cemetery Rd 188th St Protected Bike Lanes 5 188th St 47th Ave Smokey Protected Bike Lanes Point Blvd 6 188th St 66th Ave 67th Ave Connect existing Multi Use Trail to Intersection 7 Smokey Point 188th St SR 530 Multi Use Trail Blvd 8 Smokey Point SR 531 188th St Protected Bike Lanes Blvd 9 173rd Smokey Pt 43rd Multi Use Trail Blvd 10 SR 531 Smokey Pt 51st Ave Stripe Protected Bike Lanes on existing Blvd pavement width 11 SR 531 51st Ave 67th Ave Protected Bike Lanes 12 SR 531 67th Ave Hwy 9 Protected Bike Lanes 13 51st Ave SR 531 City Limits Protected Bike Lanes 14 43rd Ave 169th St SR 531 Protected Bike Lanes 15 169th St Smokey Pt 51st Ave Multi Use Trail Blvd 16 Smokey Point SR 531 169th St Protected Bike Lanes Blvd 17 63rd Ave 180th St SR 531 Multi Use Trail 18 63rd Ave 180th St 197th St Multi Use Trail 19 192nd St 59th Ave 63rd Ave Multi Use Trail 20 Woodlands 67th Ave Cedarbough Stripe Protected Bike Lanes on existing Way Loop pavement width 21 Cedarbough West Country Woodlands Stripe Protected Bike Lanes on existing _Loop Club Drive Way pavement width 22 Eaglefield Dr rCedarbough E Country Stripe Protected Bike Lanes on existing Loop Club Dr pavement width 23 Eaglefield Dr E Country SR 9 Stripe Protected Bike Lanes on existing Club Dr pavement width Page 14 City of Arlington Bicycle Improvement Plan October 2018 24 E Country Club Eaglefield Dr Gleneagle Stripe Protected Bike Lanes on existing Dr Blvd pavement width 25 W Country Club Gleneagle Cedarbough Stripe Protected Bike Lanes on existing Dr Blvd Loop pavement width 26 Gleneagle Blvd SR 531 W Country Stripe Protected Bike Lanes on existing Club Dr pavement width 27 Hwy 9 SR 531 Highland Dr Multi Use Trail 28 Crown Ridge Hwy 9 Hwy 9 Stripe Protected Bike Lanes on existing Blvd (Gate) pavement width 29 89th Ave SR 531 Arlington Multi Use Trail High School 30 SR 531 Hwy 9 89th Ave Protected Bike Lanes 31 197th St 63rd Ave 67th Ave Multi Use Trail 32 Cemetery Road City Limits 67th Ave Protected Bike Lanes 33 Cemetery Trail Cemetery Rd 197th St Multi Use Trail 34 Cemetery Trail Cemetery Rd Cemetery Multi Use Trail Property 35 Removed 36 Stillaguamish 207th St E Highland Protected Bike Lanes Ave Dr 37 Tveit Rd Stillaguamish City Limits Multi Use Trail Ave 38 Stillaguamish Highland Dr E 1st Stripe Protected Bike Lanes on existing Ave pavement width 39 Highland Dr Hwy 9 Stillaguamis Protected Bike Lanes h Ave 40 Removed 41 Removed 42 SR 530 Island City Limits Protected Bike Lanes Crossing 43 E Burke Ave Hwy 9 City Limits Stripe Protected Bike Lanes on existing pavement width 44 Broadway St E Division St E Burke Ave Protected Bike Lanes 45 E Division St SR 530 French St Stripe Protected Bike Lanes on existing pavement width 46 French Ave E Division St Highland Dr Stripe Protected Bike Lanes on existing pavement width 47 E 5th St French St Post Middle Stripe Protected Bike Lanes on existing School pavement width 48 E 5th St French St West Ave Stripe Protected Bike Lanes on existing pavement width 49 E 1st St French St Stillaguamis Stripe Protected Bike Lanes on existing h Ave pavement width 50 E 1st St N Olympic Ave French St Stripe Protected Bike Lanes on existing pavement width Page 5 City of Arlington Bicycle Improvement Plan October 2018 51 E Gilman Ave West Ave N Alcazar Multi Use Trail Ave 52 N Alcazar Ave E Gilman Ave E 5th St Stripe Protected Bike Lanes on existing pavement width 53 Arlington Valley 67th Ave 204th St Multi Use Trail Road 54 Olympic Ave 204th St 1st Ave Stripe Protected Bike Lanes on existing pavement width 55 Olympic Ave 1st Ave E Division St Share Lanes 56 West Ave 67th Ave E Division St Share Lanes 57 Dike Rd Wetland Trail 59th Ave Multi Use Trail 58 59th Ave Dike Rd 208th St Multi Use Trail 59 169th St 67th Ave 51st Ave Multi Use Trail 60 63rd Ave 169th St SR 531 Multi Use Trail Page 6 it a � X y ' , t •'�P > � .x c IL` m o o 0 x a i't � it3�yR Q c° m s? (b N N �Ii9lii�i9i p /1 f'1 L a y x m a N o m Y iL a- U c c m m F y �_ E . II a a m m m m H `m E c ; S y o m O m U U O 0 a Fj L = (� c fn Oa a to Jn w w to U U Q p3 • �+�. y d i r .°i G n J l 1 I m ¢ rn Alll W � o f� U • H ' 1 SAY W"c +.- �.... •I'.y__ r4J y y � 1 kt• � •-• r r•JR.T�♦ VVV I��IwI'+''1•__{��J1.�lTtitr\I.�"i_ 1 _1� .1j+, rL, 44tJ.2v,i k :�1 JL ate•��;�� 1 •'r r r ' ,�\' •I-D,• E 1 a ' r 1_ 1 \ t_l_••W Yci III:..I>�____IV ill•1 L[ 1 7 1 1 1 g -- • 1• 1 1 Ir 1 1 1 1 1 i t L�l Y City • Arlington / Z Pedestrian Plan S.` L. •,� ,r 1 l�1 •d: �- ��v i �!r'• r� i f�� a�r � .., .•ti�''b w i r•� y� �N ,{� •f�5•. Cd • t �. . k/�n.� Y r �.yy October 21 Prepared in conjuction with: . r COMPLETE STPEETS o • City of Arlington Pedestrian Improvement Plan October 2018 The City of Arlington Pedestrian Improvement Plan (PIP) includes goals that set citywide direction in key areas related to walking. The City of Arlington as part of their Complete Streets Plan has taken a deeper look at the existing pedestrian system and needed improvements for connectivity, safety, and maintenance. This plan is intended as a working document to help shape development and improvements within the City. It is anticipated to be continuously updated as conditions dictate. It is included as a part of the Complete Streets Plan,and is anticipated to be included into the Comprehensive Plan in the future. Existing System Overview The existing pedestrian system is a combination of sidewalks and mixed use trails. There is a total of 85 miles of sidewalks in Arlington,which constitutes approximately 80%of the existing road system. Several existing trails are within or pass through city limits, including the Centennial Trail. Many individual neighborhoods and community centers are walkable, however they often lack connectivity to city centers,or continuity throughout. Safety Safety was a primary concern identified during public outreach. Encouraging the citizens to utilize pedestrian facilities begins with improving safety and a feeling of comfort while walking. In order to provide safety improvements several walking workshops were conducted in order to identify concern areas within the existing system. Discussions with maintenance crews, public works,and citizens highlighted common safety concerns to be considered; • Tripping hazards usually due to tree roots causing sidewalks to heave • Lack of appropriate lighting on pedestrian ways • Missing or non-conforming ADA ramps • Obstructions on the sidewalk(cars, bushes, poles) • Unmaintained surfaces • Missing sidewalk sections • Unsafe crossings • Not enough crossings,distance between crossings too great • Traffic speed • Inattentive drivers • Narrow sidewalks • Lack of buffer between traffic and sidewalk • Need for crossing markers This plan strives to improve in all the areas listed above- 2 Page City of Arlington Pedestrian Improvement Plan October 2018 Maintenance City of Arlington Municipal Code 12.20.020, maintenance of the sidewalk is the responsibility of the abutting property owner. Complaints of this type are followed up by the City's Code Compliance Officer who works in conjunction with the property owner to get maintenance completed. Larger issues,such as tripping hazards have been more difficult for property owners to resolve. The City's maintenance department has recently created a program to assist, but grinding tripping hazards, partnering with homeowners in sidewalk replacements, and tree removals. The need for this program is greater than current resources and staffing can manage. Increasing this program budget in future budget years and employing new technologies to repair existing sidewalks will help improve existing sidewalk safety. City maintenance such as roadway crossing markings and signs will be identified and put on the schedule for maintenance. The pavement preservation project has been responsible for replacing several non-conforming ADA ramps and improving street markings. Lighting The City of Arlington has implemented lighting standards for all new roadway sections to improve pedestrian safety.As new roads and trails are built, and existing roads are updated,the lighting standards will be included. Spot Improvements In order to address many of the safety concerns,spot improvements have been identified for midblock crossings, rectangular rapid flash beacon (RRFB) or similar safety devices, intersection _ improvements,ADA ramp replacements,and sidewalk gap projects. Other measures _ to consider include traffic calming devices to control speeds, stop sign controlled a W ti: intersection,and center 1 medians. Studies have shown to effectively improve safety r "R _� by reducing speeds and 9'� � J, ?, �I providing pedestrian refuge Wed* H ,,c •a�iY ; '#`. areas. 3 Page City of Arlington Pedestrian Improvement Plan October 2018 Driver Education and Awareness The City proposes another measure to improve safety by targeting drivers with more information and better pedestrian awareness. The plan proposes working with the City of Arlington Police Department to inform and warn drivers about distracted or unsafe driving behaviors. Additional outreach is planned by working with the Communications Department to share safety information through social media and in the City newsletters and other communications. Connectivity The City of Arlington is partially defined by the airport situated at the center of the City. The airport community,also serves as a partial barrier to connectivity between the Smokey Point Neighborhoods and businesses and neighborhoods that surround the historic downtown business district. Another priority to connectivity for the City is providing safe direct routes to the Transit Center is Smokey Point. By ensuring this is accessible,the city is able to widen connectivity to the greater Seattle area. In order to create connectivity throughout the City,several routes have been identified as vital for pedestrian improvements. Proposed improvements on SR531 (172"d Street NE) in conjunction with a combination of trail improvements and sidewalks along Cemetery Road and 188'St. NE would go a long way towards connectivity. Other areas identified as critical to city wide connectivity include Smokey Point Blvd.,2041n St NE, and Highway 9. Pedestrian Improvement Plan(PIP) The City has compiled a draft list of projects based on research and community input to improve pedestrian safety, connectivity and accessibility within the city. As additional locations and projects are brought forward,they will be evaluated and added to the plan. Refer to the table below and the attached Map for project descriptions and locations. PIP Table Identifier Road Name From To Proposed Facility 1 SR 531 Smokey Pt Smokey Pt Dr Midblock Crossing with HAWK Blvd 2 SR 531 40th Ave 40th Ave New Intersection Crossing 3 SR 531 Smokey Pt 40th Ave Midblock Crossing with HAWK Blvd 4 39th Ave 169th St 168th St New Sidewalks 5 Smokey Point 173rd St 173rd St New Intersection Crossing Blvd 6 188th St 66th Ave 67th Ave Connect existing Multi Use Trail to Intersection 7 Smokey Point 188th St SR 530 Multi Use Trail Blvd 8 Smokey Point SR 531 188th New Sidewalks Blvd 9 173rd Smokey Pt 43rd Multi Use Trail Blvd 10 180th St 31st Dr Smokey Pt Dr New Sidewalks 4 1 P a g e City of Arlington Pedestrian Improvement Plan October 2018 11 31st Ave 183rd PI 184th PI New Sidewalks 12 31st Ave 184th PI 186th PI New Sidewalks 13 Smokey Point 176th PI 176th PI Midblock Crossing with HAWK Blvd 14 51st Ave SR 531 Marysville New Sidewalks 15 169th St Smokey Pt 51st Ave Multi Use Trail Blvd 16 Smokey Point 188th St 188th St New Intersection Crossing Blvd 17 63rd Ave 180th St SR 531 Multi Use Trail 18 63rd Ave 180th St 197th St Multi Use Trail 19 192nd St 59th Ave 63rd Ave Multi Use Trail 20 Smokey Point 35th Ave 35th Ave New Intersection Crossing Blvd 21 188th St 31st Ave Airport Blvd New Sidewalks (Connect Existing Segments) 22 47th Ave NE 188th St Cemetery Rd New Sidewalks 23 Cemetery 47th Ave NE Cemetery New Sidewalks Road Trail 24 176th PI NE Smokey Pt 43rd Ave NE New Sidewalks Blvd 25 43rd Ave NE 173rd St Airport Blvd New Sidewalks (Connect Existing Segments) 26 Airport Blvd 43rd Ave 43rd Ave NE Crossing with RRFB 27 Hwy 9 SR 531 Highland Multi Use Trail 28 SR 531 67th Ave SR 9 Sidewalks 29 89th Ave SR 531 Arlington Multi Use Trail High School 30 SR 531 67th Ave 67th Ave New Intersection Crossing 31 197th St 63rd Ave 67th Ave Multi Use Trail 32 67th Ave 197th St 197th St New Intersection Crossing 33 Cemetery Trail Cemetery Rd 197th St Multi Use Trail 34 Cemetery Trail Cemetery Rd Cemetery Multi Use Trail Property 35 67th Ave 169th St 169th St Crossing with HAWK or New Intersection (3-way Stop) 36 67th Ave 188th St 188th St New Intersection Crossing 37 Tveit Rd Stillaguamis City Limits Multi Use Trail h Ave 38 Cemetery 67th Ave City Limits Sidewalks Road 39 SR 531 59th Ave 59th Ave New Intersection Crossing 40 SR 531 Airport Blvd Airport Blvd New Intersection Crossing 41 SR 531 43rd Ave 43rd Ave NE New Intersection Crossing City of Arlington Pedestrian Improvement Plan October 2018 42 j SR 531 63rd Ave 63rd Ave New Intersection Crossing 43 59th Ave SR 531 188th St Sidewalks 44 204th St 74th Ave 74th Ave New Intersection Crossing 45 204th St 77th Ave Olympic PI New Intersection Crossing 46 204th St 71st Ave 71st Ave New Intersection Crossing 47 Portage Creek Hwy 9 Centennial Multi Use Trail Trail Trail 48 Hwy 9 Portage Portage Crossing with HAWK Creek Trail Creek Trail 49 Portage Creek Hwy 9 Olympic PI Multi Use Trail Trail 50 207th St Kent Prairie Kent Prairie Crossing with RRFB 51 E Gilman Ave West Ave N Alcazar Ave Multi Use Trail 52 81st Dr NE Existing Highland Sidewalks 53 Arlington 67th Ave 204th St Multi Use Trail Valley Road 54 Eaglefield Dr Pioneer Champions Crossing with RRFB Dr 55 5th St Alcazar Alcazar Crossing with RRFB 56 3rd St Stillaguamis Stillaguamish Crossing with RRFB h Ave Ave 57 Dike Rd Wetland 59th Ave Multi Use Trail Trail 58 59th Ave Dike Rd 208th St Multi Use Trail 59 169th St 67th Ave 51st Ave Multi Use Trail 60 63rd Ave 169th St SR 531 Multi Use Trail 61 Olympic Ave 2nd St 2nd St New Intersection Crossing 62 59th Ave Boys and Boys and Crossing with RRFB Girls Club Girls Club 63 Highland Drive Hwy 9 Stillaguamish Sidewalks Ave 64 Burke Ave Centennial Centennial Crossing with HAWK Trail Trail 65 Burke Ave High St High St Crossing with HAWK x r 6ti"; �, ?4pgt i;i W O ° r ip4' 'i� }r aci 3 o y Iypita �6 b4 L v m p //��►► o o y S fA W (u Y = LO O a a Y N O N1 .t{li�i N CL G c c •Ic H o m ° a I..L U � C rn Ln w z w w w U U a�i m a •Nf ma tv y ax.a'.r ui•r ' y - z F o -•:.... i I ,� � Iti IMv�rac ch A •.�...�T.j:i��NIIIlM1�ss-it �_ ._ aT•.... .�.. �l,'- r ------------- i. a otl&..fi,.->�• -- {r M r, - ---------'4' �.� P City of Arlington Transit Expansion Plan 1; SO 140,M. , October 2018 Prepared in conjuction with: ARLINGTON 4 COMPLETE STREETS o -" ' ( c ► City of Arlington Transit Expansion Plan October 2018 The City of Arlington Transit Expansion Plan (TEP) includes goals to improve transit coverage within the City. The City of Arlington as part of their Complete Streets Plan has taken a deeper look at the existing transit system and needed improvements for connectivity and coverage. This plan will be used in conjunction with Community Transit in order to work towards common goals. It is included as a part of the Complete Streets Plan, and is anticipated to be included into the Comprehensive Plan in the future. Existing System Overview Existing transit service is centered on the Smokey Point Transit Center, a hub for transportation south to the greater Seattle area. Existing bus routes serve the downtown neighborhoods and businesses with connections to Darrington and Stanwood. Commuter service to Boeing is provided from the downtown park and ride twice in the morning and twice in the evening. Service to the Everett Transit Center is currently available about every fifteen minutes. First Mile/Last Mile In an effort to bridge the gap between existing service and the riders'final destination,the city has created a Pedestrian Improvement Plan and Bike Improvement Plan to provide safe and convenient pathways to neighborhoods, businesses,and employment areas. Limited Service After reviewing the existing system a large area of the City,shown on the map below, does not currently have bus service. This area includes a large area of single family residences,Arlington High School, Weston High School,the Arlington Food Bank,the Boys and Girls Club, including the sports field complex, and several City parks. This area of the city will also be the center of significant growth in the coming years, including multifamily residential developments and industrial business growth. An additional limiting factor to transit ridership is the lack of parking at the Smokey Point Transit Center. Increasing service will reduce the need for parking and increase potential ridership. Connectivity The City of Arlington is partially defined by the airport situated at the center of the City. The airport community, also serves as a partial barrier to connectivity between the Smokey Point Neighborhoods and businesses and neighborhoods that surround the historic downtown business district. Another priority to connectivity for the City is providing safe direct routes to the Transit Center is Smokey Point. By ensuring this is accessible,the city is able to widen connectivity to the greater Seattle area. In order to create connectivity throughout the City,several routes have been identified as vital for transit improvements. Proposed improvements on SRS31 (172"d Street NE) in conjunction with a combination of trail improvements and sidewalks along Cemetery Road and 188th St. NE would go a long way towards connectivity. Other areas identified as critical to city wide connectivity include Smokey Point Blvd.,2041h St NE, and Highway 9. 2 1 P a g e City of Arlington Transit Expansion Plan October 2018 Transit Expansion Plan(TEP) The City has created a draft transit expansion plan to increase service to areas currently underserved, and increase ridership. The City of Arlington will work with Community Transit to identify needed routes and stops,and evaluate ridership needs. Refer to the attached TEP. 3 1 P a g e Ln V U. EQ'�se�s� W apoe E. N T G— C >O v�aEm-5'js 4 € 0 2 Ocn � o u � X o N= ¢ E � E:° � m � �ev4se�s:a' o c � y Ua o Y .IWRt 4J W O > O OI t� W r c N V N N ca d Y O \V .c Jo rn m o > fn H y 9 II .y �, O 0— in CO W y o rn .S rn of N E c c L o E N o Q o 0 0 .c c a ul ul d y, y, H U N N N N N N W W m p O LL U i 0 7i U) j �Jc t G CD Ir IA 1 D ]. Ii \ - 1 M N11111 ES �T. 1 1 P10 o F 1 mFDJ 41 of fig N':! l • ul Loom 7 CL o c auc av I T_ 0.N O C E m In�t �8I03 t.ay"W F 141�<�lill City of Arlington • • Median • �• !. j Mry , November 1 Prepared • R • COMPLETE e City of Arlington Median Design Guide November 2018 Introduction The City of Arlington Median Design Guide is intended for staff, homeowners, and developers for work in the street right of way in order to increase consistency and understanding of acceptable standards in street landscaping. To create a cohesive attractive look to the City of Arlington for the benefit of our residents and those visiting our community. In the development of this Guide Community and Economic Development worked with the other City departments to create a design guide that incorporated design, style, aesthetics,the environment, maintenance considerations, and safety. This document provides guidance in the following areas: • Design Layout • Design Criteria • Standard Colors • Stamped or Textured Concrete • Public Art • Safety and Maintenance Considerations This document is a collaboration with Community and Economic Development, Maintenance and Operations, Public Works, and City Council. The development of this standards manual will help to increase consistency and understanding of acceptable standards in median design. This process also facilitated greater communication and buy-in from the representative departments. Use of this design guide will inform developers, decision makers, designers, and citizens and help to create a consistent look for Arlington. Design Layout The standard layout for medians is described below. Each median should include curb adjacent to an 18" wide decorative concrete border to provide a buffer between traffic and the planting areas. Vegetated landscaping areas will utilize, as much as practical the following standard design shape; • Parallelogram with interior acute angle of 60 degrees • Acute angle is measured from direction of adjacent traffic flow • Length of 25 feet • Spacing of 15 feet 2 1 P a g e City of Arlington Median Design Guide November 2018 ------------ T 4"60 3 Page City of Arlington Median Design Guide November 2018 Design Criteria The landscaping should be planned as an integral component of the project. Landscaping should be designed in keeping with the character of the street/neighborhood and its environment, providing for aesthetics, storm water drainage, noise abatement, and erosion control. The landscaping needs to be arranged to permit a sufficiently wide, clear and safe pedestrian walkway, considering individuals with disabilities, bicyclists, and pedestrians. The areas should also be developed to serve traveling motorists with considerations to ensure sight distances and clearance to obstructions. Projects should demonstrate that future maintenance activities have been considered in the design. • Landscape designs must coordinate with placement of all site utility elements. • Plant material to be a mixture of drought tolerant deciduous and evergreen trees, shrubs, and ground cover • Large maturing trees may not be planted in conflict with overhead distribution or transmission lines • Adjust planting locations to maintain a planting distance of 1S feet from all underground utilities • Sidewalks to be setback from curb a minimum of 5 feet for tree and shrub installations • Planting distances for trees are dependent upon species • Street median islands 4 feet or less in width to be decorative hardscape • No plant material within 10 feet of the end of street median islands • No multi-trunk or low-breaking trunk trees to be planted in area less than 10 feet in width and/or at the end of the street median island • No shrubs with a mature height of 3 feet to be installed on street median islands or within 10 feet of curb on ROW. • Trees shall be per Arlington approved tree list, or approved equal • Use of grass is discouraged • Design and materials shall be per Arlington design standards • Standard colors, decorative concrete, shall be utilized • Root barrier shall be placed to a depth of 18" around all trees • Installation of public art is encouraged 4 1 P a g e City of Arlington Median Design Guide November 2018 Standard Colors The rnedian design shuuld inc;urpurale the use of slarriped c;ulured Luncrele per the design layout. In order to provide for city wide consistency, while allowing artistic design,the City has outlined five colors to be utilized in colored concrete. The designer may utilize, one or several of the colors in their design. Note that the Safety Yellow is intended as an accent color and shall not be used as a main color or in a way that could cause driver confusion or a hazard. City of Arlington standard color palette - "'M Safety Yellow, Sage Green, Charcoal, Garnet, Ceramic The palette above was chosen from Solomon Colors, Inc. Designers may propose any brand of integral pigment available that reflects the colors above. To view these colors online visit www.solomoncolors.com. Stamped or Textured Concrete The median design should incorporate the use of stamped or textured colored concrete per the design layout. Below are two examples of stamped concrete designs that would be acceptable. Designers are encouraged to propose their own stamped designs for approval. As shown in the design layout, 18 inches of stamped concrete adjacent to the curb on a median is standard for maintenance access and safety. Textured concrete may also be proposed. Designs that reflect the natural style of the northwest are encouraged. Savannah Stone European Fan 1 . 5 Page City of Arlington Median Design Guide November 2018 Public Art Installation of public art shall be encouraged. The Public Art Committee shall approve all public art installations. Location shall be approved by the City of Arlington. t, y x, 6 paae City of Arlington Median Design Guide November 2018 Safety and Maintenance Consideration Street Landscape is planned, designed and installed to provide a community with a safe and aesthetic transportation corridor. While the benefits of a maturing landscape are well-known and appreciated,future maintenance provisions and costs are often not considered with the same importance. The City of Arlington Maintenance and Operations Department is often the responsible party for the maintenance of these landscaped areas which include center medians and right of way plantings. Maintenance of these areas is an evolving process that should be planned as an integral component of the landscaping project. City of Arlington Street Lighting Guide •L ` 4 1 _ 1 _ h 1 I-� 4�I •' November 2018 Prepared in conjuction with: APLINGTONulo*'t ,_ COMPLETE STREETS City of Arlington Street Lighting Guide November 2018 Introduction All public streets, sidewalks, and other common areas or facilities shall be sufficiently illuminated to ensure the security of property and the safety of persons using such streets, sidewalks, and other common areas or facilities. The City currently uses four types of street lights: 1. Standard street lights maintained by Snohomish County PUD 2. Street lights maintained by the City of Arlington 3. Pedestrian lights maintained by the City of Arlington 4. Street lights maintained by WSDOT All roads,driveways, sidewalk,parking lots,entrances,exits and other common areas and facilities in commercial/industrial and multifamily developments shall be sufficiently illuminated to ensure the security of property and the safety of persons using such areas and facilities. Street lighting systems shall conform to AMC 20.60.400 and the Engineering Standards, Chapter 2-8, and PUD Standards. All street lighting shall consist of LED fixtures unless approved by the City Engineer. Street light locations must be shown in site/civil plans and be energized with underground conduit to the maximum extent feasible. The City may require the Developer to add, reduce, or relocate street lights at Developer's expense. Maintenance of the completed lighting system in City Right of Way is provided by PUD and paid for by the City. Maintenance of private lighting systems shall be the responsibility of the property owner. Illumination shall be required on all new roadways. Widening of roadways will require maintaining the existing illumination or designing to current standards, if existing illumination cannot be maintained due to the ultimate roadway width. New roadway lighting shall meet the minimum illumination requirements as prescribed in Table 2-5, as measured in foot-candles (fc). The City Engineer may require a Photometric analysis be completed to demonstrate required illumination levels are met. Table 2-5 Minimum Roadway Illumination Roadway Classification Area Classification Commercial Industrial Residential Arterial 2.0 fc 2.0 fc 1.0 fc Collector 1.2 fc 0.9 fc 0.6 fc Residential/Local 0.9 fc 0.6 fc 0.6 fc 21Page City of Arlington Street Lighting Guide November 2018 The following roadway lighting luminaire fixtures and poles, or approved equals as determined by the City Engineer, are required on City corridors: 1. LeoTek GreenCobra LED Street Light a. Color Temperature: 3000K b. Approved Dark Sky Friendly Fixture 2. 1254 Industries Huntington Series tapered decorative pole The following pedestrian or trail lighting luminaire fixtures, and poles or approved equals as determined by the City Engineer, are required on designated City trails: 1. K199 California-LED Acorn a. Color Temperature: 3000K b. BUG Rating: B2U3G2 2. 1254 Industries Huntington Series tapered decorative pole 3 1 P a g e A B C D E F G Mv. V/ MNSUr igif OAI( CN[CFfD Br KING LUMINAIRE K199 LED POST TOP FIXTURE J CAT. #; 12-BCHUN2032/590A140/k199-LED 2 0.19" PER 875" AWS D.7.1 TUBE THK. 3 10"� 1.25" x 1.75" 3 SLOTTED ANCHOR BOLT HOLES 9" BOLT I. CIRCLE c r, I CY, BASE DIAMETER w `r 4 o >< a DETAIL 2 - BASE PLATE 16LSHARP FLUTE n .75 CROSS SECTION II0 oU) w � W (4) 0.75" X 24" X 3" Q ANCHOR BOLTS WITH (2) HEX 5 NUTS AND (2) FLAT WASHERS 5 PER BOLT ASTM-A36 FULLY GALVANIZED PER ASTM A123 24" 2 PC. CAST ALUMINUM (ASTM-A356 ZASE AST ALUMINUM INGOT) L3"J 6 DETAIL 3 - ANCHOR BOLT • ALL COMPONENTS POWDER COATED TO 31,. MATCH EXISTING FINISHING SPECIFICATIONS Ll 20" DRAWN BY. CHECKED BY. APPROVED BY CATALOG/• DATE: 8 fsnwdaf�r R.R. __ 12-BCHUN2092/58QA140/K188 LED 1.2.18 8 iOtY-IM)ILLM7t/FAY.AY7MItp CUSTOMER: PRO,.ECT NAME: VALLEY RD&AIRPORT RD BIl10(AYINBiYI1DMHf!'R BMOlflllR LLR�IIBI/!A�'?IO01N! i��YB♦I�AIOLOfIBiO11pYAdIAMIWIdI/I.pINMMBIpOBA! C.O.ARLINGTON, WA. DRAWING NUMBER: SHEET NUMBER: TWELVE FIFTY FOUR INDUSTRIE5 R-125401021&2A 20F2 A 1 8 C D E F I G K199 CALIFORNIA - LED ACORN KING - LED T E C H N 0 L 0 G Y PROJECT: -; W 'y PREPARED BY: DATE: PRODUCT SPECIFICATIONS LED ENGINE quickly removed from the globe it will be necessary only to attach Light engine shall be an array of assembly. The globe assembly the incoming supply connectors 36, 42, 54 or 63 solid state Cree is secured to the main housing to Mate-N-Lok connectors or to a X-Series high power LEDs (light by means of a spring-tensioned, terminal block. Mate-N-Lok shall emitting diodes) mounted to a twist-locking Rotolock'" unit to al- be certified for 600V operation. multi-sided, vertical heat sink of low tool-less removal of the globe, Internal wire connectors shall be highly conductive aluminum. The while maintaining a secure seal be- crimp connector only and rated LED emitters are mounted to re- tween the globe assembly and the at 1000V and 150°C. All wiring to movable circuit boards such that main body of the luminaire,making be CSA certified and/or LIT listed, they are in full thermal contact with the K199 California suitable for an type SFF-2,SEWF-2,or SEW-2 No. the vertical heat sink. The vertical outdoor environment, 14 gauge, 150°C, 60OV, and color 39 1/8" heat sink is open at the bottom and coded for the required voltage. vented at the top to provide appro- High performance protection priate dynamic airflow cooling for against water or dust particle in- THERMALS the LED array.The emitters are ar- gress is available by means of a Fixtures tested by a DOE sanc- ranged in various patterns on each non-porous,closed-cell silicon rub- tioned test facility to determine the face of the vertical heat sink to pro- ber o-ring gasket which is highly maximum in-situ solder-point or vide the required light distribution, efficient in sealing against particle junction-point temperatures of the ingress over a wide temperature LED emitters. This report is avail- OPTICS range(-40°F to 310'F). able upon request. The LED arrays include optical baf- fles constructed of optical grade DRIVER FINISH CERTIFICATION: ABS plastic with a vacuum met- The LED universal dimmable driver Housing is finished with a 13 step CSA US Listed allized reflective surface or clear will be class 2 and capable of 120 KingCoat-SuperDurable polyester Suitable for wet locations acrylic precision refractors over - 277V or 347 - 480V input volt- TGIC powder coat.Standard colors ISO 9001 each diode. Both optical options age, greater than 0.9 power fac- include strobe white, brown metal, IP66 are designed to efficiently control tor, less than 20% total harmonic marina blue, gate gray, Chicago APRA Compliant light distribution in IESNA Type IV distortion and features an ambi- bronze, standard gold, standard LM79/LM80 Compliant &V for the B3 and Type III &V for ent temperature range of-35°C up black,federal green and rain forest. the R1. to 65°C. Each LED system comes Please see our website for a com- DRIVER INFO: with a standard surge protec- plete list of colors.PAL and custom >0.9 Power Factor LUMINAIRE CONSTRUCTION Lion designed to withstand up to color matches are available. <20%Total Harmonic Distortion All K199 California cast compo- 20kV/10kA of transient line surge as 120-277V&347-480V nents shall consist of a heavy grade per IEEE C62.41.2 C High,An in-line MISCELLANEOUS -35'C Min.Case Temperature A319 cast aluminum. The main ferrite choke is utilized to provide All exterior hardware and fasten- 65°C Max.Case Temperature body, or capital, acts as an enclo- protection against EFT's. The driv- ers, wholly or partly exposed, shall Surge Protection:ANSI C136.2 sure for the driver assembly and is er assembly will be mounted on a be stainless steel alloy. All internal extreme level 20kV/10kA of adequate thickness to give suffi- heavy duty fabricated galvanized fasteners are stainless steel or zinc EPA: cient structural rigidity.The capital steel bracket to allow complete coated steel.All remaining internal 1.55 sq ft shall have an opening at the base tool-less maintenance. hardware is stainless steel, alumi- tenon body to allow the luminaire num alloy,or zinc coated steel. FIXTURE WEIGHT: to be mounted to a tenon of 3-1/2" PHOTOMETRICS 36 lb maximum diameter. The luminaire Fixtures are tested to IESNA LM79 WARRANTY shall be locked in place by means specifications. These reports are The K199 California LED luminaire of heavy duty, stainless steel set- available upon request. comes with a 7 year limited war- screws. ranty. CHROMATICITY GLOBE ASSEMBLY High output LEDs come standard The protective globe shall be mold- at 3000&4000K(+/-300K)with ed of either; rippled polycarbonate a minimum nominal 70 CRI. Addi- Miles Makrolon GP/OP Thermo- tional CCT emitters are available plastic Polymer, or equivalent, or upon request. rippled acrylic Acrylite Plus Acrylic Polymer, or equivalent, having a LUMEN MAINTENANCE minimum thickness of 0.125". Reported (TM21) and Calculated (L70) reports are available upon The globe assembly is a self-con- request with a minimum calculated tained unit consisting of the globe, value of 100,000 hrs. rugged cast locking ring, and the 10, LED light engine and optical con- WIRING lg1killig trol. The LED light engine is of a All internal wiring and connec- US SQS facts modular design, and is able to be Lions shall be completed so that 7-12-2017 POWER & LUMENS K799 CALIFORNIA - LED ACORN Test Voltage:12OV Nominal Color Temperature:3000K&400OK i 1036 Engine Series:36 Emitters(40-75W) To learn more about the B3 Optic,please see the B3 Optic Information Sheet 1054 Engine Series 54 Emitters(100W) LED Engine+Driver Rated Life=100,000 hrs2 '.00NB3AR40403C Open 3000 Type IV 40 1036 2376 585 333 2000 1-3-2 50-70 100N133AR-404040 Open 4000 Type IV 40 1036 3116 76.2 333 2000 1-3-2 50-70 IOONB3ARS04030 Open 3000 Type 40 1036 2324 57.2 333 2000 2-3-2 50-70 100NB3AR504040 Open 4000 Type V 40 1036 2897 70 333 2000 2-3-2 50-70 100SB3AR40403C SST 3000 TyoelV 40 103E 2176 5"1 333 2000 1-3-2 50-70 IOOSB3AR404040 SST 4000 TypelV 40 1036 2890 71.4 333 2000 1-3-2 50-7O 100SB3ARSO4030 SST 3000 Type V 40 i036 2328 56.9 333 2000 2-3-2 50-70 1005133.AR504040 SST 4000 Type 40 1036 2816 70.2 333 2000 —3-2 50-70 100WB3AR50403C SST,/Struts 3000 Type V 40 103E 2218 54.8 333 2000 2-3-2 50-70 In Testing SST/Struts 4000 Type V 40 1036 N/A N/A 333 2000 N/A 50-70 In Tes[!ng SST/Struts 3000 TypelV 40 103E N/A N/A 333 2000 N/A 50-70 IOOWB3AR404040 SST/Struts 4000 TypelV 40 1036 2637 65.3 333 2000 1-3-2 50-70 OONB3AR406030 Open 3000 TyoelV 60 1036 3318 54,2 So0 3000 1-3-3 70-100 IOONB3AR406040 Open 4000 TypelV 60 1036 4378 71.2 Soo 3000 1-3-3 70-100 ICONBEARS06030 Open 3000 Type 60 1036 3286 53.4 Soo 3000 2-3-2 70-100 1OONB3AR506040 Open 4000 Type\' 60 1076 4078 65.1 500 3000 2-3-2 70-100 100SB3AR406030 SST 3000 TypelV 60 1036 3064 502 Sell 3000 1-3-3 70-100 100SB3AR406040 SST 4000 TypelV 60 1D36 4093 66.6 Soo 3000 1-3-3 70-100 100SB3AR506030 SST 3000 TypeV 60 1036 3278 53.3 500 3000 2-2-2 70-100 100S133AR506040 SST 4000 Type V 60 1036 4022 65.5 500 3000 2-3-2 70-100 100W93ARS06030 SST/5truts 3000 Type V 60 1036 3121 512 S00 3000 2-3-2 70-100 In Testing SST/Struts 4000 Type V 60 1036 N/A N/A 500 3000 N/A 70`00 In Testing SST/Struts 3000 Type IV 60 1036 N/A N/A Soo Moo N/A 70-IOC IODWB3AR604040 SST/struts 4000 Type IV 60 1036 3738 61.1 Soo 3000 1-3-3 70-100 100NB3AR407530 Open 3000 TypelV 75 1036 3835 50.9 667 4000 1-3-3 100-150 IOONB3AR407540 Open 4000 TypelV 75 103E 5105 67.3 667 4000 1-3-3 100-150 100NB3AR507530 Open 3000 Type V 75 1036 3837 50.5 667 4000 2-3-2 100-150 100NB3AR507540 Open 4000 Type V 75 1036 4740 61.9 667 4000 3-3-2 100-150 In Testing SST 3000 Type IV 75 1036 N/A N/A 667 4000 N/A 100-150 TOOSBSAR407540 SST 4000 Type IV 75 1036 4796 63.3 667 4000 1-3-3 100-150 100583AR50753C SST 3000 Type 75 1C36 3802 50.1 667 4000 2-3-2 100-ISC 100S133AR507540 SST 4000 Type 75 1036 4746 62.6 667 4000 3-3-3 100-150 100WBZARS07530 SST/Struts 3000 Type V 75 1036 3624 48.3 667 4000 2-3-2 100-15C In Tasting SST/Struts 4000 Type V 75 103E N/A N/A 667 4000 N/A 100-150 In Testing SST/Struts 3000 Type IV 75 103E N/A N/A 667 400O N/A 100-150 100WB3AR407540 SST/Struts 4000 TvpelV 75 1036 4391 58 667 4000 1-3-3 100-150 IOON83AR410030 Open 3000 Type IV 100 1054 5003 48.8 533 4800 1-3-3 150-200 100NB3AR410040H Open 4000 Type1V 100 1054 8729 97 533 4800 1-3-4 150-200 In I esLing Ooen 3000 Type V 100 1054 N/A N/A 533 4800 N/A 150-200 IOONB3AR510040 Open 4000 Type V 100 1054 5936 57.5 533 4800 3-3-3 150-200 10OSHAR410030 SST 3000 Type IV 100 1054 4646 453 533 480C 1-3-3 I50-200 100S83AR410040 SST 4000 TypelV 100 1054 5904 57.1 533 4800 1-3-3 150-200 In testing SST 3000 Type V 100 1054 N/A N/A 533 4800 N/A ISC-200 10OS83ARS10040 SST 4000 Type V 100 1054 6482 57.4 533 4800 3-.s-3 150-200 100WB3AR410030 SST/Struts 3000 TypelV too 1054 4224 41 533 4800 1-3-3 150-200 100WB3AR410040 SST/Struts 4000 TypelV 100 1054 5378 5 1.71 533 4800 1-3-3 ISO-200 In Test:ng SST/Struts 3000 Type V 100 1054 N/A N/A 533 -1800 N/A 150-200 OOW83AR510040 SST/Struts 4000 Type 100 1054 5344 53.2 533 4800 3-3-3 150-200 B3=3rd Generation Baffled Array SST=Solid Spun Top SST/sLlu Ls=Solid Spun Top+Rings and Struts Open=No Decorative Option Color temoerature is nominal,olease see Lest report for specific chromaticity infor,mabon 'Contact factory for TM21 information/Driver specification 'Due to the continuous advancements in'_ED iecnnology,lummaire delivered lumen and efficacy is subject to change without notice at'he discretion of King mourn naire 'Equivalence should always be confirmed by re,foerning a photorec is layout,due to the variability of pei fomiance requirements and aopllcation criteria POWER & LUMENS K799 CALIFORNIA - LED ACORN Test Voltage:120V Nominal Color Temperature: rs(40& 5W) loan Engine series:az Embers(40-75w) To learn more about the Rl Optic,please see the Rl Optic Information Sheet 1063 Engine Series:63 Emitters('00-120W) LED Engine+Driver Rated Life=100.000 nrs Ph.t.nnetni,Test IOONRIAR301030 One, 3000 Type 111 40 1042 3033 764 278 1670 1-3-2 50-70 IOONR1AR30404C Open 4000 Type 111 40 1042 3e76 91.-, 278 1670 1-4-2 50-70 In Testing Open 3000 Type V 40 1042 :N/A N/A 278 1670 N/A 50-70 IOONRIAR504040 Open 4000 Type V 40 1042 3428 87 278 1670 2-1-2 50-70 IOOSRlAR304030 SST 3000 Type 111 40 1042 2645 676 278 1670 1-3-2 50-70 OOSR1AR304040 SST 4000 Typa 111 40 1041 3203 81.2 2 75 1670 I-3-2 50-70 In'.esting SST 3000 'ypeV 40 1042 N/A N/A 278 1670 N/A 50-70 IOOSRIARS04040 SST 4000 Type`/ 40 1042 3110 78.3 278 1C70 2-3-2 50-70 '00WR1AR304030 SST/Shuts 3000 Type 111 40 1042 2273 578 278 1670 1-3-2 50-70 I00WRIAR504040 SST/Struts 4000 TypeV 40 1042 2630 66.4 278 1b70 2-3-2 50-70 100NR1AR306030 Open 3000 Type 111 60 1042 3934 72.6 417 2500 1-4-2 70-100 100NR1AR306040 Open 4000 Typa 111 60 1,42 551b a5 417 2500 1-4-3 70-lOO In-esting Open 3000 Type V 60 1042 N/A N/A 417 2500 N/A 70-'.00 10ONR1AR506040 Open 4000 Type'V CO 1042 520-R 31.1 417 2500 2-4-2 70-100 IOOSRlAR306030 SST 300c Type 111 60 1042 3991 62.7 417 2500 1.-3-2 70-100 100SRIAR3nCO40 SST 4000 Tvpe 111 50 1342 4905 5.6 417 ^_500 1-2-3 70-100 In Testing SST 3000 1:ype V 60 1042 N/A N/A 417 2500 N/A 70-100 100SR1ARS06010 SST 4000 Type V 60 1C'42 1683 72.8 417 2500 =n-2 70-100 100WR1AR306030 SST/Struts 3000 Type 111 60 1042 3431 532 417 2500 1-3-2 70-100 10OWR1AR506040 SSTi Struts 4000 Type V CO 1042 0978 81.7 417 2500 2-3-2 7C)Too 100:NR1AR307530 Open 3000 Type 111 75 1042 5258 66.5 566 3400 1-4-3 100-150 ICON RI AR3075401-1 Open 4000 Type III 75 1042 7596 100 566 3400 2-5-4 100-150 In Testing Open 3000 Type V 75 1042 N/A N/A 566 3400 N/A i00-150 10ONR1AR507510 'Open 4000 Type':/ 75 1042 612' 77.2 566 5100 3-4-3 100-150 1O05R1AR307530 S5l 3000 Type 111 75 1042 4672 59.3 566 3400 1-3-3 100-150 In Testing SST 4000 Type 111 75 IO42 1,1111.4 N/A 566 3400 N/A 100-I50 In Testing SST 4000 Type V 75 1042 N/A N/A 566 3400 N/A 100-150 IOOSR1AR507540 SST 4000 Typa V 75 1042 5503 69.S 566 S400 3-3-3 100-150 IOGWRIAR307530 SST/Struts 3000 Type 111 75 1042 3981 50.4 566 3400 1-3-3 MC-150 l0OWR1AR507540 SST/Struts 4000 Type V 75 114, 4661 58.6 566 3400 3-3-2 100-1.50 100NR1AR310030 Open 3000 Type III 100 1063 6887 68.5 444 4000 2-5-3 150-17s 100NR1AR310040H Open 4000 Type 111 100 1063 9454 es 444 4000 =5-4 150-175 In Testing Open 3000 Type V 100 1063 N/A N/A 444 4000 N/A 150-1.75 10ONRIAPS10040 Open 400D Type V 100 1063 7261 76.8 444 1000 5-3 150 175 'OOSR1AR310030 SST 3000 Type 111 100 1063 6096 605 444 4000 2-3-3 150-175 1OOSR1AR310340 SST 4000 Type 111 100 1003 7064 68.8 444 1000 �;-3 150-175 In Testing SST 3000 Type V 100 1063 N/A N/A 444 4000 N/A 150-175 In Testing SST 4000 Type V lno 1063 NIA N/A 444 4000 N/A 150-1.5 In Testing SST/Struts 3000 Type III 100 1063 N/A N/A 444 4000 N/A 150 75 100WRIAR510040 SST/Sb-uts 40DO Type V 100 1063 6116 of 414 4000 3-3-3 150-175 In Testing Open 3000 Type 111 120 1063 N/A N/A 555 5000 N/A 150-200 IOONRI.AR31nn040H Open 4000 Type 111 120 IOc� 11101 97 555 s000 3-5-4 150-100 In Testing Open 3000 Type V 12O 1063 N/A N/A 555 5000 N/A 153-200 In Testing Open 4003 Type V 120 1063 N/A N/A 555 5000 N/A 150-200 In Testing 5ST 3000 Type III 120 '.063 :N/A N/A 555 5000 N/A 150-200 In Testing c5T 400-- Type III LO 1083 N A N/A 555 5000 N.,A 150-200 In Testing SS f 3000 Type V 120 1063 N/A N/A 555 SOOO N/A 150-200 In Tsting SST 4000 Type V 120 IOeS N:A N/A 555 .5000 N/A 60-1_00 1n Testing SST/Struts 4000 Tyoe III 120 1063 N/A N/A bs, 5000 N/A 150-200 In Testing SST'Stwts 4003 Type V 120 I0,63 N/A N/A 555 5000 N::A 150-200 RI=1st Generation Refractive Array SS'=Solid Sou,Top SST/struts-Solid Spun Top+Ring5 and Shuts Open-No Decorative Option FIXTURE OPTIONS K799 CALIFORNIA - LED ACORN Capital Options Decorative Options: K16 K18 K14 C/W PR 1 I� M 112 K13 K23 C/W PR K24 C/W PR GE Globe Ring Solid Spun Top BELL Ring& Struts Finial Options: #1 #2 #3 •3M. 1 HOW TO ORDER LINE VOLTAGE DECORATIVE OPTIONS SERIES 120V(120-277) GE-GE Ring 480V(347-480)' SST-Solid Spun Top IES LIGHTING CLASSIFICATION 1036(40-75W B3) BRS-BELL Ring&Struts 1042(40-75W B2.RI) 'Select wattages available within III -Type 3(B2,Rl) 1054(IOOW B3) this range,contact King Luminaire PAINT COLOR IV- Type 4(B3) 1063(100-120W B2 :': V- Type 5(B3,Rl) CAPITAL GIN -Federal Green K13,K14,K16 BE - Blue K18,K24,K23 GY -Gray SOURCE BIN - Brown LUMINAIRE STYLE 'Additional options BK - Black SSL-Solid State available on website K199R�Cehfo..ve BZ - Bronze CCT 'Additional options 3K-3000K ern�leWo on website 4K-4000K K199R D (SSL) _ _ WATTAGE 40,60,75,100,12o pH0T0 CONTROL OPTION '120 only available in RI FINIAL OPTIONS PR-Photo Receptacle c/w cover and OPTICAL OPTIONS LENS OPTIONS PR,Available with K14,K18,K24&K23 #1,p2.43 B2-B2 Optic(Baffled Array) AR-Acrylic Rippled PE-Photo Receptacle c/w cover, 'Additional options 03-B3 Opt c(Baffled Array) PR-Polycarbonate Rippled PR and Photo Eye.Available CONNECTION available on website RI-R1 Optic(Refractive Array) with K14,K18,K24&K23 TB-Terminal Block PEBC-Photo Electric Buttoncell -leave blank if no photo control required KING - LED T E C H N O L O G Y A Member of The StressCrete Group of Companies www.stresscretegroup.com KING LUMINAIRE 1153 State Route 46N Jefferson, OH 44047 Phone:1.800.268.7809 www.kingluminaire.com A 6 C D I E F 9E1AS9R HOtr oAzr wrcKTa ar LEOTEK GCM SERIES LED CCOBRAHfAD 1 CAT. SCLBCHUN2436/900A350/CA—ALH-6(MOD)—LED 2 2 19 PER AWS D 1 1 lU� THK 1 12.75 1 25"BOLT 3 / ��` -� HOLE 3 N CAR BOLT �/) CN7CL£ i?QL(�11Af1- IS SHAR(�I'LVIL 12 S� I I CROSS SECTION ` 9-POLE BASE QDIAMETER h, 4 �^ �Y4.� 0MAIL 8 — BASE PLATE 4 CLAMP ON BANNER ARMS; w 1,5"SCH. 40 BANNERS WITH x 3"O.D. GOLD BALL CAP V" eO1 a b� m W (4) 1"X 36"X 4"ANCHOR �a BOLTS WITH(2)HEX NUTS AND (2)FLAT WASHERS PER BOLT ASTM-A36 FULLY GALVANIZED PER ASTM A123 5 5 OPTIONAL 20 AMP, 125V _ARMS TO MATCH DUPLEX RECEPTACLE WITH fNISiWC WEATHERPROOF, IN USE COVER STAINLESS STEEL "J PLANT BASKETS 6 14, DCTAIL 8 - BASE PLATE 6 1 •ALL COMPONENTS POWDER COATED TO MATCH EXISTING I ' FINISHING SPECIFICATIONS DECCRARVE 2 PC.CLAMP AROUND CAST ALUMINUM BASE COVER; CATf BCHUN2436 SEE DETAIL 4-BASE COVER DETAIL 7 7 31- 6 ORA NN BY.' CHECKED BY:AP5H0=O BY. CATALOG/: DATE: 8 ,�4,,,,UB,�g R.R. 1.2.18 2 2 E ;.j N71t1E-lN7MYfIr CUSTOMER:... PROJECT NAME: VALLEY RD&AIRPORT RD. n e..�rmrawoawnae+u.wornwrwrw>rsr mr<Anrw.�o..vu.arn.na�rwwaew,~e� C.O.ARLINGTON,WA. DRAIMNG NUMBER: SHEET NUMBER: TWELVE FIFTY FOUR INDUSTRIES R-125401021&2A 1OF2 A H C D E F LE TE KCO Project LITE-ON GROUP Type GreenCobraTM Midsize LED Street Light Catalog No. GCM H-Series Specification Data Sheet Luminaire Data E E Weight 10 Ibs[4.6 kg] r EPA 0.44 ft' nv._ t12• c3t0.?M�� 21.6'<550.9nn7 Boggess a N Co Ordering Information Sample Catalog No.GCM2 30H MV NW 2R GY 700 PCR7 WL Product LED Voltage Color Distribution Finishl 30H Drive z Options Code Temperature Current Code GCM2 30H MV 120-277V WW 3000K 2S Type 2 Short GY Gray 530 FDC3 Fixed Drive Current HV 347-480V NW 4000K 2111 Type 2 Medium DB Dark 610 FFA^ Full field Adjustability CW 5000K 311 Type 3 Medium Bronze 700 LPCR Less Photocontrol 4 Type 4 BK Black 850 Receptacle 5 Type 5 3A PCR71 ANSI 7-wire Photo- control Receptacle 40H Drive PCR7-CR6 Control Ready 7-wire GCM2 40H PC Receptacle Current Code' WL Utility Wattage Label 575 4B 4-Bolt Mounting 700 Bracket 850 RWG Rubber Wildlife 950 Guard 3A SWTB Straight Wire Terminal Block BBL Bubble Level Notes: 1 Gray,Black,and Dark Bronze standard.Consult factory for other finishes. 2 Specified drive current code is the factory set maximum drive current.Field adjustable current Accessories' selector enables standard dimming to lower wattage drive currents only.Consult factory if wattage HSSGCM' House Side Shield,Snap-On* limits require a special drive current. CSSGCM' Cul-De-Sac Side Shield,Snap-On* 3 Non-field adjustable,fixed drive current.Specify required drive current.Not available with PCR7-CR SPB9 Square Pole Horizontal Arm Bracket option. RPB9 Round Pole Horizontal Arm Bracket 4 The FFA option enables full field adjustability from the specified drive current code to all drive PT89 Pole Top Tenon Horizontal currents available.This option is not DLC qualified. Arm Bracket 5 Field adjustable current selector included to enable standard dimming to lower wattage drive PT829 Pole Top Tenon Horizontal currents only.Field changeable connectors included to enable connection to PCR7(wireless node Arm Bracket(2@1800) dimming is disabled by default). W89 Wall Horizontal Arm Bracket 6 Control-ready wired at factory for wireless node dimming.Supplied at maximum drive current.If a BSK Bird Deterrent Spider Kit lower drive current is required,consult factory. PC10 Twist Lock Photocontrol 7 Flush mounted house side shield.Shield cuts light off at 1/2 mounting height behind luminaire. LLPC10 Long-Life Twist Lock Photocontrol 8 Flush mounted cul-de-sac shield.Shield cuts light off at 1/2 mounting height behind luminaire and SC Twist Lock Shorting Cap 1-1/2 mounting height on either side of luminaire. *Accessories are ordered separately and not to be 9 Specify Color(GY,DB,BK) included in the catalog number.For factory installed 10 Specify MV(120-277V)or HV(347V-480V) HSS,CSS consult factory. i 02017 Leotek Electronics USA.GCM_H-Series_Spec Sheet_090717.Specifications subject to change without notice. i C&N, USTE0l-- LE TE K GreenCobra TM Midsize LED Street Light LITE-ON GROUP GCM H-Series Specification Data Sheet Luminaire Specifications Housing Quality Control Finish Die cast aluminum housing with universal Every luminaire is performance tested before Housing receives a durable,fade-resistant two-bolt slip fitter mounts to 1-1/4"to 2" and after a 2-hour burn-in period.Assembled polyester powder coat finish with 3.0 mil nominal (1-5/8"to 2-3/8"O.D.)diameter mast arm. in the USA. thickness.Finish tested to withstand 5000 hours in One-piece aluminum housing provides passive salt spray exposure per ASTM B117.Finish meets heat-sinking of the LEDs and has upper surfaces Optical Systems scribe creepage rating 8 per ASTM D1654.Finish that shed precipitation.Four-bolt mounting Micro-lens optical systems produce IESNA tested 500 hours in UV exposure per ASTM G154 bracket is available.Mounting provisions meet Type 2,Type 3,Type 4,or Type 5 distributions and meets ASTM D523 gloss retention. 3G vibration per ANSI C136.31-2010 Normal and are fully sealed to maintain an IP66 rating. Application,Bridge&Overpass.Mounting has Luminaire produces 0%total lumens above Listings/Ratings/Labels leveling adjustment from±5'in 2.5'steps, 900(BUG Rating,U=0).Optional house side Luminaires are UL listed for use in wet locations Electrical components are accessed without shield cuts light off at 1/2 mounting height in the United States and Canada.Design Lights tools via a high-strength,non-conductive behind luminaire.Cul-de-sac shield provides Consortium'"qualified product.Consult DLC polycarbonate door with quick-release latches. back and side light control for end of cul-de-sac QPL for Standard and Premium Classification Polycarbonate material meets UL 746C for applications.Both shields are field installable Listings.International Dark Sky Association listed. outdoor usage.Available rubber wildlife guard without tools. Luminaire is qualified to operate at ambient (RWG option)conforms to mast arm with no temperatures of-40'C to 40'C. gaps. Electrical Rated life of electrical components is 100,000 Photometry Light Emitting Diodes hours.Uses isolated power supply that is Luminaires photometrics are tested by certified High-flux/High-power white LEDs produce a 1-10V dimmable.Power supply is wired with independent testing laboratories in accordance minimum of 90%of initial intensity over 75,000 quick-disconnect terminals.Power supply with IES LM-79 testing procedures. hours of life based on IES TM-21(L90>_75k features a minimum power factor of.90 and hours).LEDs are tested in accordance with IES <20%Total Harmonic Distortion(THD).EMC Warranty LM-80 testing procedures.LEDs have correlated meets or exceeds FCC CFR Part 15.Terminal 10-year limited warranty is standard on luminaire color temperature of 3000K(WW),4000K block accommodates 6 to 14 gauge wire.Surge and components. (NW),or 5000K(CW)and 70 CRI minimum. protection complies with IEEE/ANSI C62.41 LEDs are 100%mercury and lead free. Category C High,20kV/10kA and ANSI C136.2- Vandal Resistance 2015,20kV/10kA. Housing and optics rated to IK10 Field Adjustability LED drive current can be changed in the field Controls Standards to adjust light output for local conditions(not 3-Wire photocontrol receptacle is standard. Luminaire complies with: ANSI C136.41 7-wire PCR7 photocontrol ANSI:C136.2,C136.3,C136.10,C136.13,C136.15, available with PCR7-CR option).The specified ( ) drive current code will be the factory set receptacle is available.All photocontrol C136.22,C136.31,C136.35,C136.37,C136.41, maximum drive current and field adjustments receptacles have tool-less rotatable bases. C62.41,C78.377,C82.77 can only be made to available lower wattage Wireless control module is provided by others. Other: FCC 47 CFR,IEC 60598,ROHS II,UL 1449, drive currents.Select the FFA option if full UL 1598 field adjustability to all available drive currents (1A max)is desired.The FFA option is not DLC qualified. ©2017 Leotek Electronics USA.GCM_H-Series_Spec Sheet_090717.Specifications subject to change without notice. LE TE K GreenCobraT"" Midsize LED Street Light LITE-ON GROUP GCM H-Series Specification Data Sheet Performance Data:3000K(WW) All data nominal.IES files for all CCTs available at leotek.com. Product LED Code Drive System Delivered Efficacy Current Code Wattage(W) Lumens(Lm)1 (Lm/W) 530 48 5770 120 610 58 6700 116 30H 700 68 7620 112 850 82 8800 107 1A 101 10480 104 GCM2 575 73 8780 120 700 88 10230 116 40H 850 107 11960 112 950 121 13040 108 1A 135 14080 104 Notes: 1 Nominal lumens.Normal tolerance±10%due to factors including distribution type,LED bin variance,and ambient temperatures. Performance Data:4000K(NW)and 5000K(CW) All data nominal.IES files for all CCTs available at leotek.com. Product LED Code Drive System Delivered Efficacy Current Code Wattage(W) Lumens(Lm)1 (Lm/W) 530 48 6330 132 610 58 7440 128 30H 700 68 8550 126 850 82 9830 120 1A 101 11720 116 GCM2 575 73 9590 131 700 88 11260 128 40H 850 107 13270 124 950 121 14390 119 1A 135 15430 114 Notes: 1 Nominal lumens.Normal tolerance±10%due to factors including distribution type,LED bin variance,and ambient temperatures. 02017 Leotek Electronics USA.GCM H-Series_Spec Sheet_090717.Specifications subject to change without notice. LE� K a GreenCobraTM Midsize LED Street Light LITE-ON GROUP GCM H-Series Specification Data Sheet BUG Ratings 3000K(WW) Type 2S Type 2R Type 3R Type 4 Type 5 Product LED Drive BUG BUG BUG BUG BUG Code Current Code Rating Rating Rating Rating Rating 530 62 UO G1 131 UO G1 62 UO G2 B2 UO G1 63 UO G1 610 B2 UO G1 61 UO G1 B2 UO G2 B2 UO G2 33 UO G1 30H 700 B2 UO G1 32 UO G2 B2 UO G2 32 UO G2 B3 UO G1 850 B2 UO G1 B2 UO G2 32 UO G2 32 UO G2 63 UO G2 1A 32 UO G2 132 UO G2 32 UO G2 B2 UO G2 63 UO G2 GCM2 575 32 UO G1 132 UO G2 32 UO G2 82 UO G2 B3 UO G2 700 32 UO G2 B2 UO G2 32 UO G2 82 UO G2 133 UO G2 40H 850 B2 UO G2 32 UO G2 B3 UO G3 33 UO G2 B3 UO G2 950 133 UO G2 B2 UO G2 133 UO G3 63 UO G2 34 UO G2 1A B2 UO G2 B2 UO G2 63 UO G3 33 UO G2 B4 UO G2 4000K(NW) Type 2S Type 2R Type 313 Type 4 Type 5 Product LED Drive BUG BUG BUG BUG BUG Code Current Code Rating Rating Rating Rating Rating 530 B2 UO G1 61 UO G1 32 UO G2 B2 UO G1 B3 UO G1 610 32 UO G1 132 UO G2 32 UO G2 B2 UO G2 33 UO G1 30H 700 32 UO G1 32 UO G2 B2 UO G2 132 UO G2 33 UO G2 850 32 UO G2 B2 UO G2 B2 UO G2 B2 UO G2 63 UO G2 1A 33 UO G2 132 UO G2 32 UO G2 63 UO G2 63 UO G2 GCM2 575 32 UO G2 B2 UO G2 62 UO G2 B2 UO G2 33 UO G2 700 B2 UO G2 132 UO G2 B3 UO G3 32 UO G2 B3 UO G2 40H 850 33 UO G2 132 UO G2 133 UO G3 133 UO G2 34 UO G2 950 B3 UO G2 32 UO G2 133 UO G3 63 UO G2 34 UO G2 1A 63 UO G2 33 UO G3 33 UO G3 83 UO G3 64 UO G2 5000K(CW) Type 2S Type 211 Type 311 Type 4 Type 5 Product LED Drive BUG BUG BUG BUG BUG Code Current Code Rating Rating Rating Rating Rating 530 32 UO G1 31 UO G1 32 UO G2 132 UO G1 B3 UO G1 610 B2 UO G1 32 UO G2 32 UO G2 132 UO G2 B3 UO G1 30H 700 B2 UO G1 132 UO G2 B2 UO G2 32 UO G2 33 UO G2 850 32 UO G2 132 UO G2 32 UO G2 32 UO G2 B3 UO G2 1A B2 UO G2 82 UO G2 33 UO G3 63 UO G2 B3 UO G2 GCM2 575 32 UO G2 B2 UO G2 32 UO G2 32 UO G2 33 UO G2 700 B2 UO G2 32 UO G2 33 UO G3 32 UO G2 33 UO G2 40H 850 33 UO G2 32 UO G2 33 UO G3 133 UO G2 34 UO G2 950 B3 UO G2 62 UO G2 B3 UO G3 B3 UO G2 B4 UO G2 1A 33 UO G2 33 UO G3 B3 UO G3 B3 UO G3 84 UO G2 02017 Leotek Electronics USA GCM_H-Series_Spec Sheet_090717.Specifications subject to change without notice. Arlington Complete Streets Policy I APPENDICES 5A. CHALLENGES AND OPPORTUNITIES FROM ARLINGTON'S POLICIES AND PLANS able 1: Oppi horn A1lin".lnn's Policies and Thorns Planning Opportunities Planning Challenges The Comprehensive Plan 2017 Update,the Mixed The City's Comprehensive Plan 2017 Update and Use Overlay Development Code, and the 2035 the 2035 Transportation Plan 2017 Update do not Transportation Plan 2017 Update recommend a connect their prioritized project lists to funding Complete Streets Program sources or department work plans The Comprehensive Plan 2017 Update identifies regional support for complete streets planning efforts through the Vision 2040 plan The Comprehensive Plan 2017 Update and the 2035 Transportation Plan 2017 Update establish clear goals for the Complete Streets Program The 2035 Transportation Plan 2017 Update identifies possible joint planning efforts for the Complete Streets Plan with the recommendation of a new sidewalk plan and prioritization of sidewalk construction by location and land use The 2035 Transportation Plan 2017 Update lists 2035 Non-motorized improvement projects for sidewalks, crosswalks,trails, and bicycle lane facilities The Mixed Use Overlay Development Code recognizes the importance of multimodal transportation in Arlington The Mixed Use Overlay Development Code requires that all public and private vehicular rights-of-way must be complete streets, and be consistent with the Ci 's complete streets policy The Mixed Use Overlay Development Code identifies the responsible City department and appeal review body for its approval processes The 2035 Transportation Plan 2017 Update identifies the development of the Complete Streets Plan as a policy approach for meeting the 2035 Plan's System Development goal The 2017 Arlington and Darrington Revised The 2017 Arlington and Darrington Revised Community Revitalization Plan identifies regional Community Revitalization Plan and the 2015 North stakeholders for possible investments in the Stillaguamish Valley Economic Redevelopment regional trail system Plan focus on regional trail system economic development opportunities, instead of local, municipality-controlled systems 2015 North Stillaguamish Valley Economic Far-reaching investments in the North Redevelopment Plan positions investments in the Stillaguamish Valley's transportation systems will regional transportation systems as levers for require funding,planning and public engagement growing the local and regional economic vitality coordination from multiple municipalities, and and recreational infrastructure, and for improving regional,state, and federal agencies Arlington Complete Streets Policy I APPENDICES Planning Opportunities Planning Challenges public health conditions and access to community resources The 2015 North Stillaguamish Valley Economic The 2015 North Stillaguamish Valley Economic Redevelopment Plan identifies key actors and Redevelopment Plan did not identify the key actors general funding needs for implementing some of for implementing some of the keystone the recommended transportation-related priorities recommended transportation projects, such as -repairing and improving the Whitehorse Trail The 2018-2023 Six Year Transportation The 2018-2023 Six Year Transportation Improvement Plan—Project List includes projects Improvement Plan did not highlight or prioritize that support multimodal transportation options projects that would assist the City is attaining its Complete Streets policy goals and visions The 2018-2023 Six Year Transportation Improvement Plan—Project List identified specific funding sources and levels of funding re uirements for projects Transportation Benefit District's impact on Funding from the Transportation Benefit District improved pavement surface benefits transit users cannot be used for important mobility and accessibility improvements such as crosswalks and sidewalks The Transportation Benefit District's 2016 Work Plan includes the development of a"Crosswalk Comprehensive Plan and Implementation" The interlocal agreement between the Transportation Benefit District Board and the City, enables the Board to make all transportation improvements in the District consistent with existing state, regional and local transportation Tans The City has already begun investing in a trail system with regional and local connections: 12.2 miles within the UGA, and 57.6 miles in the area (Parks and Recreation Master Plan 2016-2021) The City has a recently completed inventory of all City and County trails in the UGA and the region, with local site facilities and amenities serving the trails (restrooms,drinking fountain, benches) included The Parks and Recreation Master Plan 2016-2021 The City's park and recreation systems are provides the City with a clear list of trail administered by multiple departments, and the improvement prioritizes and projects parks' maintenance and operations are managed by a separate third department The Median Design Guidelines will standardize the placement of street trees along sidewalks Arlington Complete Streets Policy I APPENDICES 5B. COMPLETE STREET BEST PRACTICES AND PEER CITIES TuhIe 2 Be,( . i arficev ;ui„ . .., NCSC Score (ma,L of Pop. Agency State tnu) Document Name Type Year (2016) Darrington WA 80.8 Ordinance NO.717 Ordinance 2016 1,385 OrdinanceNO.1575; Ordinance Fircrest WA 43.2 and Design Standards 2016 6,780 and Guidelines for Design Streetscape Elements Guidelines SeaTac WA N/A Safe&Complete Plan 2012 28,873 Streets Plan Ordinance NO.2016-Bellingham WA 36.0 Ordinance 2016 87,574 09-032 Everett WA 61.6 Ordinance NO.3510-16 Ordinance 2016 109,043 Policy Vancouver WA 96.9 Ordinance No.M4203 2017 174,826 Ordinance 49.2 Resolution No. 37916 Policy 2009 Tacoma WA N/A Complete Street Design 211,277 Guidelines Guidelines N/A Ordinance No. 28446 Ordinance 2017 56.8 Bridging the Gap Tax Ordinance 2006 Seattle WA 704,352 52.8 Ordinance No. 122386 Policy 2007 2015 Bicycle and Richmond IN N/A Plan 2015 35,664 Pedestrian Master Plan Saint Paul MN N/A Street Design Manual Design 2016 302,398 Guidelines I Pittsfield MA 88.8 Complete Streets Order 2017 42,846 Policy Arlington Complete Streets Policy I APPENDICES NCSC Score (max of Pop. Agency State IOU) Document Name Type Year (2016) Complete Streets 88.8 Policy 2015 Policy Omaha NE 446,970 N/A Complete Streets Design Expected Design Guidelines Guidelines 2018 Policy No. 703;and Policy 2009 New Jersey DOT NJ 80.8 Complete Streets Design g 2017 8,944,000 Design Guide Guidelines WASHINGTON STATE COMMUNITIES DARRINGTON, WA The Town of Darrington (2016 population: 1,385) adopted its Complete Streets Policy in 2016 (NCSC score of 80.8). Darrington is regional neighbor to Arlington, and while significantly smaller, the Town has a municipal airport located in the downtown area. Structure • The Policy includes some elements of the NCSC's criteria,with sections for vision and purpose,jurisdiction, and implementation. • The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award in 2017 • The purpose of the Policy is: [To] encourage the development of a complete street network throughout the community [that] will help to create a more balanced transportation system.2 Implementation Elements • Integrate Complete Streets principles into street project planning documents,zoning and subdivisions codes, law,procedures,rules,regulation,guidelines,programs,and templates • Maintain a comprehensive inventory of pedestrian and bicycle facility infrastructure • Reevaluate the Capital Improvement Projects' prioritization approach • Provide Complete Streets principles and best practices training for pertinent town staff and decision-makers • Implement a public access program to promote the multi-modal transportation system's use The jurisdiction section considers the breadth of the policy's applicability. i Darrington Complete Streets Policy, Ordinance No. 717. Pg. I.08-10-2016. Arlington Complete Streets Policy I APPENDICES • Seek out sources of funding and grants to implement the policy Post-adoption Policy Implementation and Funding • Inclusion of County and regional trail,bicycling,and mountain biking resources and maps on the City's tourism-focused website3 • Inclusion of trail-focused events on the City's tourism-focused website, including National Trail Day4,s Links Darrington 2016 Complete Streets Policy: www.tib.wa.gov/Xrant&/coinpletestreets/0rdinances/DARRINGTON.pd f FIRCREST, WA The City of Fircrest (2016 population: 6,780) adopted its Complete Streets Policy (NCSC score of 43.2) and Design Standards and Guidelines for Streetscape Elements in 2016 Structure • The Policy includes elements of the NCSC's criteria,with mentions of the vision and purpose,jurisdiction, exceptions,network,context sensitivity and implementation • The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award in 2017 • The Policy's adoption was coordinated with the adoption of the Design Standards and Guidelines for Streetscape Elements in the City's code • The purpose of the Policy is: [To] develop, maintain, and operate a multimodal transportation system that provides for the safe, efficient and reliable movement of people, goods and services.6 Implementation Elements • Develop and implement Complete Street design standards • Classify streets and arterials to reflect their desired use,function,and relationship to adjacent land uses • "Ensure alternative transportation choices are available to underserved areas and provide mobility options for people with special needs including persons with disabilities,the elderly,young and low-income populations." • Make all street sidewalk and curb ramp areas accessible to all pedestrians • "Require sidewalk facilities on all new and substantially redeveloped public streets..."' • Identify bicycle,pedestrian,and trail network gaps a Destination Darrington.www.destinationdarrington.com/index.ghp/maps-resources.Accessed 02-21-2018. 4 National Trail Day, scheduled for 06-02-2018.www.ffpu.ore/pet-involved/national-trail-daX, Accessed 02-21-2018. s Destination Darrington.www.destinationdarrington.com/index,php/event.Accessed 02-21-2018. e Fircrest Complete Streets Policy, Ordinance No. IS75.06-01-2016. Ibid. Pg. 3. a Ibid. Pg.4 Arlington Complete Streets Policy I APPENDICES Post-adoption Policy Implementation and Funding • Development and adoption of the Design Standards and Guidelines for Streetscape Elements • Inclusion of a requirement to construct sidewalks along public and prove streets in the City Code • Funding for sidewalk projects in the City's capital program,and supported by TIB grant funding Links • Fircrest 2016 Complete Streets Policy:https://goo.gl/FR2eZi • Fircrest 2016 Design Standards and Guidelines for Streetscape Elements:https://goo.gl/UGBAsB SEATAC, WA The City of SeaTac (2016 population: 28,873) adopted its Safe & Complete Streets Plan in 2012. Like the City of Arlington, the City of SeaTac's economy is centered around an airport and its land use decisions are impacted by the SeaTac Airport's operations. While the city's Plan has not been scored by the NCSC, several elements of the Plan and its implementation steps can be considered when developing Arlington's Plan. Structure The Plan is centered around performing a gap analysis for both the pedestrian and bicycle networks,and as such is not organized by NCSC's criteria for policies. The Plan's development was supported by the City's 2011 Comprehensive Plan The purpose of the Plan is: ...To ensure that residents, businesses, employees and out-of-town guests have enjoyable and safe experiences utilizing the City's transportation facilities, especially while walking and bicycling in SeaTac's neighborhoods.10 Implementation Elements • Integration with the Transportation Plan Update and the 2014 Major Comprehensive Plan update • Implementation of the Non-Motorized Alternative Facilities Matrix,shown in Error!Reference source not found.,for project design processes • Deploy project evaluation worksheets for pedestrian and bicycle projects Post-adoption Policy Implementation and Funding • Policy findings and recommendations from the Plan were integrated into the City's 2015 Transportation Master Plan • Improvement project recommendations from the Plan were used to define multimodal improvement projects in the City's 2015 Transportation Master Plan 9 Fircrest Capital Projects webpage:www ci yoffircrest net/government/public-works-department/capital-projects/. Accessed:02-21-2018. 10 SeaTac Safe and Complete Streets Plan. Pg.5.01-24-2012. Arlington Complete Streets Policy I APPENDICES Links • SeaTac 2012 Safe&Complete Streets Plan:www.ci.seatac.wa.us/home/showdocument?id=1 1382 • SeaTac 2015 Transportation Master Plan:www.ci.seatac.wa.us/home/showdocument?id=l 1375 It*1111 1101 ALTERNATIVE FACMW Functiorial , Mirior arxi Collector Local Access Roads New Private Roads Classificalior PrinciVA Arterials Arterials (Non-Arterial) (Nori-Arteriaq a c U NCO ©� Um Cr� i M • • = Q �; .., • U m LEAD Figure I. City of SeaTac, "Non-Motorized Alternative Facilities," 2012 BELLINGHAM, WA The City of Bellingham (2016 population: 87,574) adopted its Complete Streets Policy in 2016 (NCSC score of 36.0). Bellingham International Airport is located approximately 3.5 miles from downtown Bellingham. Arlington Complete Streets Policy I APPENDICES Structure • The Policy includes elements of the NCSC's criteria,including vision and purpose,all users and modes,all projects,exceptions,and network • The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award,and the City was selected for the 2017 round of award funding 11 • The Policy's adoption was supported by the 2006 and 2016 Transportation Chapters of the Bellingham Comprehensive Plan12 • The purpose of the Policy is: To plan, design, operate, and maintain Bellingham's pedestrian, bicycle,transit, freight, and automobile networks to promote safe, convenient, reliable, and equitable access and travel for all transportation modes, user groups, and physical abilities.13 Implementation Elements Routinely incorporate Complete Streets design principles into all new and reconstruction City transportation improvement projects Post-adoption Policy Implementation and Funding Produced an annual report on the City's progress in completing its multimodal network,and the City's mode shift goals Secured$500,000 in funding for construction of a sidewalk project through the TIB Complete Streets grant program14 Links • Bellingham 2016 Complete Streets Policy:goo lg/e9tiuy • Bellingham 2015 Transportation Report on Annual Mobility: www.cob.ore/Docuiiietits/Xw/ti-ansportatioii/2015-trani.pdf • Bellingham Transportation Planning Website:www.cob.orz/setvices/nlanning/transportation/Pa eg s/loil& range-L)Ianninp—asm EVERETT, WA The City of Everett (2016 population: 109,043) adopted its Complete Streets Policy in 2016(NCSC score of 61.6). Everett was awarded a Complete Streets funding grant from the State of Washington's Transportation Improvement Board for$250,000.15 11 Bellingham is not eligible for the current round of award funding due to their active award status 1z Bellingham Complete Streets Policy, Ordinance No.2016-09-032. Pg. I.09-12-2016. 13 Ibid Pg. 1-2. 14 Transportation Improvement Board Dashboard, City of Bellingham-Complete Streets Award: www.tib.wa.gov/TIBDashboard/modules/Proiectlnventory/ProiectDetail.cfm?npid=C-W-156(001)-I.Accessed 02-21-2018. 1s Transportation Improvement Board Dashboard, City of Everett-Complete Streets Award: ham://www.tib.w,i gov/TIBDashboardlmodules/Proiectlnventory/ProieCEDetaii.cfin?npid=C-P-13B(001)-1,Accessed 02-21- 2018. Arlington Complete Streets Policy I APPENDICES Structure • The Policy includes some elements of the NCSC's criteria,with sections for vision and purpose,jurisdiction,16 use of best national design practices,exceptions,and implementation guidance • The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award,and the City was selected for the 2017 round of award funding17 • The Complete Streets Ordinance superseded the City's Complete Streets Resolution,adopted in 200818 • The purpose of the Policy is: To the maximum extent practical plan, scope, design, construct, operate and maintain appropriate facilities for the safe accommodation of pedestrians, bicyclists, transit users, motorists, emergency responders, freight, and users of all ages and abilities in its new construction, retrofit or reconstruction projects.19 Implementation Elements Incorporate Complete Streets principles into the City's Comprehensive Plan Transportation Element Include performance standards with the City's Comprehensive Plan Transportation Element;including,"mode split,mode share targets,and facilities built"2' Post-adoption Policy Implementation and Funding Complete Streets principles were incorporated into the Transportation Element of the 2017 Updated Comprehensive Plant Performance standard goals and the formation of a bi-annual mobility report card with implementation metrics were included in the Transportation Element of the 2017 Updated Comprehensive Plan22 Secured$250,000 in funding for construction of a sidewalk project through the TIB Complete Streets grant program23 Links • Everett 2016 Complete Streets Policy: goo I/g SDgmgg Everett 2017 Complete Streets Grant Agreement: everettwa.2ov/documentcenter/view/9458 16 The jurisdiction section considers the breadth of the policy's applicability. 17 Everett is not eligible for the current round of award funding due to their active award status 18 Everett Complete Streets Policy, Ordinance No. 3510-16. Pg. 2.08-10-2016. Ibid. 20 Ibid. Pg. 3. 21 Everett 2017 Updated Comprehensive Plan Transportation Element: https://everettwa.gov/DocumentCenter/View/4860. Accessed 02-21-2018. n Ibid. 23 Transportation Improvement Board Dashboard, City of Everett-Complete Streets Award: http://www.tib.wa.gov/TIBDashboard/modules/ProjectinvenEory/ProieccDetaii.cfm?npid=C-P-138(00h-1,Accessed 02-21- 2018. Arlington Complete Streets Policy I APPENDICES VANCOUVER, WA The City of Vancouver (2016 population: 174,826) adopted its Complete Streets Policy (see figure below) as an Ordinance in 2017(NCSC score to be released in 2018). Pearson Field, one of the oldest continuously operating airports in the U.S. is located just over 1 mile away from downtown Vancouver. Structure The Policy is closely organized according to NCSC criteria,with sections for vision/purpose,context,use of best national design practices,jurisdiction,context sensitivity,exceptions,next steps,and implementation guidance The Policy's adopted was identified as an action item in the 2016-2012 Strategic Plana The purpose of the Policy is: To provide a safe, accessible street system that benefits all users, ages, and abilities, regardless of how they choose to travel, through the development of this [Policy]25 Implementation Elements Implement performance metrics,with baselines established within one year of the Policy's adoption,and reported on an annual basis with the results available online Develop a Complete Streets checklist and a project review process that incorporates both the Community and Economic Development Department,and the Public Works Department Update the City's design policies,guides and manuals to align with the Complete Street Policy Hold an annual City Council Complete Streets work session Regularly update the City's Complete Streets webpage,and coordinate with the City's Bike and Pedestrian Stakeholder Group Develop and implement a Complete Streets Program,as an element of the City's Comprehensive Plan Implementation Provide staff training on the Policy and Complete Streets principles within 18 months of the Policy's adoption and provide annual continuing education opportunities for staff and the City's local and regional partner agencies. Post-adoption Policy Implementation and Funding Development and regular program updates on the City's Complete Streets webpage Links Vancouver 2017 Complete Streets Policy:conipletestreetsomaha.orghvp-content/tiploads/2015/06/Omaha- Complete-Streets-Pol icy-Document.pd f Vancouver 2017 Complete Streets Ordinance,No. 703: goo. Ig/7gF65b Vancouver Complete Streets Webpage:www.cityofvancotiver.us/ced/1age/complete-streets What's Next Vancouver! Building Our City's Future:2016-2021 Strategic Plan: goo Ig/P5gTLR What's Next Vancouver! Building Our City's Future: 2016-2021 Strategic Plan. 21 Vancouver Complete Streets Policy. Pg. 1. 05-18-2017. Arlington Complete Streets Policy I APPENDICES Complete Streets and Neighborhood Context •ICi, f One Size Doesn't Fit All Vancouver l �'. nau hborhoods •�;�' � offer something �� ► f what and h K>f►� j� lal's's whaat makes •,� `7-"'v,��'IQ�t�i� M��S I�z�y - the city great Each r- ra.f- rt ti•'"h.tAc� neighborhood io `• q yl� ! 1 d different,therefore t'*a _ h ►�.;:� sr 1 r th•. the apphcaiien of y Complete Streets �.. Itti1y �L4..r A. will be unique to r�� the neighborhood_..�. �►�) h: Built from the Outside In Complete Streets Vol 'fir r• �l `"� work beat with an outside-in approach E= Starting with the + neighborhood land tree context and network,then Building Pedestrian Between narrowing focus Access Realm the Curbs towards the street. Starling at the Focus on building,is there a r, I Are the street and Safety, direo and I is the pedestrian Intersections designed Accessibility, vota I—inblu mutp.to environment to accommodate all &Aesthetics with a It's the three-legged buffer for%al`Mv? stool of Complete Streets,you can't have one without the others ilk Figure 2 City of Vancouver, "Complete Streets and Neighborhood Context," 2017 TACOMA, WA The City of Tacoma (2016 population: 211,277) adopted its first Complete Streets Policy (NCSC score of 49.2) through a resolution in 2009, and its updated policy through an ordinance in 2017 (updated NCSC score to be released in 2018). Tacoma also adopted two separate Complete Streets Guidelines in 2009 for mixed-use centers and residential streets Structure The Policy includes elements of the NCSC's criteria, including vision and purpose, all users and modes,all projects,exceptions,context sensitivity,use of best national design practices,and network Arlington Complete Streets Policy I APPENDICES The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award,and the City was selected for the 2017 round of award funding26 The Policy's adoption was supported by the 2015 Transportation Master Plan,and the 2015 Tacoma 2025 Plan The purpose of the Policy is: To provide guiding principles and practices so that transportation improvements are planned, designed, and constructed to encourage walking, bicycling, and transit use while promoting safe operations for all users of the City's transportation network.27 Implementation Elements , Incorporate the Policy into the Comprehensive ' Plan 3 Integrate the Policy into the Rights-of-Way �{ . -_ Manual,and other guiding documents ' Participate in the U.S Department of 1+ !'= � ' � Transportation's Mayor's Challenge for Safer People,Safer Streets program Attain the highest level of certification from the Walk Friendly Community and the Bicycle Friendly Community programs Expand Safe Routes to School programs '~ — Identify and fill pedestrian and bicycle network gaps I The Transportation Master Plan calls for tracking performance standards to evaluate the Complete 4 Streets program —- Post-adoption Policy Implementation and Funding Reviewing an application to add the Complete , Street Policy,as part of the Transportation Master Y r Plan,as an amendment to the City's Comprehensive Plan28 Figureree+3. City Tacoma, "Mainstreet Typology: 3 lanes," 20Q4 Recognized as a Bronze-level Bicycle Friendly Community by the League of American Bicyclists29 ze Tacoma is not eligible for the current round of award funding due to their active award status 2'Tacoma Municipal Code, Chapter 10.29.020: Purpose-Objectives. Pg. 1. 08-08-2017. ze City of Tacoma, 2017-2018 Amendment:www,cityoftacQma.org/cros/one.aspx?portalld=169&pageld=105237.Accessed 02-22-2018. 29 League of American Bicyclists,Tacoma WA Report Card Fall 2017: bi1<eleague.org/sites/default/files/bfareportcards/BFC Fall_2017_ReportCard Tacoma WA.pdf.Accessed 02-22-201 B. Arlington Complete Streets Policy I APPENDICES Expanded the City's Safe Routes to School Program:two local schools were awarded a combined$769,000 for route improvements30 Secured$250,000 in funding for construction of a sidewalk project through the TIB Complete Streets grant program' Links Tacoma 2017 Updated Complete Streets Policy: www.tib.wa.gov/grants/completcstrects/Ordinances/TAC OMA.12df Tacoma 2009 Mixed-Use Centers Complete Streets Design Guidelines: cros.cityoftacoma.org/Planning/CompleteStreets/MUC CS Final.pdf Tacoma 2009 Residential Streets Complete Streets Design Guidelines: cros.eityoftacoma.orb;/PlanninglCompleteStreets/Res CS Final.pdf Tacoma Complete Streets Webpage: www.ciiyoftacoma.org/governmeiit/city departments/planning and development services/planning g services/ complete street design Puidelines project/ SEATTLE, WA The City of Seattle (2016 population: 704,352) adopted its first Complete Streets Policy in 2007 (NCSC score of 52.6). Seattle passed a Complete Streets levy ordinance, Bridging the Gap, in 2006 (NCSC score of 56.8). Structure The Policy,adopted prior to the establishment of NCSC's criteria, includes sections related to: all users and modes,all projects,exceptions,and context sensitivity The Policy was deemed eligible by the State of Washington's Transportation Improvement Board for the Complete Streets Award The Policy's development was supported by the City's passing of the Bridging the Gap property tax levy ordinance in 2006 which provided a dedicated funding source for roadway and transit service improvements The purpose of the Policy is: To design, operate and maintain Seattle's streets to promote safe and convenient access and travel for all users—pedestrians, bicyclists, transit riders, and people of all abilities, as well as freight and motor vehicle driver....32 ao City of Tacoma, Safe Routes to School:www.cityoftacoma.org/cros/one.aspx?portalld=169&paeeld=112613.Accessed 02- 22-2018. 31 Transportation Improvement Board Dashboard, City of Tacoma-Complete Streets Award: www.tib wa.gov/TIBDashboard/modules/ProiecEinventory/ProiectDeEail.cfm?npid=C-P-128(00 h-1.Accessed 02-22-2018. 12 Everett Complete Streets Policy, Ordinance No. 122386.04-24-2007. Arlington Complete Streets Policy I APPENDICES Implementation Elements Incorporate Complete Streets principles into the City's Transportation Strategic Plan,the Seattle Transit Plan, the Pedestrian and Bicycle Master Plans,the Intelligent Transportation System Strategic Plan and other planning documents,manuals,regulations and guides Post-adoption Policy Implementation and Funding Complete Streets principles were incorporated into multiple planning documents and guides,including the 2015 Move Seattle Plan,33 and the 2016 Amended Transit Master Plan34 Implemented a Complete Streets Checklist for projects at their initiation,as shown in Figure 631 The City passed a second,follow-up complete streets levy ordinance,Move Seattle,in 2015 that provides$930 Million for safe routes,congestion relief,and maintenance and repair work31 Links Seattle Complete Street Policy: http://www.tib.wa.p-ov/grants/completestreets/Ordinances/SEATTLE.pdf Seattle Complete Streets Checklist: wwwseattle.gov/Documents/Departments/SOOT/PlanningProaram/2017 StandardChecklistCompSts.pdf Seattle Bridging the Gap webpage:www.seattle.g`ov/transportation/about-sdot/fundiiioJbridging-the--gap Seattle Move Seattle Ordinance31: www.seattle,mov/Documents/Departments/SDOT/About/DocumentLibrary/Levy/CB 118402- Transportation LeyyORDv4-Tracked.pd f' Seattle Move Seattle webpage:www.seattle.gov/transportation/about-sdot/funding/levy-to-move-Seattle 33 City of Seattle, 2015 Move Seattle 10-Year Strategic Vision for Transportation Plan: www.seattle.gov/Documents/Departments/SDOT/About/DocumentLibrac /MoveSeatte-FinalDraft-2-25-Online.. Accessed 02-22-2018. "City of Seattle, 2016 Amended Transit Master Plan: www.seattle.gov/Documents/Departments/SDOT/Ti-ansitProgram/TMPSuppimtALL2-16FINAL.pdf.Accessed 02-22-2018 35 City of Seattle,Complete Streets Checklist: www.scattle.gov/Documents/Departments/SDOT/PlanningProgram/2017 StandardChecklistCom SSES.Ddf.Accessed 02-22-2018. 36 City of Seattle, Levy to Move Seattle: performance.seattle.eov/stat/goals/kppa-md9e.Accessed 02-22-2018. 37 This version includes the final changes that were made by the Full Council. Arlington Complete Streets Policy I APPENDICES 0 Seattle Complete Streets Checklist I1 Department of Transportation Green Stormwater Infrastructure(GSI) Consult with Urban Design and SPU to complete this section. a. Is it likely that the project will trigger r� Describe any GSI recommendations in the 2016 Stormwater Crude? U Yes []No project drainage report: If yes,describe GSI elements or techniques included in this project, including any permeable options,below: b. Is this project in an area identified as suitable for infiltrating GSI approaches (per SPU GIS data),including permeable pavement options? U Yes U No Lj N/A c. Is there an opportunity to provide a minimum of 500 sf of GSI within the ROW? CG Yes U No U N/A d. Is there an opportunity to remove impervious surface as part of this project in accordance with the,U 13 L IVIA01ur Ur4rr which urges all City departments to incorporate natural drainage features into capital projects? Yes U No U N/A e_ Is this project on a street identified as potentially eligible for SPU partnership opportunities(per SPU GIS data)? G Yes :J No U N/A f. Are there existing GSI facilities within or near the project area that must be protected from compaction and sedimentation? C Yes ❑No U NIA Figure 4. City of Seattle, "Complete Streets Checklist — Green Stormwater Infrastructure," 2016 Arlington Complete Streets Policy I APPENDICES N,4T/ON-P117DE EXAMPLES RICHMOND, IN The City of Richmond(2016 population: 35,664) adopted its Complete Streets Plan as part of its 2011 Transportation Plan, and then updated its Plan through its 2016 Bicycle and Pedestrian Master Plan. While the city's plans have not been scored by the NCSC, several policy elements and implementation steps from the plans can be considered when developing Arlington's Plan. Like Arlington, the majority of commuters in Richmond drive to work: 85.2% in Arlington and 82.6% in Richmond. Richmond's walking commute mode share is slightly higher at 3.9%, compared to 1.4% in Arlington.38 Richmond is located approximately 1 hour away from two major job centers, Indianapolis, IN and Dayton, OH. The City also operates a municipal airport. Structure The City's 2006 Comprehensive Plan includes a Complete Streets design approach,as well as many of the NCSC criteria elements,including: vision and purpose,all users and modes,network,jurisdiction,design,and implementation.As shown in Figure 8,the Plan includes operation and maintenance costs for recommended infrastructure improvements. The purpose of the Plan is: ...[To] set forth a roadmap for construction of a complete system of facilities to connect people to neighborhoods, schools, shopping centers adn parks. This network will provide people with the opportunity to reach these destinations by foot or by bicycle rather than utilizing their motor vehicles.39 Implementation Elements Paved Shared-use Path Revise the prioritized list of projects from the Annual: Depending on the intensity of use and project list outlined in the Plan,as funding development, the number of associated amenities opportunities become available and the standard of care the typical cost to maintain Implement intersection improvements along ❑ paved shared-use path ranges from $4,000 to arterial streets to improve crossing safety for $15,000 per mile_ Volunteers may absorb all or pedestrians and bicyclists part of this cost_ Improve bridges for pedestrian and bicycling access,as the bridges are improved or replaced Long-Range: Asphalt pathways usually have a 10- Install high capacity bicycle parking at key 12 year life_ An overlay is usually required at this community destinations,including"parks, time with a complete resurfacing after 20-25 years_ schools,public buildings,retail areas, libraries Concrete paths have a life cycle of twice as long. and community centers"40 Figure S. City of Richmond, "Bicycle and Pedestrian Master Plan: Implementation," 2015 ae United States Census Bureau.American Community Survey Five-Year Estimates.20IS. 39 City of Richmond, 2015 Bicycle and Pedestrian Master Plan:www.richmondindiana.gov/Assets/Bil(e.Ped—inti-o.pdf. Accessed 03-05-2018. 4o Ibid. Arlington Complete Streets Policy I APPENDICES Develop a Facility Assessment and Repair Sheet for City staff to use in determining the appropriate maintenance and repair work ahead of its delivery.This Assessment includes walking and riding along the facility,and considering the repair needs of the restrooms,informational kiosks and wayfinding elements. Post-adoption Policy Implementation and Funding Richmond's 2015 Bicycle and Pedestrian Master Plan recommendations are based on the City's Complete Streets policy and design guidance Richmond secured approximately$950,000 through the State of Indiana Community Crossings 50150 Grant Program in 2016 to improve 10 intersections41 Links Richmond 2015 Bicycle and Pedestrian Master Plan: www.richmondindiana.,,ovt, /Our Government/Departments/Infrastructure and Development/Planning and Z oninWBicycle Pedestrian Master Plan.htm PITTSFIELD, MA The City of Pittsfield(2016 population: 42,846) adopted its Complete Streets Policy in 2017 (NCSC score to be released in 2018). As in Arlington, most commuters in Pittsfield drive to work: 85.2 in Arlington and 78.1%in Pittsfield. Pittsfield's walking commute mode share is slightly higher at 4.1% compared to 1.4% in Arlington.42 Pittsfield is located within the Berkshire Mountains in Western Massachusetts, approximately 1 hour away from two major job centers Albany, NY and Springfield, MA. The City operates a municipal airport. Structure The Policy is based on the Commonwealth of Massachusetts' Complete Streets Funding Program requirements43 The Policy closely follows the NCSC policy structure and includes all 10 elements:vision and purpose,all users and modes,all projects and phases, exceptions,network,jurisdiction,design, context sensitivity, performance measures and implementation steps. The purpose of the Policy is: ...To accommodate all users by creating a transportation network that meets the needs of individuals utilizing a varierty of transportation modes Implementation Elements Establish a Complete Streets Committee to oversee the Policy's implementation,to develop specific performance measures to monitor the implementation process,and to work with City Staff on revising and 41 City of Richmond, City Projects: www.richmondindiana.gov/Our Government/Departments/Engineering/Projects/CitX r'roojects.htm.Accessed 03-05-2018. 42 United States Census Bureau.American Community Survey Five-Year Estimates. 20IS. 43 Massachusetts Department of Transportation, Complete Streets Funding Program Portal: masscompletestreets.com/#. Accessed 03-05-201 B. Arlington Complete Streets Policy I APPENDICES I updating planning documents(such as master plans,regulations,subdivision codes,etc.)to incorporate Complete Streets policy practices Maintain an inventory of pedestrian and bicycle facility infrastructure Evaluate and align the Capital Improvement Program's projects with the Policy Deliver Complete Streets technical and engagement-focused Complete Streets training for key City staff and community decision-makers Secure appropriate funding sources for the Policy's implementation Post-adoption Policy Implementation and Funding Pittsfield was deemed eligible for the Massachusetts Department of Transportation's Complete Funding Program and received$50,000 in technical assistance for developing a prioritization plan Links Pittsfield Complete Streets Policy Order No. 87,2017 Complete Streets Policy: m asscomp l ctestrects.com/Pub l icDown load.ashx?a W O9NTczJnRPZXJJZDOx SAINT PAUL, MN The City of Saint Paul (2016 population: 302,298) adopted its Street Design Manual in 2016. While the city's Design Manual has not been scored by the NCSC, the Design Manual's policy elements, and implementation steps can be considered when developing Arlington's Plan. As in Arlington, most commuters in Saint Paul drive to work; however, this percentage is significantly lower than in Arlington: 85.2%in Arlington and 68.9% in Saint Paul. Additionally, Saint Paul's walking commute mode share is slightly higher at 4.2%compared to 1.4% in Arlington.44 Like Arlington, the Downtown Saint Paul Airport is located just over 2 miles away from the heart of Downtown Saint Paul. Structure The Design Manual includes some NCSC elements such as,a vision and purpose, all users and modes,and implementation section,while not strictly organized around NCSC principles. The Design Manual was developed as part of the implementation plan from the City's 2009 Complete Streets Resolution,45 and the 2010 Comprehensive Plan Update The Design Manual speaks to the importance of connecting the Complete Streets Policy to the planning and design process,and includes discussions on maintenance considerations The Design Manual uses a plan views,cross sections,photos,and schematics to express design guidance, as shown in Figure 9 The purpose of the Design Manual is: United States Census Bureau.American Community Survey Five-Year Estimates. 201 S. 4s Saint Paul Complete Streets Resolution No.09-213, 2009 Complete Streets Policy: www.d ot.stace.mn.us/planning/completestreets/docs/policy/stpaul-cs-resolution.pdf Arlington Complete Streets Policy I APPENDICES ...To be a tool to implement complete streets policies and guide the design of all future street projects so that each will be a well-coordinated process and contribute as part of a balanced transportation network for the greatest over-all benefit to the public.46 t r i Frontage Boulevard& STREET TYPE Zone Pedestrian Zone Furnishings Zone Pref. Min. Preferred Minimum Prof. Min. des. Desirable des. Downtown Streets 2' 0' 12' e' 6' 5' Mixed-Use Corridor Streets 2' 0' 8' 6' 6' 5' Residential Corridor Streets 2' 0' 5' 5' 6' S' (� 7 Neighborhood Streets 2' 0' 6' 6' B' 5' Industrial Streets 2' 0' 5' 5' 6' 5' Parkways Varies 6' 5' 10, 6' Table Notes:St.Paul is a built environment.These dimensions reflect ideals which may or may not be achieved Figiire 6 City of .Saint Paul. "Sidewalk Zone Defiiiitions & Widths," 2016 Implementation Elements Implement performance measures Conduct a case study,and develop a Complete Streets guideline for different street typologies in the City Update the Design Manual every five years: in alignment with the Public Works Departments' American Public Works Association reaccreditation process Regular Design Manual-update trainings and national design standards trainings for engineers and planners 46 Saint Paul Street Design Guide.Pg.3. 1-14-2016. Arlington Complete Streets Policy I APPENDICES Adoption of Design Manual elements within the Saint Paul Code Integration of the Design Manual's design specifications into the City's existing policies and specifications Development of a Complete Streets Checklist Pursue additional funding opportunities,and combine capital street improvement projects to leverage funding for Complete Streets Projects Post-adoption Policy Implementation and Funding The Complete Streets Checklist was developed in coordination with the Design Manual Adopted a Complete Streets Action Plan to identify near-and long-term actions to reach the implementation goals identified in the Design Manual47 Links Saint Paul Complete Streets Resolution No. 09-213,2009 Complete Streets Policy: www.dot.state.nm.us/p lann ing/completestreets/docs/Po l icy/stpau l-cs-resolution.pd f Saint Paul Complete Streets Action Plan: goo. lg/smpMxo Saint Paul Streets Design Guide: goo.gl/tS7x53 OMAHA, NE The City of Omaha (2016 population: 446,970) adopted its Complete Streets Policy in 2015 (NCSC score of 88.8) and is currently finalizing the development and adoption of its Complete Streets Guidelines. The percentage of commuters who drive alone in Omaha, 82%, is very similar to Arlington's mode share of 82.6%. Additionally, the percentage of commuters who walk in Omaha, 2.4% is somewhat similar to Arlington's walking mode share of 1.4%.48 Structure The Policy is generally organized according to NCSC criteria,with sections for vision and purpose,context sensitivity,jurisdiction,exceptions,and implementation The Policy was adopted as part of the Transportation Element of Omaha's 2015 Master Plan The purpose of the Policy is: To create great places and enhance our quality of life,the City... will provide safe, accessible streets for all users. Complete Streets will enhance Omaha's quality of life over the long-term with a well-balanced and connected transportation system that provides for economically sound and connected development patterns, public health and safety, livability, equity, affordability, economic activity, and excellence in urban design and community character. Implementation Elements Integrate Complete Streets into existing planning documents,manuals;and,review existing design standards and regulations for consistency. a�Saint Paul Complete Streets Action Plan. 3-1 1-2016: hops;//goo.gl/smpMxo. ae United States Census Bureau.American Community Survey Five-Year Estimates. 201 S. Arlington Complete Streets Policy I APPENDICES Provide staff training on non-motorized topics and on the Complete Streets Policy on an annual basis. Work with partners to provide information on the Complete Streets Policy and its implementation process to "residents;community groups and leaders;transportation,planning,design and engineering professionals;and the private development community."49 Develop a public engagement plan Amend the City code for consistency with the Complete Streets Policy Develop Green Streets Guidelines that"address roadway-related stormwater infrastructure and management for both water quality and runoff volume; [and] the linking of trails and greenbelts with roadway networks"so Establish performance metrics Post-adoption Policy Implementation and Funding The City has convened a Working Group with representative from internal and external stakeholders to oversee the implementation of the Policy and development of the Design Guidelines The Complete Street Guidelines are currently under development and expected to be adopted in 201851 The City has engaged with private funders on implementing the Policy,including: CHI Health,Nebraska Trucking Association,and the Douglas County Health Department Links Omaha 2015 Complete Streets Policy:completestreetsomaha.org/wp-contenduploads/2015/06/Omaha- Complete-Streets-Pol icy-Document.pd F Omaha Complete Streets Website: contpletestreetsomaha.org 49 Omaha Complete Streets Policy. Pg. 6.06-02-2015. so Omaha Complete Streets Policy. Pg. 11.06-02-2015. 51 Omaha Complete Streets website: htti2://completestreetsomaha.orQ/ .Accessed on 02-20-2018. Arlington Complete Streets Policy I APPENDICES NEW JERSEY DEPARTMENT OF TRANSPORTATION The state of New Jersey (2016 population: 8,944,000)first adopted a Complete Street Policy in 2009 (NCSC score of 80.8) and later adopted a Complete Streets Guide in 2017 to support the Policy's implementation. RequirementsElikeway Treatments and Minimum u lom� 5'min 1.5,min (4'without curb) 3'preferred 5'min (4'without curb) Standard Bicycle Lane Buffered Bicycle Lane 7'min from curb MA NMI MAIN, L J_ 1 1 r I.S.min-J 1.5'min 10'min 10'min 3'preferred 5'min 3'preferred (12'preferred) 12'+preferred (4'without curb) One-way Separated Two-way Separated Shared-use Path Bicycle Lane Bicycle Lanes Figure 7. New Jersey Department of Transportation, "Bikeway, Treatments and Minimum Requirements," 2017 Structure The Policy includes many NCSC elements,such as a vision and purpose,context sensitivity,exceptions,and implementation,while not organized on the NCSC structure The Guide speaks to the adoption and implementation of a Complete Streets Policy,and the importance of connecting the Policy to the planning and design process The Guide uses a mix of renderings,cross sections,photos and infographics to express design guidance,as shown in Figure 109? One of the outlined implementation steps included in the Policy is to: Establish a checklist of pedestrian,bicycle and transit accommodations such as accessible sidewalk curb ramps, crosswalks,countdown pedestrian signals,signs, median refuges,curb extensions,pedestrian scale lighting,bike lanes,shoulders and bus shelters with the presumption that they shall be included in each project unless supporting documentation again inclusion is provided and found to be justifiable." Implementation Elements Implement performance measures Deploy a pedestrian,bicycle,and transit accommodations project checklist 52 New Jersey Department of Transportation, Policy No. 703, Complete Streets Policy.Section IV,Article 4. 12-03-2009. Arlington Complete Streets Policy I APPENDICES Establish a resurfacing project evaluation procedure Enact a Local Aid Program incentive for municipalities and counties to develop and implement Complete Streets policies Conduct bicycle,pedestrian,and transit policies and design integration trainings for engineers and planners Post-adoption Policy Implementation and Funding Developed a Pedestrian,bicycle,and transit accommodations project checklist,which is required for all NJDOT projects that go through the Capital Delivery Process" Enacted a Local Aid Program incentive for municipalities and counties to develop and implement Complete Streets policies54 Host workshop trainings across the state in 2012 Develop a training curriculum,video,and a Guidebook focusing on model policies,ordinances,design, liability,and maintenance practices for municipalities and counties" Links New Jersey Department of Transportation Policy No. 703,2009 Complete Streets Policy: www.state.nj.us/tratisportat ion/eng/completcstreets/pdt`completestreetsPolicy.pdf New Jersey Department of Transportation 2017 Complete Streets Design Guide: nibikeped.org�\,s,p- content/uploads/2017/05/Completc-Streets-Design-Guide.pd F sa NJDOT Complete Streets Implementation webpage: www.state.n4 us/trans.portation/eng/complecestrects/implementation.shtm.Accessed on 02-19-2018. 14 Ibid. ss NJDOT Complete Streets Training webpage:www.staEe.ni.us/transportation/eng/coml2letestreets/Eraining.shtm. Accessed on 02-19-2018. Toole Des' nGroup If COUNCIL AND STAFF WORK SESSION ARLINGTON COMPLETE STREETS PROJECT 3.26.2018 Figure 1: "Another Place,Another Time"from Chris Van Allsburg's Harris Burdick Mysteries PLANNING ENGINEFRINCC, LANDSCAPF.ARCHITECTURE To: City of Arlington - Nova Heaton, Development Services Manager, and Launa Peterson, Permit Technician From: Toole Design Group - Kristen Lohse, ASLA, and Katie Knapp de Orvananos Subject: Arlington Complete Streets Council and Staff Work Session Memo Date: 05/16/2018 Summary The Arlington Complete Streets Project Team hosted a Work Session on April 26,2018. Mayor Tolbert,Council Member Nelson, and Council Member Schuette attended the meeting in addition to City Staff and representatives from WSDOT, Community Transit, and other local and regional stakeholders. Immediately following the Work Session,the Project Team held a Workshop that was attended by members of the public. Background The City of Arlington(City)adopted a Complete Streets Policy in November 2017. Following the Policy's adoption,the City set out to produce a Complete Streets Program through a partnership with residents, local agencies, user groups, and Toole Design Group(TDG).The Complete Streets Program will serve as a guide to develop Arlington into an active, healthy community that serves all modes of transportation equally. Discussion The Work Session opened with participants sharing what topics they were interested in discussion or learning more about during the meeting.The participants' interests included encompassing topics such as public health and community cohesion, as well as direct implementation-focused factors including the Program's cost and impact on transportation modal choices. During a review of the Project's progress,schedule,and lessons learned,the Work Session participants highlighted the need of generating an ongoing dialogue with the community as to raise awareness to the project, and to provide multiple opportunities for the community to ask questions ahead of the Program's planned delivery to Council in November 2018. In addition to the Community Work Shop immediately following the Work Session,the City is hosting a series of six Walkshops in May. January-April April-August September-October Data Collection,Policy and Plan Review Draft Plan Development Finalize Plan and Ordinance y November 2017 Council approves Late spring/summer: November 2018:Final Plan and Complete Streets Resolution Public Involvement Opportunities or reviewed by Council N April 2018:Complete Streets Workshop Figure 2:Project Timeline When asked to describe their"favorite complete streets," participants described street's geometries, amenities, and landscaping key features.Some of the key themes that emerged from this discussion included: • Transit Connections • Embraced Historic Character • Places to Eat and Shop • A Flavorful,Wonderful Feeling:a "Little • Bistro Tables to Sit and Visit Oasis" Arlington Complete Streets Council and Staff Work Session Memo 12 • Works during the Day and the Night • Central Median • The Commons and Public Space • Bike Parking • Street Canopy and Street Trees • Wide Sidewalks • Bus Pull Out Space • Quick Adoption and Rapid Implementation • Bike Facility Options a Local Context The participants identified the local contact and purpose of the street as key elements for determining the need and appropriateness of particular complete streets elements. For example, while the participants agreed that multi-modal and multi-age design considerations should be applied for all streets,certain roadway elements such as refuge/planted medians,travel lane buffers, and midblock crossings would be better positioned on commercial streets;while wide sidewalks, bike parking, and separated bike facilities would be better on downtown streets. The participants discussed the important roles that organization change, patience, network development, and new funding and development opportunities will play in the Complete Streets Policy's implementation.As part of the participants'discussion on organization change,the group identified their Complete Streets Leader and Champions,existing internal communication tools,and opportunities to leverage the Internal Core Team's structure and multi-departmental participation. In considering the Complete Streets Plan's elements,the participants recommended that the City's Comprehensive Plan Goals and Transportation 2035 Plan be integrated into the Plan.The participants also highlighted the importance of including transit planning elements in the Plan. Participants from the City and Community Transit agreed to continue joint transit service planning and stop design conversation following the Work Session, and to integrate their findings into the Plan. Finally,the participants reviewed Complete Streets Project Checklist best practices and peer examples. During their discussion, participants stressed that Arlington's checklist should be comprehensive, but not burdensome;should reference back to other community plans; be dynamic;set and clarify expectations with developers;and, create common alignment among City departments. The Work Session's conversation ended up with discussion on "How to Write and Show Your Story"through metrics, reports, and conversations around special projects.While the Complete Street Policy stresses a focus on connectivity-based metrics,the participants recommended that metrics around the general themes of Health, Quality of Life, and Safety speak to the community's values and existing plans'goals. Next Steps Following the Work Session,the City and Community Transit will continue their conversation on bus route service planning, bus stop location,and curbside management. Findings and recommendations from these conversations will be integrated into the Complete Street Plan. The City will continue its WalkShop series through the month of May, and the Project Team will plan for additional community engagement opportunities through the Plan's development over the summer.The City will update the Project website on a regular basis with WalkShop information,graphics from the evening's Workshop, and project documents. The Project Team will provide an update to the City Council in July, and will return to the Council in November with the proposed Plan and Ordinance. Appendix Appendix A—Public Engagement Plan's Project Phases and Events Calendar Arlington Complete Streets Council and Staff Work Session Memo 3 Appendix A: Public Engagement Plan's Project Phases and Events Calendar COA: City of Arlington TDG:Toole Design Group PROJECT PHASE, DATE PROPOSED CONTENT and/or ROLES and Task Item ENGAGEMENT GOALS and RESPONSIBILITIES STRATEGIES PHASE I: Develop the Plan Outline Core Team January Project kickoff Meeting#1 Kickoff Meeting 1/17/18 Project setup, information sharing COA: Mtg logistics TDG:Agenda, summary Core Team 2/13/18 Review Community Engagement Plan COA: Mtg and logistics Meeting#2 Discuss org chart/roles,website content TDG: Identify issues, questions for discussion Core Team 3/13/18 Review initial plan outline, maps, COA: Mtg and logistics Meeting#3 challenges and opps memo TDG: Identify issues, questions Discuss materials for Council work session for discussion Council Workshop 3/26/18 Review initial plan outline, maps, COA: Develop content challenges and opps memo, org TDG: Review and support chart/roles,website content PHASE II: Develop Priorities, Feasibility and Financing Core Team 4/10/18 Follow up on Council work session COA: Mtg and logistics Meeting#4 Discuss any issues rel.to initial research TDG: Identify issues, questions for discussion Complete Streets Week of Goals: Education on CS information, COA: Mtg logistics, including Workshop 4/23 identify community issues, participation- notification based activities on values,vision, etc.that TDG:Agenda, presentation, will help shape and tailor plan to local summary vision Core Team 5/8/18 Follow up on workshop COA: Mtg and logistics Meeting#5 Discuss any issues rel.to initial research TDG: Identify issues, questions for discussion PHASE III:Assemble Complete Streets Plan Core Team 6/12/18 Review/discuss compilation of initial COA: Mtg and logistics Meeting#6 research TDG: Identify issues, questions for discussion Core Team 7/10/18 Brainstorm on prioritization COA: Mtg and logistics Meeting#7 Discuss any issues rel.to costs and TDG: Identify issues, questions financing for discussion City Council 7/2 or Review/discuss plan outline, maps, COA: Develop content Briefing#2 7/16/18 Challenges and opportunities, issues TDG: Review and support around compilation of initial research Arlington Complete Streets Council and Staff Work Session Memo 14 Core Team 8/14/18 Review/discuss results of costs and COA: Mtg and I logistics Meeting#8 financing options TDG: Identify issues,questions for discussion Core Team 9/11/18 Review/discuss results of prioritization list COA: Mtg and I logistics Meeting#9 TDG: Identity issues, questions for discussion Core Team 10/9/18 Work session on CS ordinance and COA: Mtg and logistics Meeting#10 program TDG: Identify issues, questions for discussion Core Team 11/13/18 Present/discuss final CS plan COA: Mtg and logistics Meeting#11 TDG: Identify issues,questions for discussion City Council 11/5 or Present/discuss final C5 plan Briefing#3 11/19/18 Arlington Complete Streets Council and Staff Work Session Memo 15 ARLINGTON COMPLETE STPECTS PPOG AM COMMUNITY WORKSHOP 04P SUMMARY The City of Arlington hosted a " Community Workshop to discuss the implementation of a Complete Streets a Program, and what Complete g p , Streets should look like in Arlington. - MEETING LOGISTICS Thursday April 26, 2018, 5:30-7pm , Putnam Hall, the Airport Office Building MEETING FORMAT AND CONTENT Participants were invited to review display boards and provide feedback in variety of formats. In addition to dot-matrix voting and poster boards with sticky notes, there was a "Street Mix" station where people could imagine their own Complete Street. The project boards provided interactive opportunities for participants learn about the plan and to: • Explore Complete Streets concepts in more depth and see the benefits of real-world examples • Learn how Complete Streets can help Arlington grow "smart" and maintain its character • Provide input that will shape the Complete Streets Plan, in terms of walking, biking, taking the bus, and driving. Participants were also asked to provide input on the plan's Values and Vision, which covers eight topics that align with the City's Comprehensive Plan. Participant contact information was collected at the welcome table, and participants were encouraged to fill out a feedback survey. The following pages share highlights of the community's input. ARLINGTONZPW4 , COMPLETE STREETS : c` _P;..r ARLINGTON COMPLETE STREETS PPOG PAM COMMUNITY WORKSHOP FEEDBACK WHAT'S IMPORTANT WHEN I AM: WALKING / ROLLING »Safe Sidewalks Lighting /Visibility Other People Walking / Rolling »No Sidewalk Cracks »Pleasant Space Places to Go: shops, cafes, businesses Connectivity ))Ability to Explore Other Neighborhoods Visible Crosswalks »Exercise Separation from Traffic »Convenient Crossings BIKING »Safety A Fun Environment ADA Compliant Accessibility Well Designed Intersections »Feeling Safe & Separated from Fast-Moving Cars Interesting Places Along the Way to Stop / Picnic / Shops »Slow Speeds ,Asphalt Bike Lanes TAKING TRANSIT »Safe & Pleasant Bus Stops A Fun Environment Frequent Time & Routes »Stops that are Easy to Get to Roundabouts that can Accommodate 40 ft School Buses First & Last Mile Connectivity »Easy Access Shelter from Weather Lighting Safe Access & Crossings DRIVING »Safety Visibility Slow Speeds Traffic Moves Smoothly (i.e. roundabouts) »Wayfinding Signs with Large Text North Bound Right-Turn Arrow at 6711 to Protect Trail Users i "SAFETY! SAFETY! SAFETY!, Wayfinding Signs with Large Text Y to Rea- Eas ge . d� even in Low ig "Don't Mnke Me Brike Near Cars" �h�„ - �� r ae �. ARLINGTON ZPW* R� COMPLETE STREETS ' .r ARLINGTON _*OMPLETE STREETS PROGPAM COMMUNITY WORKSHOP FEEDBACK STREET MIX ACTIVITY: COMMUNITY RECOMMENDATION SR 531 (172nd St NE) l » Wide Sidewalks (10 ft) I f » Planted Median MM Buffered Bike Lanes (8 ft) » Four Travel Lanes (10 ft) Planted Median IMPORTANT OUTCOMES FOR ARLINGTON: 1. Non-Motorized System Development and Safety Walking, bicycling, transit use and vehicle transportation is well-balanced and supported by City programs, and includes a complete non-motorized network 2. A. Land Use Coordination; B. Roadway System Safety and Maintenance; C. Aesthetics 3. A. System Development B. Surface Water and Transportation r 1- ARLINGTON ,��. COMPLETE STREETS Arlington Complete Streets Policy I APPENDICES SE. REFERENCES Existing Guidelines, Manuals and Standards City of Arlington Arlington Submittal Matrix Arlington Permits:building,conditional use,civil,and land use,special use,and traffic mitigation offer applications and forms Arlington Community& Economic Development's Design,Review Submittal Recluirements Arlington Mixed Use Development Regulations Washington Department of Transportation(WSDOT) WSDOT Standard Plans GSP WSDOT Local Agency Guidelines(LAG)Manual,Chapter 42 City and County Design Standards for All Routes Federal Highway Administration(FHWA) FHWA Designing Sidewalks and Trails for Access,Part 1,and Part 2 FHWA Small Town and Rural Multimodal Networks guide FHWA Lighting Handbook Manual on Uniform Traffic Control Devices(MUTCD) MUTCD for Streets and Highways United States Access Board Proposed Guidelines for Accessible Rights-of-Ways(PROWAG) Transportation Research Board Highway Capacity Manual American Association of State Highway and Transportation Officials AASFITO Guide for the Development of Bicycle Facilities AASHTO Guide for the Planning,Design,and operation of Pedestrian Facilities AASHTO Policy on Geometric Design of Highways and Streets National Association of City Transportation Professionals NACTO Urban Street Design Guide