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Home My WebLink About07-26-2004 - Agenda PacketMEDINA CITY COUNCIL STUDY SESSION AGENDA July 26, 2004 7:00 p.m. 501 Evergreen Point Road Medina, WA A. CALL TO ORDER 7:00 p.m. B. ROLL CALL (Adam, Blazey, Nunn, Odermat, Phelps, Rudolph, Vail Spinosa) C. ANNOUNCEMENTS 7:05 p.m. 1. Mayor 2. Council 3. Staff D. DISCUSSION 1. Location of Pools and Spas 2. City Position on SR 520 Project 3. Method For Establishing Management Employee Terms of Employment E. EXECUTIVE SESSION Personnel Matters F. ADJOURNMENT 9:00 P.M. ITEM D -1 CITY OF MEDINA Development Services 501 Evergreen Point Road, Medina, WA 98039 425.454.9222 www.medina-wa.gov MEMORANDUM DATE: July 20, 2004 M. Mayor and City Council FROM: Joseph Gellings, AICP, Planning Director RE: Swimming Pool and Spa Restrictions RECOMMENDATION: It is recommended that the City Council review the Planning Commission's recommendation on changes to swimming pool and spa restrictions and provide further direction to staff or the commission. POLICY IMPLICATION: In the past, the Medina City Council has restricted the construction of swimming pools and spas based on character and nuisance concerns that arose in the community. The council may wish to update the restrictions if they feel that these important goals are not adequately served by current restrictions. BACKGROUND: Ordinance 729, passed in February 2002, was an overhaul of the Zoning Code's distinctions on what types of site features constitute structural coverage. The Planning Commission's recommendation for this ordinance contained code revisions for mechanical equipment, fences / walls, and garden sheds, as well as for swimming pools and spas. Before acting on the ordinance, the City Council decided that the swimming pool revisions should be examined separately. Ordinance 768, passed in January 2004, was referred to as the "Zoning Code Housekeeping" ordinance and it corrected various inconsistencies and ambiguities in the code. The Planning Commission's recommendation for this ordinance contained the same pool and spa revisions as recommended with Ordinance 729. Recognizing that the intent of Ordinance 768 was to make fixes without policy implications, the City Council decided to consider these revisions separately. Draft ordinance text for the Planning Commission's recommended changes to swimming pool and spa restrictions are found below. The revisions mirror changes made to garden shed and mechanical equipment restrictions that were passed through Ordinance 729 as follows: 1) the exception to the normal setback requirements is proposed to only apply to rear yard setbacks, and 2) in such rear yard setbacks, the minimum setback for the feature in question is raised to 15'. This question of which kinds of setbacks are open to pools was the policy question leading the City Council to remove these revisions from Ordinance 768. The revisions also contain some non -policy changes that prescribe methods for measuring the height or setback of a pool that are more consistent with the rest of the code. ITEM D -1 Draft Ordinance Text MMC 17.84.040 - Location of Pools Swimming pools, spas, and hot tubs within residential zones shall be located as follows: 17.84.040-A. Pools, spas, and hot tubs exceeding two feet in height shall be set back as required of structures generally within the land use district where they are located and such setback shall be measured from the outside edge there e# of the structural rim of the vessel to the property line. 17.84.040-B. Pools not exceeding two feet in height above ground level shall be setback no less than five fifteen feet from the #read rear and -side property lines. The setback as to such pools may shall be measured from the waRtedine of the pe A outside edge of the structural rim of the vessel to the property line. Pools, spas, and hot tubs may not intrude into front, side, Lake Washington shoreline, or private lane setbacks. 17.84.040-C. In determining the height of a pool for purposes of this section, its height shall be measured from the lowest point of original grade or finished grade, whichever is lower, around the perimeter of the pool 9F any imprwed suFfaGe aoiaGent thereto, the level of the highest peint of the impwed aFea around the pe to the highest point of the structural rim of the vessel. Page 2 ITEM D - 2 CITY OF MEDINA City Manager's Office 501 Evergreen Point Road, Medina, WA 98039 425.454.9222 www.medina-wa.gov MEMORANDUM DATE: July 21, 2004 M. Mayor and City Council FROM: Doug Schulze, City Manager RE: City Position on SR 520 Project COMMENT: Materials for this item will be delivered separately on July 22`d. The WSDOT staff has been asked to submit materials for City Council review. The materials are expected to arrive on Thursday, July 22"d. ITEM D - 3 CITY OF MEDINA City Manager's Office 501 Evergreen Point Road, Medina, WA 98039 425.454.9222 www.medina-wa.gov MEMORANDUM DATE: July 19, 2004 M. Medina City Council FROM: Doug Schulze, City Manager RE: Management Employee Benefits RECOMMENDATION: Provide City Manager with direction for management employee benefits. POLICY IMPLICATION: Employment agreements have been used by the City of Medina to establish terms of employment for department managers since 1997. This practice was implemented using the employment agreement model from the International City/County Management Association. BACKGROUND: When employment agreements were first considered in 1997, all City employees were represented by the Teamsters, except the City Manager, City Clerk, and Police Chief. Use of employment agreements to establish terms of employment on an individual basis for these positions was considered much more efficient than creating a policy manual or establishing terms of employment for two management employees through adoption of a resolution or ordinance. Today, in addition to the City Clerk and Police Chief positions, there are several other positions that are not represented by unions. These management/supervisory positions are Director of Public Works, Director of Development Services, Finance Officer, and the Police Lieutenant. Employment agreements for the Director of Public Works, Director of Development Services and Finance Officer are currently in place. The Police Chief, City Clerk and Police Lieutenant do not have employment agreements. During previous discussions with the City Council, the need for employment agreements was questioned. A former member of the City Council argued that several cities he contacted do not have employment agreements with department managers. Certainly, the majority of cities do not use employment agreements for department managers, but it is important to note that the majority of the cities contacted by the former member of the City Council operate under the strong mayor form of government, supervisors and managers are represented by collective bargaining unions, and terms of employment have been established in contracts or some formal action of the City Council. Employment agreements are not the only option to establish terms of employment for department managers. A resolution or ordinance establishing management group terms of employment is another option. The use of a resolution or ordinance requires less time managing contracts since all management group members would fall under a single set of employment terms. In addition, the use of a resolution or ordinance, which would be reviewed annually, will reduce the amount of time required by the City Council to approve employment agreements. If the City Council prefers the use of a resolution or ordinance, existing employment agreements will need to be honored until they expire. The actual benefits offered to management employees must take into account the City's ability to pay as well as the City's ability to recruit and retain good managers. The table below is intended to assist the City Council in the process of establishing benefits for management employees. Benefits Description Comment Compensation Established by adopted pay scale and annual budget. Compensation Study conducted in 2004 requires Council action. Administrative Leave Typically set at 40 to 80 hours annually for department heads — not all management group members. May be in lieu of sick leave and bereavement leave. Not currently provided. Vacation Leave Typically 96 hours during first year; 120 hours after 5 years; 160 hours after 10 years; 168 hours after 15 years and 200 hours after 20 years. Management employees currently earn vacation at same rate as set by union contracts. 1 � yr = 96 hrs; 2 — 4t' = 104 hrs; 5 — r = 128 hrs; 8 — 9d' = 136 hrs; 10 —10 = 160 hrs; 15 — W' = 176 hrs; 2e = 192 hrs; and 21s` + = 200 hrs. Sick Leave 96 hours is standard, but administrative leave is sometimes used in lieu of sick leave. Same as currently provided. Holidays 11 or 12 holidays are common (10 legal plus 1 or 2 floating). Currently, City employees receive 12 holidays each year. Medical Insurance Most cities currently pay 100% of employee premium. Of the 58 Washington cities with populations 2,500 to 7,499, 29 pay 100% of dependant premiums and 29 pay a portion of dependant premiums. Employee's share ranges from $13 to $469 per month. Dental Insurance Most cities currently pay 100% of employee premium. Of the 58 Washington cities with populations 2,500 to 7,499, 53 pay 100% of dependant premiums as well. Vision Care Plan 57 of the 58 Washington cities with populations 2,500 to 7,499, pay 100% of the employee and dependant premiums. 0 Page 2 Description Comment Life Insurance 100% of base salary is typically with some providing benefit of 1 Y2 times base salary. Long-term Disability 100% is standard. Merit Pay Tied to Performance Retirement Plan PERS is required. ICMA-RC is additional option for deferred compensation. Matching contributions are frequently provided to employees with an annual or monthly cap. Automobile Varies depending on city. At a minimum, reimbursement at IRS rate is provided. Depending on employee, it may be in best interest of the city to provide a vehicle or a vehicle allowance. Severance Pay 1 — 2 weeks per year of service is typical when offered to management level employees. A maximum cap of two or three months is also common. Severance pay is usually not offered if termination is due to criminal act or without adequate notice to City. Training & Conferences Typically provided based on annual budget. State conferences annually and national conference biennially. Educational Reimburse Provided in some cases (e.g., internal promotion to position requiring degree). Department managers are typically required to have a related degree and/or years of experience to qualify for the position. Clothing/Uniforms Police/Public Works management group members are required to perform certain "field" duties. As such, safety equipment, uniforms, and/or protective clothing are necessary. Performance Evaluation Annual performance evaluations are conducted by the city manager or employee's supervisor. Could be tied to Merit Pay Professional Dues Typically provided with city manager approval. Relocation Allowance May be considered at time of hire. 0 Page 3 ITEM D-2 CITY OF MEDINA Evergreen Point Road, Medina, WA 98039 (425) 454-9222 www.ci.medina.wa.us MEMORANDUM DATE: July 22, 2004 THRU: City Manager TO: City Council FROM: Director of Public Works RE: SR 520 Bridge Replacement and HOV Project Position Letter/Paper 1. Background — a. The SR 520 Bridge Replacement and HOV Project was discussed during the May 10, 2004 City Council Meeting. After reviewing the information on the project provided in the read -ahead packet by the City Manager and discussing the issue, the Council reached consensus on drafting an updated City position letter/paper relative to the SR 520 Bridge Replacement and HOV Project. Staff was requested to prepare a memo which outlines the various issues in preparation for discussion of the position letter/paper at the July 26, 2004 Study Session. b. As noted above, in preparation for the May 10th Council meeting, the City Manager put together a packet of background information which attempted to capture the history of the City's correspondence and other related documents which reflect past City positions on the SR 520 project. The May 10th read -ahead packet inclusion was identified as ITEM J-4 dated May 5, 2004. It has been reproduced and is enclosed with this memo again for Council review and consideration. c. Also at the May 10th meeting, the Council discussed and agreed that the City would become a Cooperating Agency (CA) for the project_ As such, the City will have an opportunity to review and comment on the various discipline reports associated with the Project EIS as they are prepared (the discipline reports will become components of the consolidated Preliminary Draft EIS [PDEIS] due out in June 2005). In fact, by becoming a CA, the City agreed to review and provide comments on the discipline reports. There will be 18 discipline reports and the City has identified 15 which have application to Medina. Several Council members also expressed an interest in personally reviewing each discipline report as they are prepared in addition to reviewing the consolidated reply from the City before it is returned to WSDOT. However, a process to allow this to happen was not ITEM D-2 formulated by the Council. As it currently stands, the first discipline report (Navigation) is scheduled to be provided to each CA on July 23, 2004 and comments are due back to WSDOT by August 6, 2004 — only a two week turnaround. The second discipline report which the City has agreed to review is on Historic, Cultural and Archaeological Resources which is scheduled to be distributed on August 6th with a due back date of August 20th. Essentially, the discipline reports will keep coming typically only a week apart with a two week window for review. 2. Enclosed Documents - Included in this packet and referred to in the Discussion section of the memo - a. As noted above, a reproduced copy of the read -ahead packet prepared by the City Manager for the May 10th City Council meeting. b. A copy of the latest SR 520 Brochure. This brochure explains why the 8 Lane Alternative is no longer being considered as well as facts regarding the 4 and 6 Lane Alternatives. It also provides an overview of the project schedule with EIS, PDEIS, Selection of Preferred Alternative, Initiation of Design of the Preferred Alternative, Final EIS, Record of Decision, Permitting Process, and the Start of Construction. c. Small versions of orthos (photos) with the draft project footprint (right-of- way) overlayed for the 6 Lane Alternative. A full size version (both 4 and 6 Lane Alternatives) will be available for the Study Session as will more detailed design documents and other related design material. d. Copies of sheets 1 thru 3 of the SR 520 Concept B Profile of the East Highrise (Conceptual Drawings). Note the vertical scale is much different than the horizontal scale, so you see an exaggerated vertical profile. e. A reduced copy of the overhead showing the 6 Lane Alternative coming ashore on the eastside with the northern alignment and the current anticipated property parcel impact (a full size version will be available at the Study Session). f. Copies of sheets 24 thru 28 (eastside section) of the draft design drawings for the 6 Lane Alternative (full sets for both the 4 and 6 Lane Alternatives will be available for the Study Session). g. A draft schematic the SR 520 Bridge Operations Facility (Eastside Abutment Maintenance Facility) which includes an artistic rendering and drawings showing how the facility is proposed to be constructed into the eastside highrise bridge abutment. h. Copies of what the cross-section of the floating portion of the new bridge will look like. This shows how the new bridge will have an elevated roadway as compared to the existing bridge. The concept is to eliminate the need for bridge 2 ITEM D-2 closure during high wind and wave activity (overspray), as well as maintenance access to the bridge pontoons without having to close the freeway. This design also better accommodates stormwater runoff collection and treatment capabilities, plus it is believed that it may also reduce the overall noise from the bridge as the vehicle traffic will not be down next to the water where the noise can be reflected off the water and amplified. This latter noise reduction possibility is still being analyzed. i. A cross-section elevation drawing of the east approach showing what the new eastside highrise will look like from the floating pontoons to the east shore (includes the dock and entrance door to the eastside abutment operations/maintenance facility). 3. Discussion - a. Over the years the project has started and stopped, proceeded on several different courses, and has had many changes take place to get to the current status. Throughout this period, many of the issues or aspects of the project, which have an impact on Medina, have changed (been added, deleted or modified) since the Council last formulated an official City position on the various elements of the project. Summarized below is a list of issues the Staff feels are relevant to the current project status. The list is not necessarily inclusive of all potential issues, but attempts to capture those previously considered by the Council as well as some of the relatively recent modifications. Additionally, it is recognized by the Staff that the issues noted below May not necessarily be issues the Council considers important enough to include in a City letter/position paper. The following is the summarized list of issues created by the Staff: (1) Overall support or opposition to the project. (2) Support for a 4 or 6 lane alternative. (3) Build to accommodate future light rail. (4) Alignment as the bridge comes ashore on the east side. (5) Parcel purchase of impacted residences. (6) Flyer stop preservation or deletion. (7) Eastside bridge abutment operations / maintenance facility. (8) Regional bike lane / pedestrian pathway. (9) Lid at Evergreen Point Road — location and utilization. (10) On / off ramp locations. K ITEM D-2 (11) City zoning code, construction mitigation, comprehensive plan and shoreline management associated with design and during construction. (12) Points Loop Trail system. (13) Roadway surface water runoff - water quality. (14) Tolls. (15) Fairweather Stream —fish habitat. (16) Noise wall appearance. (17) Sound baffling at the eastern highrise. (18) Fairweather Park and Nature Preserve. (19) Mitigation / Enhancement letter from Hunts Point. b. The following is a discussion of each of the above listed issues: (1) Overall support or opposition to the project - In general, should the City support or oppose the project? Apparently in the past there was discussion whether or not the City of Medina would take a stand completely opposing the project. Does the City Council want to consider this option, or is there consensus to support the project maybe with qualifications? (2) Support for a 4 or 6 lane alternative — Does the City Council want to take a position relative to the 4 or 6 lane alternatives? An option would be to support the preferred alternative as determined from the PDEIS. (3) Build to accommodate future light rail - Currently the pontoons are being designed to support a future elevated light rail line. Does the City Council want to take a position relative to building a bridge which could accommodate a future light rail system? (4) Alignment as the bridge comes ashore on the east side - WSDOT has investigated several design options to determine if there is a way to reduce the impact on the adjacent properties as the bridge comes ashore on the eastside. After significant study, WSDOT has concluded that the only way to keep the existing bridge fully operational during the construction of the new bridge, is to come ashore just to the north of the existing right-of-way and get back to the existing right-of-way as soon as possible (near the Evergreen Point Road overpass). Additionally, how far to the north the new bridge has to be is dictated primarily by the minimum pontoon separation between the old and the new end -of - floating -bridge pontoons (the cross -pontoons). This can be seen in the enclosed Il ITEM D-2 documents c., e. & f. Does the City Council want to take a position regarding the northern alignment? (5) Parcel purchase of impacted residences - As can be seen from document e., the northern alignment of the new bridge as it comes ashore on the eastside will impact several Medina properties. The policy (and approach which has been held up in court) is to compensate the owner for any "taken" land, however, the entire property will not be outright purchased unless a corner of the existing building on the property is "hit" by the new right-of-way. Therefore, a property owner may have a slice of their property taken, but will not have the option to require the State to purchase the entire parcel. Does the City Council want to take a position regarding the taking of parcels? (6) Flyer stop preservation or deletion - WSDOT originally decided not to even consider eliminating the Flyer Stop (and Park -and -Ride) at Evergreen Point Road. They just assumed that the community would want to retain this facility and option. However, much discussion about the stop has taken place over the last several months. Apparently Sound Transit does not feel they need both a Flyer Stop at Evergreen Point Road as well as one at 92"d Ave NE. Further, WSDOT would like to see the Flyer Stop at Evergreen Point Road eliminated as it significantly reduces the required right-of-way and property "taking" at this location (60-90 additional feet of width to put in the Flyer Stop), plus the width of the bridge at the eastern highrise could also be significantly narrowed without a Flyer Stop at Evergreen Point Road saving millions in overall project costs. With the Flyer Stop at Evergreen Point Road, extra lanes have to be built well out over the water for the bus traffic to speed up (accelerate) and merge into the primary HOV lane, or cut away and slow down coming the other direction. It is also important to note that a Flyer Stop at Evergreen Point Road would remain on the "outside" for the 4 Lane Alternative, but be shifted to the inside for the 6 Lane Alternative. Document f. shows the design of the 6 Lane Alternative with inside Flyer Stop. With an inside lane Flyer Stop at Evergreen Point Road, stairs and an elevator would also have to be built into the Evergreen Point Road "Lid" in order to access the Flyer Stop. A one-time check a few weeks back of the park -and —ride lot, which holds approximately 50 cars, had 44 cars in the lot. Of the 44 cars, 41 were cars with registered locations other than Medina. Yarrow Point is also talking to WSDOT about the Flyer Stop at 92"d Ave NE. It is my understanding that Sound Transit may want to expand this location and make it a bus "connecting" point where buses on surface streets from Bellevue and the surrounding communities stop at the 92"d Ave NE location and passengers transfer to other busses traveling on SR 520. Does the City Council want to take a position on the Evergreen Point Road Flyer Stop? (7) Eastside bridge abutment operations / maintenance facility - On the current bridge, WSDOT has been attempting to perform maintenance operations from their mid -span facility (at the draw -span opening in the center of the floating bridge). They moor their maintenance boats at this location and truck out parts and equipment. They also operate a facility in Kirkland to fabricate parts ITEM D-2 and do off -site repairs. The concept is to have an operations / maintenance facility tied into the new structure. WSDOT has investigated several locations from Kirkland to the Portage Bay area and each has significant drawbacks and complications. Therefore, they are proposing to build an operations / maintenance facility directly into the eastern highrise abutment. A draft schematic which includes an artistic rendering and drawings of the proposed facility is enclosed (document g.). The facility can also be seen in the Elevation, East Approach drawing (document i.). The DPW has been briefed on the details of the facility and is prepared to share the specifics with the Council at the Study Session. Does the City Council want to take a position on the proposed eastside Operations / Maintenance facility? (8) Regional bike lane / pedestrian pathway - As can be seen in the various design drawings (document f.), there is a proposal to add a regional bike lane / pedestrian pathway across the bridge and connect it to other regional bicycle paths and pedestrian paths. The concept is to allow for "high-speed" bicycle traffic throughout the corridor and design it so there are no "at -grade" street crossings. As can be seen in document f., the proposed bike lane / pedestrian pathway is situated on the northern side of the floating portion of the bridge (least windy side), then as it comes ashore on the east side, it cuts down under the highrise and does an "S" curve switchback to get to the south side of the freeway. The bike lane / pedestrian pathway then parallels the freeway on the south side going under Evergreen Point Road. There is an "on -ramp" located at Evergreen Point Road which allows access to the bike' path / pedestrian pathway from the Evergreen Point Road road surface. WSDOT is starting to consider other alternatives as the biking community is raising concerns about the "S" curve and the up and down grade going from the highrise to the eastern shore. Does the City Council want to take a position on the regional bike lane / pedestrian pathway issue?. (9) Lid at Evergreen Point Road — location and utilization - A lid at Evergreen Point Road is part of the design, but for the 6 Lane Alternative only. Since the lids will not have forced air ventilation nor fire suppression systems their length will be limited to somewhere between 300 and 600 feet. The design effort is not complete to determine actual length, but it is anticipated that the lids will most likely be somewhere in the 500 to 600 foot range. The questions are where should the lid be located (centered on the Evergreen Point Road, or off -set one direction or another), and what should be on the lid? As previously noted, if there is going to be a Flyer Stop at Evergreen Point Road, then a pathway with stairwell and elevator will be required as part of the lid. Medina's representatives on the Eastside Roundtable Committee has discussed this issue at one of the Roundtable meetings. It was thought that shifting the lid slightly to the east would allow the lid to blend in with Fairweather Park and Nature Preserve and essentially extend the open space that the Park/Preserve currently provides. It was also thought that it would be desirable to retain some of the lid on the west side of Evergreen Point Road to allow pedestrians the opportunity to go to the edge of the lid and view the lake and bridge traffic. The general consensus was to try and keep the lid open space and not put a facility of any type on top of the lid. Although the lid will be in Z ITEM D-2 WSDOT right-of-way, the issue of ownership and maintenance responsibility has not yet been addressed. Does the City Council want to take a position or positions on the lid at Evergreen Point Road for the 6 Lane Alternative? (10) On / off ramp locations - As can be seen in the design drawings (document f.), the design for the new freeway essentially retains the same on -off ramp system as currently exists on SR 520. Does the City Council want to take a position relative to on -off ramp locations? (11) City zoning code, construction mitigation, comprehensive plan and shoreline management associated with design and during construction - Does the City Council want to take a position regarding compliance with City zoning code provisions, construction mitigation requirements, the comprehensive plan and any shoreline management considerations associated with the design of the bridge and operations during construction? (12) Points Loop Trail system - Does the City Council want to take a position relative to the design of the bridge as it relates to the Points Loop Trail system? (13) Roadway surface water runoff - water quality - WSDOT has done considerable work to change the current storm water runoff approach in the new bridge design. A very detailed All Known Available and Reasonable Technology (AKART) study was completed last year and nearly all of the recommended features are being incorporated into the bridge design to significantly improve the storm water runoff water quality from the bridge being discharged into Lake Washington. Does the City Council want to take a position on surface water runoff from the new bridge which flows into Fairweather Bay and Lake Washington in general? (14) Tolls - The current RTID's position on funding the new bridge is that the bridge will be tolled. Several studies have been conducted on how to toll and the optimum toll price. It is fully anticipated that the technology will be available (and is already being used at several locations around the U.S. and world) and will be improved by the opening date of the bridge so that all of the tolling will be done electronically (no need for any toll booths). It is also believed that the toll price will be based on the time of day of bridge use. Does the City Council want to take a position on bridge tolling? (15) Fairweather Stream — fish habitat - At points in the past, there was discussion of trying to reestablish Fairweather Stream as a salmon habitat stream. This would require a "fish -friendly" water passage under SR 520 between the northwest corner of Medina Circle and Fairweather Bay. As noted in the January 2001 Conceptual Restoration Plan for Fairweather Stream, prepared for the City of Medina by Anderson & Ray Landscape Architecture, The Watershed Company, Roth Hill Engineering and Robert Foley Associates, transforming Fairweather Stream to a salmon supporting stream is feasible, but it would take 7 ITEM D-2 significant restoration measures beyond just a fish -friendly passage under. SR 520. Additionally, the cost for all of the requirements of the restoration would be considerable. Does the City Council want to take a position relative to the SR 520 design and Fairweather Stream, and salmon habitat restoration? (16) Noise wall appearance - In the design of the new SR 520, WSDOT is required to meet national standards regarding noise levels next to freeways and employ appropriate mitigation measures. Essentially, they must have a design which will actually be quieter at the various distances from the freeway corridor than what currently exists. Noise walls will be a major part of the mitigation effort. The proposed noise walls (sound walls) can be seen on the draft design drawings in document f. Does the City Council want to take a position on noise wall (sound wall) appearance? (17) Sound baffling at the eastern highrise - Part of WSDOT's noise study is focused on reducing noise from the highrise structures. Some recent technology options utilizing a baffling system has shown promise, however, at this point the concept has not been certified or validated as a viable option, thus is not yet included in the design. Does the City Council want to take a position on promoting the latest noise reduction technologies for the eastern highrise? (18) Fairweather Park and Nature Preserve - The current 6 Lane Alternative with Flyer Stop at Evergreen Point Road will likely require some small land taking of Fairweather Park and Nature Preserve. Does the City Council want to take a position regarding the anticipated land taking of Fairweather Park and Nature Preserve? (19) Mitigation / Enhancement letter from Hunts Point - A joint Mitigation / Enhancement letter to WSDOT, initiated by Hunts Point in 2001, was prepared and signed by all Points Communities except Medina. The Hunts Point Mayor has recently referred to this letter and the response received from WSDOT at the time. Does the City Council want to reopen this issue? c. As noted, the above list most likely does not cover all potential issues the City Council may want to consider. It is intended to at least be a starting point for discussion. However, reaching consensus on City positions, especially for some of the more controversial issues, will clearly help Staff and other City representatives as the process goes forward and they interact with WSDOT and the SR 520 project consultant team. 4. Options - The following is a list of options for City Council considerations: a. Do nothing. Retain the status quo. b. Discuss the issues and reach consensus on a position or positions for those issues the Council wants to address. Capture the consensus positions either in meeting minutes or in some other document agreed on by the Council. 8 ITEM D-2 The Council may want to consider working with the other Points Communities to prepare a joint document. ITEM J-4 CITY OF MEDINA t City Manager's Office 501 Evergreen Point Road, Medina, WA 98039 425.454.9222 www.medina-wa.gov MEMORANDUM DATE: May 5, 2004 M. Mayor and City Council FROM: Doug Schulze, City Manager RE: SR-520 City Council Position Discussion RECOMMENDATION: Council discussion for the purpose of developing a City Council position or Interest Statement, which will be used to communicate a uniform position from all representatives of the City. POLICY IMPLICATION: Interest Statements or position statements will assist both elected and appointed officials to communicate a clear and consistent position relative to an issue. BACKGROUND: Materials attached are intended to provide background relative to previous City Council positions and communication related to the SR-520 project. In addition, a draft interest statement has been attached, which is intended to provide the basic framework for a final interest statement. City of Medina: SR-520 Expansion Project Draft Interest Statement Approved by Council: Introduction: SR 520 is an integral part of the regional transportation system. One of the most attractive attributes of Medina is its location to Seattle and Bellevue, two of the largest business centers in Washington. The functionality of SR 520 impacts the entire regional transportation system, which is essential to support the economic development and livability for our region. Medina's continued interest in SR 520 expansion also recognizes the adverse impacts associated with a major transportation corridor, which bisects a residential community. Adverse impacts include, but are not limited to: air quality, noise, water quality, loss of park and open space, loss of views, and degradation of property values. Context: The Washington State Department of Transportation is responsible for planning, building, and operating SR 520. The City will play an important role in helping to define the acceptable and reasonable concept for a future expansion of the SR 520 corridor and floating bridge. Guiding Principles: Future SR-520 Expansion projects shall: 1. Measurably enhance the regional transportation system by providing congestion relief. Ensure that the expansion project will reduce congestion within the SR-520 corridor as well as local access routes from within the adjacent Points Cities and Towns. 2. Provide ample opportunity for meaningful public involvement by residents, neighborhood groups, and other informal and formal stakeholders. Members of the community should have opportunities throughout the SR 520 planning and implementation process to help shape the ultimate configuration of the roadway in Medina and throughout the Eastside. 3. Recognize Medina's investment and preservation of its neighborhoods and minimize local impacts. Project planning should acknowledge and be consistent with planning that has been done to date, and should seek to maximize providing amenities to adjacent communities while also being sensitive to community and quality of life. 4. Recognize Medina's environmentally sensitive areas and avoid, minimize or mitigate any adverse impacts. Project planning should acknowledge and be consistent with preservation and protection of Wetherill Nature Preserve, Fairweather Park and Nature Preserve, Medina Stream, adjacent wetlands, and the Points Loop Trail System. Previously Adopted Resolutions Resolution No. 270 Resolution No. 262 December 13, 1999 Aril 12, 1999 Solution must provide measurable Solution must provide measurable congestion relief to the regional reductions in congestion to the regional transportation system transportation system, local arterials, and Points Cities and Towns Any modification to SR-520 shall include Solution must include extensive mitigation repairs to or replacement of the existing measures to improve air quality, water bridge. quality and reduce noise in the Points Communities Limit expansion to two (2) lanes for either Mitigation measures must be a priority GP or HOV with pedestrian/bike way and that is integrated into any solution; not an shoulders after thou ht Maintain entrances at 84 , 92 nd and Bellevue Way Maintain transit flyer stops along SR-520 Shall not accommodate fixed guideway (light rail facilities Shall include seismic repairs to the floating bridge, approaches, and overpasses at 92"d, W, Evergreen Point Rd, etc. Shall maintain Wetherill Nature Preserve, Protection beyond the current footprint Fairweather Nature Preserve, Medina must be provided to protect and maintain Stream, adjacent wetlands, and the existing nature reserves, parks, wildlife Points Loop Trail System in the best preserves and wetland areas. Wetherill, natural state Fairweather and Points Loop Trails stem Shall include a traffic incident monitoring system Shall include a depressed roadway Mitigation shall include a depressed through the Points Communities with a roadway continuous landscaped lid Lids shall be landscaped for parks with Continuous landscaped lids from Lake plant life native to the area WA to Bellevue Way no facilities shall be constructed on the lids through the Points Communities Mitigation of stormwater run-off Improve water quality Recover salmon habitat Salmon streams and habitat must be restored and maintained within the Points Communities in accordance with ESA Shield bridge lights to prevent light and glare pollution to residences along the shoreline Protection of Bald Eagle and Migratory bird nesting areas Fairweather/Wetherill Minimum footprint so that a minimum Cities, towns, businesses and citizens will number of homes or community facilities be com ensated for any property will need to be relocated acquired by the State to accommodate an expanded roadway/bridge in accordance with Federal acquisition and relocation regulations WSDOT shall provide mitigation during construction to minimize impact on adjacent communities and property owners. Prior to the start of construction, baseline environmental studies will be performed by independent agencies selected by the City and reimbursed by WSDOT Tolls shall not be used to fund the project Neither WSDOT nor its contractors will impose tolls, user fees, value pricing, etc. to fund replacement, restoration, or rehabilitation of existing roadways or mitigation through the Points Communities. Funding must be through traditional State budget process, State, regional and/or local option gas tax or special levies ESA compliant stormwater run-off management system will be installed to protect salmon habitat, lake and stream water quality Preferential access to SR-520 for Points Community residents WSDOT shall adhere to City of Medina WSDOT must respect local city and town ordinances, zoning regulations, ordinances, zoning, comprehensive plans comprehensive plans, and shoreline and shoreline management plans. management plans during design and construction Dedicated technical support to the City during design and construction, funded by WSDOT Periodic meeting during design and WSDOT must work with communities to construction (at least once per quarter) provide acceptable solutions and with WSDOT, Council, staff mitigation to the SR-520 corridor Legal costs for enforcement to be paid by the State Current Issues for Consideration 1. WSDOT has asked the City of Medina to become a Cooperating Agency. This would give the City an opportunity to review and comment on each individual report of the seventeen (17) disciplines involved in the DEIS. Obviously, this would also obligate the City to a significant amount of staff time for review and comment on each report. If the City does not agree to become a Cooperating Agency, the City will be limited to review and comment on the Draft Environment Impact Statement. Staff will need a Council majority vote approving actions necessary for the City of Medina to become a Cooperating Agency. 2. The width of the roadway from Evergreen Point Road to 84"' Avenue NE is directly impacted by the Evergreen Point Road flyer stops. Elimination of this flyer stop would significantly reduce (narrow) the footprint of the freeway at this location thereby reducing the impact on surrounding Medina properties. Elimination of the flyer stops and park -and -ride would also eliminate traffic coming into Medina just to use the flyer stop as well as eliminate the need for a stairwell and elevator from the EPR lid, thus allowing more of the lid area to be utilized for open space. The City Council should develop a position on the flyer stops and the park -and -ride lot. 3. The WSDOT recently announced that a maintenance facility was being considered under the bridge at the touch down on the Eastside. The maintenance facility would include a dock and some type of watercraft to be used for bridge maintenance. The area under the bridge has a great potential for public use, such as the park area under 1-90 near Enatai. The City Council should develop a position on the location of any maintenance facility in Medina. 4. The January 8, 2002 letter from Les Rubstello (attached) was not agreed to by the City of Medina. The City of Clyde Hill, Town of Yarrow Point and Town of Hunts Point have agreed to the letter. Recently, Mayor Fred McConkey received confirmation from WSDOT that the letter remains valid. The City of Medina has been asked by the Mayors from Clyde Hill, Hunts Point and Yarrow Point to reconsider its position in regards to the letter. The City Council should consider a motion authorizing the Mayor to agree to the January 8, 2002 mitigation/enhancement letter from Les Rubstello on behalf of the WSDOT. rugciuil Doug Schulze From: Fred McConkey [fred.mcconkey@mcconkeydev.com] Sent: Wednesday, April 14, 2004 10:53 AM To: Jeanne Berry; Connie Marshall; Jack McKenzie Qackm@ci.hunts-point.wa.us); Mitch Wasserman (mkch@clydehill.org); Mary Oderrnat (E-mail); Larry Howard; George Martin (v-gmar in@msn.com); Doug Schulze Subject: WSDOT letter from Rubstello Mayors and Staff, Attached is the letter we received from Les Rubstello on January 8, 2002. This letter was to confirm what we had agreed upon relative to SRS20 Mitigation. Shortly after that letter was issued, the project went dormant for lack of funds, and Les left WSDOT. Please review to see that this still reflects our position, and/or provide updated comments. After that, I will send it to Aubrey Davis, and the new 520 WSDOT manager, so we don't have to negotiate this all over again. At yesterday's Translake meeting, Aubrey assured me that the letter stands. Thanks, Fred McConkey, Mayor Town of Hunts Point Fred.McConkey9McConkeyDev.com 425-889-1180 (W) 425-922-1550 (C) 4/19/2004 Jan 09 02 09:230 Kenyon Dornab Marshall 425-392-7071 p•2 NINE,= 28, 2001 Page 1 January 8, 2002 Fred McConkey, Mayor Town of Hunts Point 8521 Hunts Point Lane Bellevue, WA 98W Subject: Mitigation/F.abancement Letter Dear Mayor McConkey: I have received the email copy of your letter dated 12/6/01. The letter mehWes several design and mitigation issues that are of concern to you and your citizens, as well as the other communities around the Points. I would like to go through those issues one by one and give you WSDOT's commitment to their resolution. Some of the items are under the purview of the Trans -Lake Executive Committee and must reside there, but WSDOT can commit to resolution of most of them at this time, as more fully described below- Lids/Bridges 1 . As stated in our phone and email exchange early in December, I will continue to work with the four Points oommunities to bring a proposal to the Executive Committee on what size lids should be investigated in the EIS. In addition to "no lids", which would be tested like a "no build option" in the EIS, a range of 2-300 foot to 5-600 foot lids might be bookends. WSDOT is not taking a position on lids at this time, other than to say it prefers shorter lids that do not require long term maintenance or ventilation and fire suppression facilities. 2. 1 can give you WSDOT's commitment that the eventual lid size decision will be as practical and equitable as possible in considering the interests of the directly affected Points Communities, as well as the interests of less directly affected communities on both sides of the Lakc. 3. WSDOT prefers the use on top of the lids to be as low intensity as possible. Unless some agreement is made, it is additional area to be maintained by WSDOT forces. We would not expect any development on top of the lids. I expect that there will be an intense public process to decide on how the landscaping on the lids will look, with the desires of the community in which a particular lid sits predominant. RECEIVED DATE : 01/09 09:09'02 FROM :4253927071 ion 09 02 09:23a Konvon Dernew Mar -shall 425-392-7071 p.3 i MiLber2g,2001 Page 2 Sound Walls dt Noise 1. Where these are no lids, our noise analysis will guide us to where sound walls are required. I expect that this will be the entire length of the roadway through the Points Communities and our cost estimates to date have assumed this. Before we finalize the locations, we will discuss with the communities whether or not all these walls are desired. Some neighborhoods choose to maintain their view rather them aecxpt walls. In any case, the t nure of the walls and the landscaping will all be designed as part of a corridor wide landscape/architectural plan that will have flexibility for local adaptations. As with the lid landscaping referenced above, the deebw of fire particular community in which a particular wall is located will be WDSOrs predominant concern. 2. Whereas there are federal regwremeats for noise walls, WSDOT commits to be flexible on the design of noise walls to vary height and location to provide as much benefit to the communities as possible. I expect our noise consultant to work cioeely with the directly a zctod community on these decisions. 3. "Quiet pavemeat" technigtus will be investigated for use on the roadway. 4. Sound baffling within the lids is new to us, but we will task our noise consultant to investigate the options for this, and to analyze the noise reductions. We are investigating noise baffling on the 1-5 Ship Canal Bridge and are committed to finding solutions to reflected noise. Aiiggment 1. We are worldng on designs to shift the freeway as far to the south at the land -fail on w fW N way required. We will share these with you as soon as they are presentable 2. Same as above. 3. Once construction and right of way funding is obtained, property acquisition can begin. WSDOT does have a policy on hardship acquisitions. Each case would have to be considered separately at that time. WSDOT agrees to exercise its best efforts to ensure that no Hurts Points homes Are eliminated as a result of the finally determined design and construction of the freeway. If the finally determined design and construction of the freeway require the elimination of Hunts Points homes, WSDOT agrees to exercise best efforts to ensure that the number of homes eliminated is the minimum necessary to complete the freeway project. Transit Stovs 1. WSDOT and Sound Transit agree that the decision whether to have a flyer stop in the middle of the freeway belongs to the Points Communities. We need to work with all of the communities to get agreement on how and where the transit connections RECEIVED DATE : 01/09 09:10'02 FROM :4253927071 Jan 09 02 09z23a Kenyon Darnall Marshall 425-392-7071 P.4 i WiLMRber28,2001 Page 3 will be made. WSDOT acknowledges Hunts Point's position that there should be no flyer stop in the middle of the freeway, at least at or around 84th, and that the current bus stops at 92W and Evergreen Point Road should be maintained 3. As a part of the previous, we have begun discussion with Metro to serve these existing stops in a future design. 4. WSDOT and Sound Transit will follow the guidance of the four communities on this item. 5. As *3 above. HCT RJW Preservation 1. The project team will provide a short paper on different options to accomplish some or all of the goals of right of way preservation for future high capacity transit. The team will not be recommending any specific course of action. This is information for the Executive Committee to understand the issue. interchannes 1. The current design for 846 Ave NE includes the loop ramp. 2. The interchange at 920d Ave NE will be continued as a simple half -diamond to the east. Nature Preserves 1. Avoiding sensitive areas is always our first priority. Alignment options at the east shore are intended to minimize any impact to the Fairweather Nature Preserve. In order to help minimize any impact to the Fairweather Nature Preserve, WSDOT again of the freeway, at least at or around 84th, and that the current bus stops at 92nd and Evergreen Point Road should be maintained. 2. Existing loop trails running throughout the Points Communities will be maintained separate from any regional longitudinal bicycle/pedestrian facility which may be constructed as part of the fiveway project. Construction 1. The project construction will satisfy all local noise ordinances, and specific issues will be negotiated before construction documents are sent out for bid. 2. WSDOT acknowledges Hunts Point's position to minimize the impacts to Hunts Point residents during construction, especially with respect to any necessary work to modify or expand the existing 84th Avenue overpass, which provides the sole mesas of acmes to Hunts Point. RECEIVED DATE : 01I09 09:11'02 FROM :4253927071 Jan 09 02 09:240 Kenyon DornmW Marshall 425-392-7071 P.5 i WaLorber 28, 2001 Page 4 Sincerely, Lesw r O. Rubastlo, P.E. Trans -Lake Washington Project Manager LOR:ir Enclosure cc: List RECEIVED DATE : 01/09 09:11'02 FROM :4253927071 Mlashingtill State Department of Transportation Lid Monisen Secrelary oi 7ra,:Soortax:7 The Honorable Daniel F. Becker City of Medina PO Box 144 Medina, WA 98039-0144 Dear Mayor Becker: i ransoortation Building P.O. Box 47300 Olympia. WA 96504.7301) March 17, 1999 This is to acknowledge receipt of Medina City Council Resolution No. 261 relating to potential tolls to finance preservation and maintenance of existing public highways and bridges, originally constructed using toll revenues. I would like to point out that the resolution preamble stating "the Secretary of Transportation has identified twelve state bridges (including the I-90 Mercer Island and SR -520 Evergreen Point bridges) for possible re -imposition of tolls by WSDOT to finance ongoing preservation and maintenance efforts" is not correct. No such study or designation has been made by the Washington State Department of Transportation. 7 cerely, JERRY A. ELLIS, Di for Transportation Economic Partnerships JAE:rb/nr cc: Sid Morrison Ren6e Mongelas RESOLUTION NO. 261 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF MEDINA, WASHINGTON, RELATING TO POTENTIAL TOLLS TO FINANCE PRESERVATION AND MAINTENANCE OF EXISTING PUBLIC HIGHWAYS AND BRIDGES, ORIGINALLY CONSTRUCTED USING TOLL REVENUES. WHEREAS, the State of Washington has several traditional sources of revenue available to finance transportation infrastructure: gas tax, MVET, federal grants, and Referendum 49 bond proceeds. WHEREAS, even so, the State of Washington is considering widespread use of tolls to finance preservation and maintenance of existing public highways/bridges originally constructed using toll revenues. WHEREAS, the Secretary of Transportation has identified twelve state bridges (including the 1-90 Mercer Island and SR-520 Evergreen Point bridges) for possible re -imposition of tolls by WSDOT to finance ongoing preservation and maintenance efforts. Tolls, congestion, pricing and other toll -based schemes are also being considered to finance new highway/bridge construction. NOW, THEREFORE, BE 1T RESOLVED by the City Council of the City of Medina that: Section 1. The State Legislature should confine financing of existing/new public transportation infrastructure to traditional state revenue sources: gas tax, MVET, federal grants and state bond proceeds - and avoid toll -based financing schemes. Any toll -based financing must be debated by the Legislature with' appropriate public input, within the spending limits of Initiative 601. Section 2. Tolls/user fees are regressive taxes, unfairly impacting all citizens on limited incomes, reducing freight mobility, and adding to costs for small business. Tolls should not be used to finance routine preservation and maintenance of existing public transportation facilities. Res. No. 261 Section 3. Use of tolls should only be selectively considered and subject to the following constraints: Taxpayers must be assured that regulation of tolls are fair and equitable and consumer interests are protected. Tolls, similar to utility rates, must be regulated by an independent regulatory agency that would hold public hearings on establishing/changing toll rates. Any new proposed toll -financed construction projects must provide a non -toll altemative, and be subject to a public advisory vote of communities in the affected areas - the advisory vote should require a 60% majority to approve the project. Toll revenue, which may cause state spending to exceed Initiative 601 limits, must be subject to the Executive/Legislative budget process and oversight, including periodic audit by the State Auditor. Private contractors operating under the Public Private Initiative, program (R.C.W. 47-46) and establishing toll rates for new construction projects must be subject to independent toll rate regulation. Personal privacy of the individual must be protected if automated toll collection/vehicle information systems are used. PASSED BY THE CITY COUNCIL OF THE CITY OF MEDINA, WASHINGTON ON THIS ""' DAY OF MARCH, 1999 AND�JTNED IN AUTHENTICATION OF ITS PASSAGE THE DAY OF MARCH 1999. , Mayor r •%liV Kristen Finnig , City Clerk Res. No. 261 RESOLUTION NO. 262 A RESOLUTION OF THE CITY COUNCIL OF MEDINA, WASHINGTON, RELATING TO POTENTIAL SOLUTIONS FOR THE SR-620 TRANSLAKE CORRIDOR. WHEREAS, the Translake Study Committee is in the final stages of developing proposed solution sets for expanding highway/bridge capacity within the Translake corridor which may impact SR-520 as it extends through Medina: and, WHEREAS, the Translake Study Committee is in the process of developing cost estimates associated with each of those options; and, WHEREAS, the Points Communities need to make clear the required mitigation measures so that the consultants to the Translake Study Committee can consider financial impacts to any expansion of SR-520, NOW, THEREFORE BE 1T RESOLVED by the City Council of the City of Medina that: Section 1. Any proposed solution must provide measurable reductions in congestion to the regional transportation system, local arterials, and the City of Medina and the Points Communities. Section 2. Any proposed solution must include extensive mitigation measures to improve air quality, water quality and reduce noise in the Points Communities. Mitigation measures must be a priority that is integrated into any solution, not an after thought or the first Item to be reduced or eliminated due to budget constraints. if mitigation needs to be scaled back due to budget constraints, any project moving forward should be scaled back accordingly. Mitigation for the Points Communities includes a depressed SR-520 roadway, with continuous landscaped lids from Lake Washington to Bellevue Way (similar to the lids on First Hill, west end of Mercer Island) to reduce noise and air pollution, water treatment facilities to eliminate oil and road grime mixed with water run-off from SR-520 into Lake Washington, and resolution of the traffic congestion on local streets, e.g. 84th Ave. NE, while preserving access for Points Community citizens onto SR-520. Section 3. Protection beyond the current footprint must be provided to protect and maintain existing nature reserves, parks, wildlife preserves and wetlands in the area. This applies to the Wetherili Nature Preserve, Fairweather Nature Preserve, and the Points Trail system. Section 4. Salmon streams and habitat must be restored and maintained within the Points Communities in accordance with ESA requirements. Section 5. Neither the WSDOT nor its contractors will impose tolls, user fees, value pricing, etc. to fund replacement, restoration, or rehabilitation of existing roadways or mitigation through the Points Communities. Funding for improvements to the SR-520 corridor must be through the traditional State budget process, State, regional and/or local option gas tax or special levies. Section 6. WSDOT must respect local city and town ordinances, zoning, comprehensive plans, and shoreline management plans. WSDOT must work with communities to provide acceptable solutions and mitigation to the SR-520 corridor. Section 7. Cities, towns, businesses and citizens will be compensated (including compensation for tax consequences) for any property acquired by the State to accommodate an expanded roadway/bridge in accordance with Federal acquisition and relocation regulations. PASSED BY THE CITY COU IL OF THE CITY OF MEDINA, WASHINGTON ON THIS DAY OF , 1999 AND SIGNED IN AUTHENTICATION OF ITS PASSAGE THE DAY OF ' 1999. D niel F. Becker, Mayor K sten Finnigan ity Clerk o5/05/99 WED 10:38 FAX 1 425 454 4586 HUNTS POINT -,44 HEDINA W005 Town of Hunts Point Resolution No. 99-170 A RESOLUTION OF THE TOWN COUNCIL OF THE TOWN OF HUNTS POINT, WASHINGTON, RELATING TO POTENTIAL SOLUTIONS FOR THE SR-520 TRANSLAKE CORRIDOR. WHEREAS, the Translake Study Committee is in the final stages of developing proposed solution sets for expanding highwaylbridge capacity within the Translake corridor which may impact SR-520 as it extends through Hunts Point; and, WHEREAS, the Translake Study Committee is in the process of developing cost estimates associated with each of those options; and, WHEREAS, the Points Communities need to make clear the required mitigation measures so that the consultants to the Translake Study Committee can consider financial impacts to any expansion of SR-520, NOW, THEREFORE BE IT RESOLVED by the Town Council of the Town of Hunts Point that: Section 1. Any proposed solution must provide measurable reductions in congestion of the regional transportation system, local arterials, for the Town of Hunts Point and the Points Communities. Section 2. Any proposed solution must include extensive mitigation measures to improve air quality, water quality and reduce noise in the Points Communities. Mitigation measures must be a priority that is integrated into any solution, not an after thought or the first item to be reduced or eliminated due to budget constraints. If mitigation needs to be scaled back due to budget constraints, any project moving forward should be scaled back accordingly. Mitigation for the Points Communities includes a depressed roadway, continuous landscaped lids from Lake Washington to Bellevue Way (similar to the lids on Mercer Island) to reduce noise and air pollution, water treatment facilities to eliminate oil and road grime mixed with water runoff from SR-520 into Lake Washington, and resolution of the traffic congestion on local streets, e.g. 84`h Ave. NE and Points Drive, while preserving an access lane on 84`'' Ave. NE for Hunts Point residents to return to Hunts Point and for access on to SR-520 westbound at the Traffic Circle. 05/05/99 WED 10:39 FAX 1 425 454 4586 HUNTS POINT �-o. IMINA a 006 Section 3. Nature reserves, parks and wildlife preserves in the area must be protected and not disrupted. This applies to the Wetherill Nature Preserve, Fairweather Nature Preserve, and the Points Trail system. Section 4. The Salmon streams that cross Hunts Point must be restored and maintained within The Endangered Species Act (ESA) requirements. Any bald eagle nests in the Fairweather and Wetherill Nature preserves must be undisturbed. Section 5. Neither the WSDOT nor its contractors will impose tolls, user fees, value pricing, etc., to fund replacement, restoration, or rehabilitation of existing roadways or mitigation through the Points Communities. Funding for improvements to the SR-520 corridor must be through the traditional State budget process, State, regional and/or local option gas tax or special levies. Section 7. Cities, towns, businesses and citizens will be compensated (including compensation for tax consequences) for any property acquired by the State to accommodate an expanded roadway/bridge in accordance with Federal acquisition and relocation regulations. PASSED BY THE TOWN COUNCIL OF THE TOWN OF HUNTS POINT, WASHINGTON, ON THIS 3RD DAY OF MAY, 1999 AND SIGNED IN AUTHENTICATION OF ITS PASSAGE THE 3RD DAY OF MAY 1999. QM K Jan Brekk Mayor Pro-Tem ATTEST: Lynne ferkins, Town Clerk 501 EVERGREEN POINT ROAD - P.O. BOX 144 - MEDINA, WA 98039-0144 TELEPHONE 425-454-9222 - FAX 425-454-8490 - POLICE 425-454-1332 July 8, 1999 Mr. Sid Morrison Secretary, Washington State Department of Transportation P.O. Box 47300 - 3D Olympia, WA 98504-7300 Dear Mr. Morrison: As Mayors of the five Points Communities, responsible for public safety, we are very concerned about the outdated and inadequate guard rails on the SR-520 Bridge. To ensure their safety, we agree with the July 1, 1999 Eastside Journal editorial (enclosed). King County Juvenile Court testimony regarding the 1997 fatal crash, on the bridge, reveals the existing guard rails haven't met safety standards since 1964. WSDOT bridge engineers have identified the guard rail deficiencies and the fixes required. Mr. Dick Albin, WSDOT, has been quoted that retrofit costs to bring the outdated guard rails up to current standards would cost $420,000. The Department of Transportation already has Mowat Construction Co., Woodinville, WA., under contract ($8,046,694) for preservation and maintenance (re -habilitation) work on the existing Evergreen Point Bridge. We request the Department of Transportation, as an immediate action, on an emergency basis, modify the existing Mowat Construction Co. contract to include installation of new SR-520 Bridge guard rails. The increasing popularity of high-center-0-gravity, heavy SUV's and the safety of all SR- 520 Bridge users demand this action now! Since 1 , Daniel Becker Mayor Enc. Easteide Journal LETTERS 520 BRIDGE Guardrails inadequate;.fix needed The June 29 story about inadequate SR- 520 bridge guars rails is right on. Since 1997, the Washington State Department of Transportation has spent $1.5 million on the Trans -Lake Study and has $800,000 for follow-up studies. In 1998, the department began a modest $8 million Evergreen Point bridge repair program. The fatal 1998 SUV accident reveals that the SR-520 bridge guard rails, designed to 1903 standards, are inadequate for today — especially against high-speed crash impact by increasingly popular, heavy, high center - of -gravity SUV's. Engineers estimate guard rail retrofit at $420,000. Following the last severe windstorm, and draw -span mechanism failure, the MONDAY, JULY 5,1999 - A6 department lowered the wind speed limits (to 40 mph) that will close down the bridge, fearing the bridge may sink. New pontoons, estimated to cost $150 million are required. Evergreen Point bridge users should demand that the department and the Legislature Lund and make the safety fixes now. Paul B. Demitriades Medina C,) w o0 d co dam"+OOGw O �, w ui p. G i' � � w c� k as O � m iV FM /1 � 1.1 v •O .[ ..�.1 � ,v •'' m p' ami °° � � a sw cc 4 (D tv O d y to=�v m G m UGM ao $U Gt1. p O G� o C 0�"i qS N�O+�w cOi wow w'tco d4Gjw mrL ww� d 4b w � ' w S � Vn v cd td cao a � zo°0 �a4 v d C t In in rn N Naj om.��rLe u E oa y W E X�� N d d O Na o I.S GN - gym 4r—,vti .9-4, Oz'w HW L. d .aOw 0 OR or. -v fig yV w +yr� W V O� Lr V 8cd 6+ . O a6 .0 g O ,5 O 41•p 14 Ts°N°"�,0�'°da vvd5bd� y ww pwe4 b 0 E"' ob as a� cc 1 d � 'G +r"'+ • '� a �;s:; 9 tL ct :r D 80 .a'a'O Lr v 75 s O .a 6.. 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BOX 144 - MEDINA, WA 98039-0144 TELEPHONE 425-454-9222 • FAX 425-454-8490 - POLICE 425-454-1332 July 23, 1999 Ms. Renee Montgelas Washington State Dept of Transportation 401 Second Ave. - South #300 Seattle, WA 98104 Subject: Translake Study Report Dear Renee: On behalf of the City of Medina, I would like to thank you for all of the time and effort you put into the Translake Study. I know that the residents of Medina, Clyde Hill, Yarrow and Hunts Points appreciate the Department of Transportation's giving us a voice in this process. While 1 believe that the study was undertaken with good intentions, I also believe that the central recommendation of expanding SR-520 was a foregone and flawed conclusion. It is extremely curious to me that the draft report does not recommend a new third Lake Washington crossing north of the existing SR-520 bridge, even though WSDOTs own Origin & Destination and marketing studies, prepared at the request of the Translake Study Committee, show that such a solution would provide substantial relief to congestion in the region. Although i signed the draft report as a member of the Translake Study Committee, as the signature page states, "1 do not endorse the recommendations". I signed only because of your continued personal assurances to me that the proposed expansion of the 520 condor will not proceed without the City of Medina being a party to the entire process, including but not limited to EIS scoping, development of preliminary designs, the EIS, and final design. As Mayor of the City of Medina, I can guarantee you that the citizens and the City Council will never accept an expanded 520 corridor without mitigation for past and future impacts which includes a lid/tunnel over the freeway. The 1-90 lid/tunnel through Mercer Island's and Seattle's Mount Baker - residential neighborhoods has established a precedent that now represents the minimum for acceptable community mitigation. Like the residents of Mercer island, for decades the Points Communities have shouldered the region's burden for providing for East-West traffic flow. We have been hearing, seeing, and breathing SR-520 for too long. if the corridor is to be expanded, the time has come to provide the residents of the Points Communities with relief. A lid/tunnel from Lake Washington through the affected communities, together with state-of- the-art water, air and noise pollution controls are the minimum mitigation we will accept to offset the impacts of this major freeway. Consistent with all large projects in our City and region, we expect the Department of Transportation to reimburse the City of Medina for all our costs associated with the monitoring of the subsequent processes. Daniel Becker Mayor, City of Medina c Sid Morrison, WSDOT Connie Niva, Chair WTC Points Community Mayors Senator Dan McDonald Representative Luke Esser Representative Steve VanLuven King County Councilmember Rob McKenna 07/19/99 MOh 12:29 FAX 2052695046 ENVIROISSUES ....a SCHULSE [b 003 FINDINGS A 14 D RECOMMENDATIONS OF THE TRANS -LAKE WASHTNGTON STUDY COMMITTEE JULY 16, 1999 Backaround The Trans -Lake Washington Study Committee was appointed by Secretary of Transportation, Sid Morrison, in May of 1998 to- recommend a set of reasonable and feasible solutions to improve mobility across and Around the north end of Lake Washington. The 47-person Study Committee has represented local governments and state and regional agencies, as well as neighborhood., business and advocacy interests within the Trans -Lake corridor. Over a 14-month period, the Trans -Lake Washington Study Committee has agreed on a problem statement and has developed and evaluated alternative mobility concepts across a full range of transportation solutions. The Study Committee now recommends an array of Trans -Lake alternative solutions to be carried forward to a formal environmental impact study. Given that our recommendations extend beyond the highway system and include other modes of travel, we further recommend that the EIS be conducted under the aegis of the Washington Stare Department of Transportation as well as other governmental bodies with jurisdiction over the proposals included in this report. Problem Statement The Study Committee has identified four problems that Trans -Lake solutions should address; each exists today and will become: more critical in the future: 1. Land use and transportation systems are not integrated in their planning and implementation, 2. The transportation system suffers from extensive congestion, 3. Reliability and safety of the system are impaired, and 4. Neighborhoods, business centers and the environment are impacted. Guiding, Princivles The Committee believes that several guiding principles apply to all of our recommendations: • Integration of the urban areas is essential and future actions should build on the positive inter- relationships among the communities adjacent to the Trans -Lake corridors. + Balance is needed among modes, corridors, and systems. + There must be high standards of performance and superior quality of work on any project, program, or design, including environmental and other enhancements and mitigation. • Options recommended should provide viable transportation choices and increase the choices among those. • in our urban areas adjacent to the Trans -Lake study, any proposals should accommodate new jobs, growth, and individual and community prosperity. • Many recommendations will require extensive study and time before implementation. All actions, including early actiorts (see attachment), should be examined to facilitate swift and appropriate implementation. Trans -Lake Washington Study Page 1 Findings and Recommendations July 16, T 999 07/19/99 MON 12:29 FAX 2062695046 ENVIROISSUES --+-+ SCRULSE Z 004 • There needs to be much more extensive engagement of the public and affected community input through the early actions, the EIS process and the choice of preferred alternatives, project design, preliminary engineering, and project implementation. • More complete EIS analysis of potential actions to address the stated problems is required before recommending the preferred set of actions. The EIS should clearly state assumptions for the transportation modeling. • In parallel with the EIS, we also recommend identifying potential funding sources for implementing each option. • Whatever decision moves forward should be sufficiently flexible to accommodate new ideas and technologies. • There should be consideration of broader economic and urban development impacts of options evaluated, including, but not limited to: the relationship of urban mobility to the growth of population and employment; socioeconomic impacts of changes to local and regional commute patterns, modes, durations and distance; impacts on employment opportunities; and land use. • The evaluation should identify the consequences of finding/not finding a way to either: a) accommodate; b) encourage the elimination or diversion of-, or c) provide feasible alternatives to forecasted demand for Trans -Lake travel. Recommendations One clear conclusion of the Study Committee is that no single action, by itself, will provide an adequate response to these problems — several actions will be needed that together will provide additional capacity, improve the reliability of the transportation system, reduce demand for highway travel, and reduce impacts of transportation facilities on neighborhoods and the environment. Recommendations for Community H'nhanccment and Mitigation • Mitigation and enhancement must be integral to and inseparable from the proposed transportation improveme:As. Mitigation and enhancement should start with sensitive project design where potential impacts are minimized wherever possible. Project design and mitigation elements should potentially include lids, multiple -level structures, grade separation, tunnels and other significant treatments such as those which have been. and will be suggested by the affected communities. Mitigation of impacts caused by existing transportation facilities must be considered along with new impacts. The magnitude of mitigation measures must be commensurate with the amount of impact caused by the action. • An extensive and active involvement process to engage affected communities and regional interests, including local jurisdictions, neighborhoods, resource/regional economic development agencies, and employers, should be integral to the EIS and design and construction process to identify near -term and longer -term impacts, community objectives, and mitigations and enhancements that will accompany any mobility improvement. Trans -Lake Washington Study Page 2 Findings and Recommendations July 16, 1999 07/19/99 HON 12:29 FAX 2062095046 ENVIROISSUES -+4-+ SCHULSE [boos The transportation alternatives developed should be designed to avoid or minimize identified impacts. The following issues have been identified as being particularly significant in the Trans -Lake study area: — Noise and vibration — Transportation corridor widening, especially if it will result in displacements or encroachments — Impact to intersecting freeways — Impacts on arterial access routes that impede local circulation and other neighborhood functions — Cut -through traffic using local streets to avoid freeway congestion — Visual impacts — Water quantity and quality impacts — Air quality impacts — Impacts to endangered species — impacts to sensitive areas, parks, and historic sites — Consistency with local and regional growth management and economic plans — Impacts to regional and sub -regional economic development and job creation and recruitment • Transportation alternatives should enhance local communities by taking advantage of opportunities to: — Implement objectives of local and regional plans — Improve transportation safety and reliability — Improve access and mobility for pedestrians and bicyclists — Connect neighborhoods separated by transportation facilities — Improve the visual appearance of transportation facilities — Provide space for community -desired uses — Enhance and preserve sensitive areas, parks, and historic sites — Maintain a strong base of employment and enhance economic opportunities for individuals and communities — Produce commute options that assure dependable and acceptable commute times Recommendations for SR 522 • Transit lanes, signal priority, bicycle, pedestrian and safety improvements along SR 522, as called for by the SR 522 Multimodal Corridor study, and east -west connectors to and from I-5, as appropriate, should be implemented. Recommendations for the Kirkland/Sand Point Corridor • The committee has examined the possibility of a third Trans -Lake crossing from the Kirkland to Sand Point areas, but does not recommend that a new crossing be evaluated in the EIS_ • A separate study should be undertaken to analyze current and longer -term east -west travel demand north of Lake Washington. This study should accommodate emerging land uses Trans -Lake Washington Study Page 3 Findings and Recommendations July 16, 1999 07 /19/99 HON 12:30 FAX 2062695046 EMUROISSUES -�-�i SCHUL.SE a 006 to the north of the Lake, and include a focus on transit needs as well as acknowledging non -commute capacity.needs. • The Trans -Lake study showed that car or bus ferries would have significant impacts at loading points, and passenger -only ferries would not substantially enhance people - moving capacity. The connnittec recommends, however, that passenger ferry options across Lake Washington should be studied further, with emphasis on private operation. Recommendations for the ' SR 520 Corridor Floating bridge pontoons must be replaced within their maximum remaining 25-year service life. • Roadway shoulders and bicycle and pedestrian facilities should be considered as part of any new or replaced bridge crossing. • The EIS should evaluate the following combinations of additional transportation elements in each direction on SR 520: — One HOV lane in each direction — One HOV lane in each direction and high -capacity transit — One IIOV lane in each direction and one general purpose lane in each direction — One HOV lane in each direction, high -capacity transit, and one general purpose lane in each direction • These combinations should be evaluated along with a No Action and a Minimum 1z ootprint alternative. The Minimum Footprint alternative would include maintaining the existing four lanes while improving transit and HOV access to SR 520, bicycle/pedestrian access, and providing for a median barrier and minimum roadway shoulders while maintaining a minimal footprint. • During the EIS process, each of these options should be more fully specified. Those specifications would identify where added lanes would begin and end, whether the SR 520 corridor is the best route for a cross -lake high -capacity transit route, whether and how 1-5 and I-405 freewav interchanges to SR 520 should be modified, and whether and how arterial connections to SR 520 should be modified. added, or removed. Recommendations for the 1-90 Corridor • There should be continued study of Sound Transit's proposal to establish. 2-way HOV/transit operation on I-90. I-90 should remain convertible to include high -capacity transit in the future. • Freight mobility in the I-90 corridor should be preserved and enhanced. Recommendations for High -Capacity -Transit Trans -Lake Washington Study Page 4 Findings and Recommendations July I 6, 1999 07/19/99 MON 12:30 FAX 2062695046 ENVIROISSUES ayi SCAULSE 0 007 Preference should be placed on high -capacity transit in the SR 520 corridor. In the event that technical constraints limit consideration of high -capacity transit as an integral SR 520 structural component, other alignments, including an exclusive right of way for high - capacity transit, should be considered. Provision of high -capacity transit will not eliminate the need for other Trans -Lake improvements, and implementation of high - capacity transit should not result in reduced Trans -Lake HOV capacity overall. Recommendations for Transportation Demand Management and Transportation System Management • Transportation Demand Management (TDM) measures that build and expand on the region's considerable commitment and success in commute trip reduction programs should be analyzed in any environmental impact analysis. The analysis should assess the impact of committing substantial resources toward TDM measures. The analysis should include both land use actions and effective trip reduction measures, while enhancing commercial traffic mobility. A list of potential TDM measures to be considered is included in the committee's technical report. • Inter -local corridor agreements should be developed and enhanced to implement TDM and Transportation System Management (TSM) measures. Such inter -local agreements should include trip reduction goals with milestones and monitoring plans, and funding to prepare and monitor implementation of trip reduction plans. These recommendations anticipate cooperative leveraging of WSDOT and non-WSDOT funds, with involvement of local and regional jurisdictions. They also encourage providing public incentives for implementing TDM, to be carried out by the public and/or private sectors. + TSM actions, which are defined as improvements to transportation systems, including arterials, that improve speed, reliability, access, and traveler information, should be analyzed. Measures that could be implemented in the short term and/or at low and moderate cost should be identified and implemented as rapidly as possible. (Some examples of potential early actions that have been suggested by members of the Study Committee are included as an attachment_) How we price transportation should be further studied on a regional, rather than on a corridor basis, consistent with the Puget Sound Regional Council's Pricing Task Force. Conclusion The 14-month Trans -Lake Washington Study process, which brought 47 community representatives (and nearly as many alternates) to the table to discuss transportation priorities for the future, has developed a remarkably knowledgeable group of citizens. Each person involved has devoted a considerable amount of time and passion to the cause of enhancing the way we move people and goods through the Trans -Lake corridors and we have developed a considerable amount of respect and trust among ourselves. We believe there is a fundamental link between the transportation decisions made as a result of this study and our region's ability to implement its growth management vision of strong Trans -Lake Washington Study Page 5 Findings and Recommendations July 16, 1999 0vVIROISSES 1�008 7/19/99 MON 12:31 FAX 2062695046 E. interconnected urban centers. a healthy environment, a strong economy, and a firm urban growth boundary. In the Emai analysis, growth management cannot be achieved without a transportation system that will support mobility needs within an increasingly dense and large urban area. Unless people and goods are able to move around efficiently within the urban growth area, growth management will ultimately fail. Trans -Lake Washington Study Page 6 Findings and Recommendations July 16, 1999 d7%19i99 ICON 12:31 FAX 2062695046 ENVIROISSUES --►- SCHULSE 009 ATTACHMENT ltecommeWed "Early Actions" to Exuedite Trans -Lake Progress (Subject to relevant agencies' processes and resources.) Many of the recommendations of the committee will require extensive study, and their implementation will take many years. The committee sees actions that can betaken in the short term, based on policy decisions or actions of existing programs outside of the EIS. Other items may be implementable in the mid -range (4-10 years), based on the outcome of further environmental. study. The committee recommends that such early -term actions be taken by appropriate entities as rapidly as possible to address Trans -Lake problems. These include: Trans -Lake Wide Principles The region's Trans -Lake transportation problems are not merely those concerned with new or modified facilities. A host of day-to-day operational problems exist and need attention in the interim. These include recommending that WSDOT improve safety and convenience for pedestrians' and bicyclists' access to existing facilities, mitigate noise and out through traffic problems, and improve HOV/transit speed and reliability throughout the Trans -Lake study area. A variety of entities should build or, successful examples of and provide incentives to increase use of HOV/transit in the study area In addition, specifically: * We recommend that the TDM Roundtable, as convened by the Puget Sound Regional Council, include in its work plan an early focus on funding, strengthening and the coordination of TDM programs in the Trans -Lake corridors. * WSDOT should develop an emergency plan for all Trans -Lake corridors that, among other alternatives, studies the feasibility of giving preference to HOV, transit, and freight on a temporary basis in an emergency. * King County should reexamine its transit zone structure to more accurately reflect distances traveled. • WSDOT should implement an expanded motorist service patrol program throughout the Trans -Lake corridor. SR 520 Actions • WSDOT should work with affected communities to examine and implement (where shown effective) improved ramp metering operation eastbound and westbound on SR 520.. • WSDOT should accelerate priority for installing stormwater runoff management systems for reducing polluting runoff from the existing highway into Lake Washington and adjoining waters. Trans -Lake Washington Study Page 7 Findings and Recommendations July 1 G, 1999 07.19.99 NON 12:31 FAX 2062695046 ENVIROISSUES +- SCHULSE lad 010 • WSDOT should examine the noise from joint vibrations on the existing bridge, reduce it if possible, and investigate other near -term noise mitigation techniques. • WSDOT, in conjunction with local jurisdictions, should take measures to reduce noise from trucks using compression brakes. • Local and state law enforcement agencies should provide greater enforcement of HOV laws in the corridor. • WSDOT, King County, and local jurisdictions should improve bicycle access through consideration of a range of techniques, potential ly including lockers, trails, and access via bike trailers during peak hours. SR 513 (Montlake Boulevard) Actions • SEAMAN and WSDOT should request the Coast Guard to keep the Montlake Bridge down during the evening peak hours (3-7 p.m.). • SEATRAN and King County should examine the location of bus stops to improve transit priority conning from Pacific Avenue onto Mortlake Boulevard southboond, and for northbound Montlake bus traffic. • SEATRAN and King County should study southbound HOV/transit lane possibilities on SR 51 3, in conjunction with local neighborhoods. • SEATRAN and WSDOT should make improvements to traffic information systems (e.g. radio, signs), north of 45b', approaching SR 520 souhbound to Montlake. I-5 Actions • WSDO'1' should explore allowing transit to use the 1-5 north mainline shoulder to the SR 520 exit for an express bus/iiOV lane during peak periods. • WSDOT should study converting 1-5 express lanes to become two-way transit or trarisit/110V lanes during current open hours (barrier separated). SR 522 Actions • WSDOT, King County, and local jurisdictions should provide preferential treatment for transit and HOV, as stated in the SR 522 recommendations. High -Capacity Transit Actions • Sound Transit should accelerate its planning for high -capacity transit alternatives for Trans - Lake service to serve as input to the EIS resulting from the Trans -Lake Washington Study Committee recommendations. Trans -Lake Washington Study Page 8 Findings and Recommendations July 16, 1999 CiTY OF MEDINA RESOLUTION NO.270 A RESOLUTION OF THE CITY COUNCIL OF MEDINA, WASHINGTON, REGARDING A MITIGATION AGREEMENT FOR PROPOSED EXPANSION OF SR-520 WHEREAS, the Washington State Transportation Commission adopted Resolution 596 on September 16, 1999, endorsing the Translake Washington Study Committee recommendations and directed the Washington State Department of Transportation (WSDOT) to proceed with an environmental impact study scoping effort focused on the SR-520 corridor, and WHEREAS, there is a desire by the State of Washington and City of Medina to create an environment of cooperation and agreement in which agreement is reached among the parties concerned relative to the design of a proposed SR-520 facility and related transportation projects, and WHEREAS, the Medina City Council by Resolution No. 262, dated April 12, 1999, identified community mitigation for any proposed SR-520 solution, WHEREAS, any solution must provide measurable congestion relief to the regional transportation system, and WHEREAS, the Points Communities have suffered the impact of air, noise, and water pollution created by the construction and operation of the SR-520 Highway since 1964, NOW, THEREFORE, BE iT RESOLVED by the City Council of the City of Medina, Washington, that: Section 1. The mitigation measures of the SR-520 roadway and bridge include the following: a) Any modification to SR-520 shall include repairs to or replacement of the existing bridge, limit expansion to 2 lanes for either general purpose or high occupancy vehicles with a pedestdanlbike way and shoulders. The design shall maintain entrances at 80, 92"d, Bellevue Way, and the freeway flyer transit stops along SR-520. b) The design shall not accommodate fixed guideway (light rail) facilities. c) The design shall provide measurable relief to congestion in the Points Community. d) The design shall include seismic repairs to the floating bridge, approaches, and overpasses at 92nd, 84th, Evergreen Point Road, etc. e) The design and construction shall maintain Wetherili Nature Preserve, Fairweather Nature Preserve, Medina Stream, adjacent wetlands, and the Points Loop Trail System in the best natural state. f) The design shall include a traffic incident monitoring system. g) Specific mitigation measures shall include a depressed roadway through the Points Communities with a continuous landscaped lid to improve air quality and reduce noise in the Points Community. Lids shall be landscaped for parks with plant life native to the area; no facilities shall be constructed on the lids through the Points Community. h) The design shall mitigate stormwater run-off, improve water quality, recover salmon habitat, and shield bridge lights to prevent light and glare pollution to residences along the shoreline. Bald eagles and other migratory birds are known to nest in the Fairweather and Wetherill Nature Preserves and must be protected during construction of any facility. 1) The design of the facility will have a minimum footprint so that a minimum number of homes or community facilities will need to be relocated. j) The proposed project is located in a non -attainment area and therefore must comply with the State Implementation Plan in order to meet National Ambient Air Quality Standards. k) WSDOT shall provide mitigation during construction to minimize impact on adjacent communities and property owners. 1) Prior to the start of any construction on SR-520, baseline environmental studies (air quality, water quality, noise, etc.) will be performed by independent agencies selected by the City of Medina and reimbursed by WSDOT. m) WSDOT shall replace the existing facility's unsafe bridge guardrails (10,000 if) with guardrails that meet current safety standards. n) Tolls shall not be used to fund the project. Funding shall be through gas tax increase, regional/local option tax, other regional funding source such as Sound Transit, creative federal funded programs, special bond issues, etc. o) ESA compliant stormwater run-off management system will be installed to protect salmon habitat, lake and stream water quality. p) The facility will provide preferential access to SR-520 for Points Community residents. WSDOT shall adhere to City of Medina ordinances, zoning regulations, comprehensive plans, and shoreline management plans during the design and construction of the project. . q) Dedicated technical support to the City of Medina during design and construction will be funded by WSDOT. r) WSDOT, the Mayor, Council representatives, and City staff will meet periodically, but not less than once a quarter, to review the status of the project design and construction and any problems arising on the project. s) Legal costs incurred by the City of Medina to enforce any of these conditions shall -be borne by the State. BE IT FURTHER RESOLVED that the proposed SR-520 Environmental Impact Statement scoping effort not be completed until the State, City of Medina, and Points Community Town and Cities negotiate a mitigation agreement containing the above mitigation measures. PASSED BY THE CITY COUNCIL OF THE CITY OF MEDINA, WASHINGTON ON THIS DqY OF,Dyhy, her , 1999 AND SIGNED IN AUTHENTICATION OF ITS PASSAGE THE )'A DAY OF D, ber , 1999. Daniel F. Becker, Mayor Approved as to form: Kirk R. Wines, City Attomey Attest: A, Kristen Finnigan, City Clerk Feb 02 00 01:13p Town of Yarrow point 14251 454-7899 P•2 TONVINCI YARROW POINT RESOL T fON NO. 212 A RESOL.UTIOI\ OF THE COLNCIL OF THE TOWN OF YARROW POINT REGARDING A ]MITIGATION AGREEMENT FOR PROPOSED EXPAtiSION OF SR-520. U"HEREAS, the Washington State Transportation Commission adopted its Resolution No. 596 on September 16. 1999, endorsing the 1'ranslake Washington Study Committee's recommendations and directed the Washington State Department of Transportation (WSDO*I) to proceed with an environmental impact study scoping effort focusing on the SR- -520 corridor; and WHEREAS, there is a desire by the State of Washington and the Town of Yarrow Point to create an envirotnnent of cooperation in which agreement is reached among the parties concerned relative to the design of a proposed SR-520 facility and related transportation Projects: and WHEREAS, the Yarrow Point Town Council adopted Resolution No. 198 on June 8, 1999 to identify community mitigation requirements for any proposed SR-520 solution; and R'HERh:1S, any solution Hurst provide measurable congestion relief to the regional transportation system; and WHEREAS. the Points Communities have suffered the impact of air, noise, and water pollution created by the construction and operation of the SR-520 Highway since 1964, NOW, THEREFORE, BE IT RESOLVED BY THE COUNCIL OF THE TOWN OF YARROW POINT, that: Section 1 Mitigation measures for any modifications to the SR-520 roadway and bridge shall include: • Repairs to or replacement of the existing bridge, including seismic repairs to the floating bridge, its approaches, and the overpasses at 92ad Ave NE, 84" Ave NF., and Evergreen Point (toad, safety improvements to guardrails, and other improvements as may be needed to comply with existing federal, state, and local regulations. • A depressed roadway through the Points Communities with a continuous landscaped lid to improve air quality and reduce noise in the Points Communities. This lid shall be landscaped for parks with plant material native to the area; no facilities shall be contructcd on the lies in the Points Communities. .Feb 02 00 01:13p Town of Yarrow Point t4251 454-7899 p-3 Resolution No. 212, Page 2 of 2 • I'hc addition of water -treatment facilities to eliminate the pollution from storm -water runoff from the surface of SR-520. v, hich currently drains directly into Lake Washington. • A footprint that minimizes the number of homes and community facitlities needing to be relocated as a result of either design or consmrction. • A plan for minimizing the impact of any construction -related activity on adjacent eommtuiities and propem, owners. • Baseline environmental studies measuring air quality, water quality, noise, etc. performed by independent agencies selected by the Town of Yarrow Point or its designee prior to the start of any construction on SR-520. WSDOT shall reimburse the Town or its designee for the expense for these studies. • A measurable reduction in the burden of cut -through traffic associated witlr SR-520 borne by local neighborhood streets. Any solution to this problem must preserve SR-520 access for local citizens via entrances at 84'h Ave NE, 92" `' rave NE, Bellevue Way, and the freeway -flyer transit stops along SR-520. • The addition of a community transit node located in the community that links to any transit planned within the SR-520 corridor, Section 2. Tolls shall not be imposed to fund the project. Funding shall be through an increase in the gas tax, the imposition of a regiunal/local option tax, or use of other regional funding sources, e.g. Sound Tranit, federal funding programs, special bonds issues, etc. Section 3. Mature preserves, parks, and wildlife preserves in the area shall be protected as they currently exist. This specifically applies to the Wetherill Mature Preserve, the Fairweather Nature Preserve, and the Points Loop Trail System. Section 5. WSDOT shall respect and comply with local ordinances, zoning, Comprehensive Plans, and Shoreline Management Plans. WSDOT must work with Yarrow Point and its surrounding conununitics to provide acceptable solutions and mitigation measures to the SR- 52.0 corridor. ADOPTS' D by the Council of the Town of Yarrow Point this 11 th day of January, 2000. Je ne fl;. Berry, : yor ATTEST: Sue Ann Spens, Clerk- reasurer 501 EVERGREEN POINT ROAD - P.O. BOX 1" - MEDINA, WA 98039-0144 TELEPHONE 425-454-9222 - FAX 425-454-8490 - POLICE 425-454-1332 January 20, 2000 Representative Ruth Fisher Co -Chair House Transportation Committee Representative Maryann Mitchell Co -Chair House Transportation Committee Dear Co -Chairs Fisher and Mitchell: I understand that your committee is reviewing the WSDOT SR-520 Scoping Study $800,000 budget request today at 3:30 p.m. Please enter our comments into the public record. I participated as a member of the Trans -Lake Washington Study Committee and support the Committee's early action SR-520 recommendations. In the post 1-695 environment, it may be more appropriate to delay the $800,000 authorization. We feel the $800,000 can be better utilized implementing the high priority, early action items such as the storm -water runoff management system, recommended in the Trans -Lake Washington Study Final Report, of October 1999. The City of Medina and our Points Community neighbors place a high priority on ensuring that SR-520 bridge/roadway polluted water runoff does not continue into Lake Washington. The Endangered Species Act and the National Marine Fisheries Service "4D" rule require protection of Lake Washington salmon habitat. The City of Medina has met with WSDOT and other communities adjacent to the SR-520 corridor to begin negotiating a mitigation agreement similar to that signed on the 1-90 project in 1976. The scoping study may be more appropriate to begin upon completion of those negotiations and agreement and when the State is ready to fully fund an EIS. Sincerely, Daniel F. Becker Mayor Cc: Rep. Steve Van Luven Rep. Luke Esser CITY OF Clyde RESOLUTION NO.323 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CLYDE HILL, WASHINGTON, REGARDING A MITIGATION AGREEMENT FOR PROPOSED EXPANSION OF SR-620 WHEREAS, the City of Clyde Hill and its sister Towns and Cities of Hunts Point, Medina and Yarnaw Point (Points Communities) have suffered degradation of air quality, the impact of noise and water pollution and the division of its neighborhoods created by the construction and operation of the SR-520 Highway since 1964, and WHEREAS, the results of these impacts have not been fully addressed by the State since the construction of the highway, • WHEREAS, the Washington State Transportation Commission adopted Resolution Number 596 on September IS,1999, endorsing the Transiake Washington Study Committee recommendations and directed the Washington State Department of Transportation (WSDOT) to proceed with an environmental impact study scoping effort focused on the SR-520 corridor, and WHEREAS, any project within the SR-520 corridor must provide measurable congestion relief to the regional transportation system in general, and to the City of Clyde Hill in particular, s = while mitigating the interim and long-term Impacts of the project, and WHEREAS, the Clyde HUI City Council by Resolution No. 312, dated April 13, 1999, Identified community mitigation issues for any proposed SRS20 solution, and WHEREAS, It Is the desire of the City of Clyde Hill to create an environment of cooperation with WSDOT relative to the design of any proposed improvements to the SR 520 facility and associated traffic network, and WHEREAS, the City of Clyde Hill expects direct benefits to its residents and to the entire metropolitan area from a reconstruction and expansion of the Evergreen Point Floating Bridge and the SR-520 corridor, and NOW, THEREFORE, THE CiTY COUNCIL OF THE CITY OF CLYDE HiLL, WASHiNGTON, HEREBY RESOLVES AS FOLLOWS: Section 1. The Need For Mitigation: The Clyde Hill City Council recognizes a number of community concerns regarding the potential design and construction of improvements to the Evergreen Point Floating Bridge and the SR-520 highway corridor. Because of these concerns, the Council believes it is important for Clyde Hill and the other Points Community Towns and ' Cities to enter into a Mitigation Agreement with the State of Was Department of Transportation to address these matters prior to the beginning of the State's EIS-scoping process. Section 2 Permanent Mitimbon: In order to mitigate its impact upon the City of Clyde Hill, the design of any SR-520 roadway and bridge project must include the following elements: a) The design of any improvements to the Evergreen Point Floating Bridge or the SR-520 highway must reduce rather than add to existing traffic congestion in Clyde Hill and the neighboring Points Communities. b) The design must maintain entrances and exits at 84°i and 92"d Avenues and at Bellevue Way, as well as the freeway flyer transit stops on SR-520 near Evergreen Point Road and 92"d Avenue. c) The design must mitigate the noise and air pollution that now adversely affects Clyde Hill and neighboring areas, through a depressed roadway and a continuous landscaped lid over SR-520 as it passes through the Points Communities. The Ud is envisioned to have parks or other types of land uses acceptable to the City on top of it to reconnect the community that has been sprit by the construction of SR-520. d) The design must mitigate the roadway noise that now adversely affects the Clyde Hill community. e) The design Must mitigate storm water run-off, improve water quality, and preserve and recover salmon habitat, all in compliance with the Endangered Species Act and other applicable laws and regulations. The design must maintain and protect the WeMerili Nature Preserve, Fairweather Nature Preserve, the Points Community Loop Trap System, adjacent streams and wetlands and other natural areas and amenities in the vicinity of SR-520. g) The design must shield roadway lights to prevent light and glare pollution to neighboring residences and those uphill from the highway. h) The design of the facirity must minimize any expansion of the existing SR-520 right of way, to limit the number of homes or community facilities, which may new to be relocated. i) WSDOT must adhere to applicable City of Clyde Hill ordinances, zoning regulations, comprehensive plans, and regulations during the design and construction of the project Section S Mitication Under Construction; in order to mitigate the impact upon the City of Clyde Hill during construction of any SR-520 roadway and bridge .project, the following interim measures are also necessary, a) Prior to the start of any construction on SR-520, baseline environmental studies (air quality, water quality, noise, etc.) must be performed by independent agencies selected by the City of Clyde Hill and reimbursed by WSDOT. b) Construction "best practices' must be adopted and followed to expedite the work while minimizing the impact of the construction process upon neighboring properties and I communities. c) Dedicated technical support must be available to the City of Clyde Hill during design and conOucion, to be funded by WSDOT. d) WSDOT must meet with City representatives periodically, but not less than once a quarter, to review the status of the project design and during the construction to review the status of the projects design and discuss solutions to problems which arise. PASSED BY THE CLYDE HILL CITY COUNCIL ON THE go DAY OF FEBRUARY 21M, AND -SIGNED IN AUTHENTICATION OF SUCH PASSAGE ON THE SAME DAY. v-&J vrvM w, mawMMI V V96-M 1J J&U1 F16d whit the Cork 1-5-W, mused 2-1-W Passed by the City Coundt Resokrtion No. 323 t . s CITY OF MEDINA CITY OF CLYDE HILL TOWN OF HUNTS POINT TOWN OF YARROW POINT April 18, 2000 Sid Morrison Secretary of Transportation Washington State Department of Transportation Transportation Building P.O. Box 47300 Olympia, WA 98504-7300 Subject: Trans -Lake Washington EIS Discussion Proposed Project Approach The Cities of Medina and Clyde Hill and Towns of Hunts Point and Yarrow Point take exception to the Draft Proposed Project Approach (Approach) and request that WA State Department of Transportation work with our Cities and Towns to develop a process that is inclusive and addresses the concerns of our communities. Since our communities will be directly impacted by the construction and expanded SR-520 bridgetfacility, we feel the committee structure must be balanced to ensure all our concerns and needs are incorporated into the project_ The process and committee structure outlined in the Approach marginalizes our Cities and Towns while at the same time providing control of the design and configuration of the facility to other jurisdictions that could benefit from the project without impacting their communities. To provide a balanced approach and process we request the following changes: WSDOT negotiate a Mitigation Agreement with Medina, Clyde Hill, Hunts Point, Yarrow Point, and other interested parties prior to starting the planning, environmental, and/or design work on the SR-520 bridge and approaches. This was the process implemented on 1-90 project when in 1976 King County, Municipality of Metropolitan Seattle, Washington State Highway Commission, City of Seattle, City of Mercer Island, and City of Bellevue all signed onto the Memorandum Agreement that allowed the 1-90 project to move forward. The Memorandum Agreement signed December 21, 1976, states, "...upon execution of this agreement undertake the development of necessary plans and designs for, and shall further proceed, with the required public hearings and preparation of the necessary environmental impact statements..." We request that Medina, Clyde Hill, Hunts Point, and Yarrow Point, cities directly impacted by the project, each have one representative on the executive committee. The County, other cities, and agencies should likewise have only one representative on the executive committee. The proposed committee outlined in the Approach resembles the Translake Study Committee. Since this is not the Translake Study and the preferred corridor and solution set decisions are outlined in the Translake Study recommendations, the number of jurisdictions and agencies on the executive committee should be scaled back. Our communities would like to see the EIS, design and construction of an improved facility in the 520 corridor move ahead. However, only more direct involvement of our communities and satisfactory resolution of the mitigation issues will make this possible. Sincerely, inier P. Becker Mayor, City of Medina �� 4 10/1 0 Fred McConkey Mayor, Town of Hunts Oat George'; rtin Mayor,,/City of Clyde Hill i Jeanne Berry Mayor, Town of ow Point cc: Connie Niva, Chair, WA State Transportation Commission Dave Earling, Chair, Sound Transit Board Bob Edwards, Council President, Puget Sound Regional Council Rob Fellows, Office of Urban Mobility Rob McKenna, King County Councilmember Luke Esser, State Representative Steve Van Luven, State Representative Dan McDonald, State Senator Jay Inslee, U.S. Representative Slade Gorton, U.S. Senator Patty Murray, U.S. Senator Aft Washington State Department of Transportation Sid MoMson 5ecre:a,v n` TransCo,111' en April 28, 2000 The Honorable Daniel F. Becker Mayor, City of Medina 501 Evergreen Point Rd. Medina, WA. 98039-4704 I ransoonanon Builoh^g P O. Box 4'300 Olvrnoie WA 98504•7300 The Honorable Jeanne Berry Mayor, Town of Yarrow Point 4030 95"' Avenue NE Yarrow Point, WA 98004-1358 The Honorable George Martin The Honorable Fred McConkey Mayor, Town of Clyde Hill Mayor, Town of Hunts Point 9605 NE 24"' St 3000 Hunts Point Road Clyde Hill, WA. 98004-2150 Hunts Point, WA 98004-1121 Dear Mayors Becker, Berry, Martin and McConkey: Thank you for your joint letter dated April 18, 2000 regarding the proposed approach to the Trans -Lake Washington EIS. 1 appreciate the effort you've made to respond quickly. I hear your messages clearly — that you feel you need a greater representation on the proposed executive committee, and that you want assurances that mitigation for your communities will be included in any proposed project. We are not able to comply with your requests. Discussion about committee membership, ground rules and agreements needs to occur in the context of the full group of corridor stakeholders, not between WSDOT and individual parties. Several constituencies have proposed changes to the membership of the proposed Trans -Lake EIS executive committee. Resolution of those issues will have greater credibility and standing if decisions are made by a broader group of elected leaders than if WSDOT staff makes decisions on our own. Interlocal agreements have been used successfully to spell out conditions under which other controversial projects have moved forward. Such agreements must be the result of a lot of hard work to hammer out conditions that will be acceptable to all signing parties. WSDOT cannot commit to specific mitigation before that work has been done, and we cannot commit to sign agreements in the future unless they will meet the state's needs and objectives. However, we are prepared to work in good faith towards an interlocal agreement governing the implementation of EIS recommendations, ideally timed to accompany a selection of a preferred EIS alternative. Mayors Becker, Berry, Martin and McConkey April 28, 2000 Page 2 Once membership on the executive committee has been finalized, then the executive committee may elect to prepare a memorandum of understanding between agencies represented on that committee capturing assumptions and ground rules that will govern the EIS process. Under separate cover you will receive a letter inviting you to send a joint representative to the initial meeting of the executive committee, and a representative from each of your jurisdictions to the first meeting of the technical steering committee. At the first meeting of the executive committee, the agenda will include time for discussion of proposed changes to the committee's membership, and 1 invite you to appear at that meeting and present your case for greater representation at that meeting. Thank you for sharing your concems with me, and I look forward to your active participation in the Trans -Lake EIS process. jSinly, Sid Morrison Secretary of Transportation SM:jn cc: Slade Gorton, U.S. Senator Patty Murray, U.S. Senator Jay Inslcc, U.S. Representative Dan McDonald, State Senator Luke Esser, State Representative Steve Van Luvep, State Representative Connie Niva, Chair, Washington State Transportation Commission Dave Earling, Chair, Sound Transit Board Bob Edwards, Council President, Puget Sound Regional Council Rob McKenna, King County Councilmember Helena Kennedy Smith, WSDOT Office of Urban Mobility John Okamoto, WSDOT Northwest Region Rob Fellows, WSDOT Office of Urban Mobility 501 EVERGREEN POINT ROAD - P.O. BOX 144 - MEDINA, WA 98039-0144 TELEPHONE 425-454-9222 - FAX 425-454-8490 - POLICE 425-454-1332 May 10, 2000 Sid Morrison Secretary of Transportation Washington State Department of Transportation Transportation Building P.O. Box 47300 Olympia, WA 98504-7300 Dear Secretary Morrison: Reference is made to your letters of April 28, 2000 and May 1, 2000. Thank you for your prompt response to our letter of concern about the mitigation on the SR-520 project and representation on the Executive Committee. We heard from Rob Fellows, Phil Fordyce, and Pat Serie that WSDOT is trying to work with us to create a successful project, your letter of May 1". however, contradicts WSDOT's representation to us. In the words of Commissioner Aubrey Davis during development of the I-90 project through Mercer Island, we don't want to "see, hear or smell" the SR-520 project going through our City. Medina is similar to Mercer Island in that we are a residential community and should not have to put up with the visual, air and water pollution generated from'your facility, as we have for the past 30+ years. Any project design must incorporate elements from the start, which will accomplish these goals. Failing to include them will delay the project. In your letter of May 1, 2000, the Department of Transportation requested one person to represent an entity called the "Points Communities". That entity does not exist. Over 40 years ago, the Citizens of Medina, Clyde Hill, Yarrow Point, and Hunts Point established Code Cities and Towns recognized by the State in accordance with the RCW. Therefore, each of the Cities and Towns must be represented on the Executive Committee. It is unreasonable for the Department of Transportation to seat Cities that won't be directly impacted by the proposed SR-520 project on the committee and exclude Cities and Towns that will be directly impacted. As independent Cities, we cannot assign authority for representation to another City. The Mayor of Medina does not represent Clyde Hill, Yarrow Point or Hunts Point, nor do the Mayors of those Cities and Towns represent the City of Medina - The Department of Transportation indicated that this process is modeled after the I-405 EIS planning process. With the exception of the Counties and State, the composition of the Executive Committee for that process includes all jurisdictions along the I-405 corridor, which are represented by only one representative each. Sid Morrison May 10, 2000 Page 2 Why Is the composition of this committee different? Why do Bellevue, Seattle, and Sound Transit need more than one representative each? Why would you exclude representation from cities and towns most heavily impacted by this proposed project and include Cities not along the SR-520 corridor? Your letter of May 28 states that only the Executive Committee can change the composition of the Executive Committee; who gave the Executive Committee the authority to make the change? We don't understand why the Department of Transportation can't change the committee composition when the Department of Transportation established the committee and it has yet to convene. The City of Medina strongly recommends that the Department of Transportation start negotiation of the int:erlocal agreements identified in your letter of April 28, 2000, before this process moves forward. As a part of that agreement, the City of Medina expects to be reimbursed for hiring an outside consultant to participate on the Technical Steering Committee. The description of the Technical Steering Committee in your May 1, 2000, letter indicates that the committee will be guiding and reviewing the technical progress of the EIS. The City of Medina does not have staff with the technical background or knowledge required for the Technical Steering Committee. Therefore, it will be necessary to hire a consultant to assist us with this effort" This is consistent with any major development in our City; in addition to hiring an outside consultant, we charge the developer for our costs to review their project. Please let us know when the Department of Transportation is ready to start negotiation of the interlomi agreement and is prepared to recognize each of our communities as having a legitimate voice on the Executive Committee. Failure by the State to work with us now will only jeopardize the success of the project through costly delays. I hope that the Department of Transportation learned from the development of the I-90 Project that it is to everyone's benefit to include our Cities and Towns now. Sincerel , an Bec r Mayor, City of Medina DB:kf Cc: George Martin, Mayor, City of Clyde Hill Fred McConkey, Mayor, Town of Hunts Point Jeanne Berry, Mayor, Town of Yarrow Point Slade Gorton, U.S. Senator Patty Murray, U.S. Senator Jay Inslee, U.S. Representative Dan McDonald, State Senator Luke Esser, State Representative Steve Van Luven, State Representative Connie Niva, Chair, Washington State Transportation Commission Dave Earline, Chair, Sound Transit Board Bob Edwards, Council President, Puget Sound Regional Council Rob McKenna, King County Councilmember Helena Kennedy Smith, WSDOT Office of Urban Mobility John Okamoto, WSDOT Northwest Region Rob Fellows, WSDOT Office of Urban Mobility Aubrey Davis, Washington State Transportation Commission George Kargianis, Washington State Transportation Commission SEP-19-00 TUE 01:01 PM OFFICE OF URBAN MOBILITY Trans -Lake Washington Environmental impact Statement 15 September 2000 The honorable Dan Becker Mayor, City of Medina 501 L•vergreell point Road p0 Box 144 Medina, WA 9SO19-0144 FAX NO. 2064646OB4 P. 02 Office of urban Mobltny 401 Se.W4 Av" SWfi. Salo 300 Sgoje. WA 06104-2W7 (ros) &A-5678 Fmf (206)46"0" Subject: Response to August 28 Letler re'1'rans-Lake Washington Project EIS Scoping Dear Mayor Decker: We are writing in responsc to your letter of August 28 regarding the City of Medina's concerns about proposed acceleration of the scoping and EIS schedule for the Trans -Lake Washington project. The project team and the Transportation Commission share your interest in not adversely affecting the scoping and EIS process. The Commission asked the Department of Transportation to consider ways in which the region can proceed as rapidly as pc►ssibie to implement a permanent Solution to trans -lake mobility. Members stressed their firm commitment to meeting both the Department's and Sound Transit's environmental responsibilities, as well as meeting commitments to the communities in and around the corridor. The project is following and will follow NEPA/SI PA requirements explicitly, and will not short-change effective public involvement or the complete and thorough analysis of alternatives and impacts. The Commission will hear a response to its request at its September 20 meeting, and that information will also be sheered with the Trans -Lake Executive Committee on September 27. No decisions on accelerrlting the schedule will be made in the interim. We recognize your concern about the number of options to be considered. We have entered this process with a set of reasonable and feasible solutions endorsed by the Trans - Lake Washington Study Commiuce. At the same time, we have conducted scoping per the requirements of NEPA and Sr -TA, and will be analyzing the results of scoping through the committee process and the first -level screening. We are confident that the options that emerge for more: detailed study will reflect hoth regional and local priorities. The project team is also proceeding to understand and incorporate the evolving elements of other relevant regulatory framc%vorks such as the Endangered Species Act. Shoreline ments I considered ge ed i Alit ca environmental process, ater Act. and changeelevant s will be factotll red in as theroject nly be constctctrd m t proceeds. Washington State tatian Spun�Trtatvsrr Department of Trnnspo* SEP-19-00 TUE 01:02 Pit OFFICE OF URBAN MOBILITY FAX NO. 2064646084 P. W Page 2 We do not beliovc it is reasonable, however, to unnecessarily delay the identification and implementation of a permanent solution to regional and local needs. The project must proceed expeditiously, in accordance %vith the principles and recommendations of the Trans4 akc Washington Study Committee, and in compliance with all applicable regulatory requirements. Again, any proposals for acceleration of the EIS process will be teviewcd with the Trans - Lake Executive Committee at its September 27 meeting. Under separate cover you will receive a description of a Value Analysis process undertaken by WSDOT and Sound Transit to examine schedule acceleration options. The Transportation Commission is committed to hearing from the L'xecutivc Committee prior to reaching any conclusions on acceleration proposals. We will prepare :a presentation to the Executive Committee that will facilitate members' undcistanding and discussion, including risks and benefits of the various options. Thank you for your continuing interest in the project, and your participation in the committee structure. We look forward to further discussions on these topics. Sincerely. Rob Fellows Barbara Gilliland WSDOT Project Manager Sound Transit Project Manager Cc: Sid Morrison, WSDOT 1)ave Farling, Sound Transit Board Chair Connie Niva, Chair, WA State Transportation Commission Senator Dan McDonald, 48"' District Representative Luke Esser, 48`h District Representative Steve Van Luven, 49'h District Fred McConkey, Mayor, Hunts Point Jeanne Berry, Mayor, Yarrow Point George Mardn, Mayor, Clyde Hill Toni Gibbons, NMi'S I)ave Kirchner, PSCAA Rick Parkin, U.S. NI'A limily Teachout, U.S. Fish and Wildlife Service Ann Kenny, WA I)OF? " pep_03_0Z 02:57P P_02 September 3.2002 Aubrey Davis, Chairman Executive Committee Trans -Lake Washington Project WSDOT Urban Corridors Office 401 Second Avenue South, Suite 560 Seattle, WA 98) 04 Dear Chairman Davis, Your decision to postpone the July meeting of the Trans -Lake Executive Committee has provided us all with the opportunity to reflect.more fully upon the proposed decision timeline and implementation schedule for the Trans -Lake Washington project. We appreciate the fact that the Regional Transportation Investment District of King, Pierce and Snohomish Counties (RTID) has committed to a May 2003 ballot measure, and that in order for a phased Trans -Lake Project alternative to be included in this ballot measure, we must have project cost estimates which will not be exceeded by twenty percent. In addition, we acknowledge that completion of a draft environmental impact statement by spring 2003 will increase the likelihood that Trans -Lake Project cost estimates will meet the cost reliability test. Therefore, we affirm our support for adoption of a Preliminary Preferred Alternative for the Trans -Lake Washington Project at the September 5 executive committee meeting, provided that the following conditions are met. We support addition of at least one new lane in each direction. In addition, to accommodate future high -capacity transit (HCT) such as fixcd-guideway or exclusive bus lanes, we believe that any new bridge structure should include pontoons wide enough to accommodate the required additional lane width, whether that width is constructed at the outset or as part of a future phase. We cannot envision conversion of existing or future general purpose or High Occupancy Vehicle lanes for exclusive use by HCT, and therefore, the new bridge must be large enough to accommodate HCT without such conversion. The Trans -Lake Washington Project technical tram must pursue a navigability waiver from the United States Coast Guard, for the purpose of lowering the height of the new eastern high rise to accommodate a cut and fill roadway from the east bridge landing under Evergreen Point Road. On January 10. 2001, the Trans -Lake Washington Project Technical Committee received a Navigational Study report suggesting that existing vessel Sep-03-02 02:57P P.03 Mr. Aubrey Davis August 29, 2002 Page Two traffic consists of one recreational vessel, an occasional "rogue" vessel and three barge - mounted cranes that lower their booms when crossing under I-90. A lower eastern high rise would allow for corresponding lowering of the SR 520 roadway and lids, which we believe would result in both sound reduction benefits and roadway construction cost savings. We therefore request that the project technical team analyze the impact of lowering the roadway on noise pollution and noise mitigation, lowering the lidded sections and lids, and on straightening and widening the roadway. Because we believe that the level of environmental remediation and noise mitigation and need for community connectivity required by the Trans -Lake Washington Project will be determined by the preferred alternative actually selected, we contend that decisions on the location, number, size and design of the lids and other enhancements cannot be determined prior to completion of the draft environmental impact statement. We cannot support moving forward with this corridor process should a decision be trade to adopt a preliminary preferred alternative that includes just one, 300-foot lid. Furthermore, Points City and Town representatives have previously received written assurances from the Washington State Department of Transportation and an oral commitment from the Trans -Lake Washington Project Executive Committee Chair that the mutation and enhancements will be equal at Evergreen Point Road, 84u' Avenue NE and 92 Avenue NE, and equal to that implemented in the Montlake and Roanoke Communities. There also has been some discussion that pre -construction sound walls could be erected from the S 100 million included in Referendum 51 for the Trans -Lake Washington Project Finally, to help settle once and for all what the relative benefits would be of sound walls versus sound lids of various lengths and configurations, we ask that the project team commit to hiring an outside noise consultant, and that the selection of said consultant be confirmed by Points City and Town members of the executive committee. We believe that this step will help to build public confidence in whatever noise mitigation package is eventually included as a part of the Trans -Lake Washington Project preferred alternative. We look forward to discussing these proposals with you and other members of the Trans - Lake Washington Executive Committee at our September 5 meeting. Sincerely, Dan Becker, Mayor City of Medina DJ-4�! 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