The purpose of this chapter is to establish the city of Shoreline’s complete streets policy so as to promote a healthy community, improve safety of city roadways, protect the environment, reduce traffic congestion, and preserve community character by recognizing that transportation needs vary.
(Ord. 755 § 1 (Exh. A), 2016)
A “complete street” is one that is designed, operated, and maintained to enable safe and convenient access and travel for all users including pedestrian, bicyclists, transit users, and people of all ages and abilities, as well as freight and motor vehicles while protecting and preserving the community’s environment and character.
(Ord. 755 § 1 (Exh. A), 2016)
The city shall, to the maximum extent practicable, plan for, design, construct, operate, and maintain an appropriate and integrated multi-modal transportation system for the safe accommodation of pedestrians, bicyclists, transit users, motorists, and users of all ages and abilities in new construction, retrofit, and reconstruction projects of public streets. The system’s design is to be supportive of the community, recognizing that transportation needs vary and must be balanced in a flexible, safe, and cost-effective manner.
(Ord. 755 § 1 (Exh. A), 2016)
Subject to approval by the director of public works, facilities for pedestrians, bicyclists, transit users, and/or persons of all abilities are not required to be provided:
A. 
When establishment would be contrary to public safety;
B. 
When the cost would be excessively disproportionate to the current need or probable future use;
C. 
Where there is no identified need based on adopted city transportation plans and future travel demand models;
D. 
When routine maintenance of the transportation network is performed that does not change the roadway geometry or operations, including, but not limited to, striping, sweeping, spot repair, pothole filing, joint or crack filling, and surface treatments for pavement preservation;
E. 
When the roadway is a limited access roadway, prohibiting by law either nonmotorized or motorized use; and
F. 
Where implementing complete streets standards in a small project would create a very short section of improvements with problematic transitions on either end or that are unlikely to be followed by similar improvements at either end resulting in little progress on implementing a complete streets networks as provided for in the transportation master plan.
(Ord. 755 § 1 (Exh. A), 2016)
To create an integrated transportation system accommodating each mode of travel that is consistent with and supporting of the community, recognizing that the needs of various users will need to be balanced in a flexible manner, the city’s Engineering Development Manual establishes design criteria, standards, and guidelines for complete streets based upon recognized best practices and sound engineering principles in street design, construction and operations. Recognized best practices include, but are not limited to, the most current editions of guidelines, standards, and practices developed by the American Association of State Highway Transportation Officials (AAS-HTO), the Washington State Department of Transportation, the Institute of Transportation Engineers (ITE), the Federal Highway Administration, the United States Access Board, and the National Association of City Transportation Officials.
(Ord. 755 § 1 (Exh. A), 2016)
The city shall seek to foster partnerships with state and federal transportation agencies, King County, neighboring jurisdictions, citizens, and interested groups in order to implement the complete streets policy.
(Ord. 755 § 1 (Exh. A), 2016)