Frequently Asked Questions

This combination is being considered.

The mini-traffic circle is still under consideration. Further investigation is needed to determine feasibility.

Preliminary design shows 10.5-feet of separation which includes a 5-foot planter area, 6-inch vertical curb, and a 5-foot bike lane between the sidewalk and vehicle travel lane.  A 5-foot sidewalk is proposed on both sides of the road.   The separation distance may change as the design process moves forward.

The advisory lane would connect the existing sidewalk in front of Woodberry Hills to the sidewalk on Pine Avenue.   The connector road sidewalk will connect the existing Terrace Avenue pedestrian path to the sidewalk on 22^nd Street.

The current modeling of traffic data does not include pedestrian estimates.  The City is currently reviewing a method to include pedestrian trips in the traffic impact analysis process.  However, most pedestrian modeling does not track children separately.

The 55% figure was determined by the traffic consultant based on a traffic model analysis and destinations to the north and west that includes a school, churches, shopping center, and access to SR 9. 

Woodberry Hills has 111 lots.   The approved Traffic Impact Analysis showed no significant impacts to the intersections in the vicinity of Terrace Avenue. The connector road is not being planned because of Woodberry Hills, but rather because it provides improved ingress/egress for all residents currently using Terrace Avenue. 

From the American Association of State Highway and Transportation Officials (AASHTO) Design for Low Volume Roads, “A low-volume road is a road that is functionally classified as a local or minor collector road and has a design average daily traffic volume of 2,000 vehicles per day or less.”

A local road is a road whose primary function is to provide access to residences, farms, businesses, or other abutting property, rather than to serve through traffic. Although some through traffic may occasionally use a local road, through traffic service is not its primary purpose.

Most up to date average daily trip count on Terrace was 1050 daily trips.

Not necessarily, all options are being considered.

The city is investigating the option of making both sides of Terrace “No Parking”.

They are being considered both separately and together.

Pros: Reduced speeds, increased driver awareness, defined pedestrian facility

Cons: Stop signs can convey a false sense of security.  Not all drivers stop at stop signs.  

Pedestrians and drivers must continue to proceed with caution at intersections with stop signs.

LID costs have not been developed, and would only be explored if strong interest in an LID came from the neighborhood.  An area would be defined if the LID is developed.  Most likely it would include the Woodberry Hills development and the neighborhoods adjacent to Terrace Avenue and possibly 16^th Street.

We were trying to be respectful of everyone’s time on a weeknight by keeping the meeting short. Please feel free to send additional questions to the city for discussion.

Not at this time.  There are parcels along Terrace Avenue that are large enough to subdivide and be developed in the future.

Yes, that can be considered.

Considering adjusting the stormwater ditch at the corner to provide additional width at the corner.

A monitoring plan has not been developed at this time.  Expectation would include a combination of public input, visual surveys, and speed and traffic data comparisons.

The road is being proposed in an existing city owned right of way.  The transportation study completed on the connector road did not show significant traffic impacts to any of the adjacent roadways. (the final traffic report is available for reference)

No change to the existing right of way is proposed.

A gravel walkway is not considered a compliant ADA accessible pedestrian path. Filling in the ditch has significant stormwater improvements that would be required.

These are projects funded from different restricted funds. Please refer to the information provided in the Civic campus information page at www.snohomishwa.gov/817/Public-Safety-City-Services-Campus.

Restrictions to parking would be required if an advisory shoulder is installed.

The advisory lanes proposal will not change existing pavement width or current access for emergency vehicles.  The installation of the connector road will improve access for emergency vehicles.

The Woodberry Hills development paid $123,431 in traffic impact fees.  

A prioritization index was created as part of the ADA transition plan.  This includes proximity to Key Pedestrian Destinations: Including proximity to schools, parks, transit facilities, signals or roundabouts, public buildings, and downtown or commercial business centers. Facilities near neighborhoods, retail services, and government buildings received a higher score to reflect feedback received through the public engagement survey. Location Index Scores reflect the number of types of key pedestrian destinations within a defined radius. 

The City is working with the School District to improve pedestrian safety near schools.  Rapid flashing beacons and bulb-outs have been installed at Snohomish High School, Emerson Elementary School, and Cascade View Elementary School.  The City has received a grant to improve pedestrian safety at 13^th Street/Park Avenue in front of AIM High School that will include bulb-outs and rapid flashing beacons.  This project is scheduled for construction in 2025.  The City is working with the School District to improve the 5^th Street crosswalk at Avenue E near Snohomish High School.

City resources are used based on adopted priorities, industry standards, and ensuring infrastructure improvements are being done equitably around the City.  The 2023-2024 City Budget includes the City Council goals that will be updated during the preparation of the 2025-2026 City Budget that will also include a review of the project priorities.  There will be an opportunity for public review and comment.