City recommends one-way couplet and four-week pilot to add separated pedestrian route on 116th/117th Avenue

Ben Armanage, senior civil engineer for the city of Lake Stevens, and consultants from Atwell and PAH presented a alternatives analysis for pedestrian improvements on 116th and 117th Avenues north of the lake, an area serving Lake Stevens High School, North Lake Middle School and Highland Elementary.

The project team recommended a one-way couplet with southbound traffic on 116th and northbound traffic on 117th plus a separated pedestrian facility on the east side of the corridor. Consultant Maria (PAH Consulting) said the design places the pedestrian path on the east side because it "results in fewer interactions between vehicles and pedestrians" and better matches observed pedestrian movement.

Consultant Brett (Atwell) and the team noted the one-way couplet can be implemented largely within existing pavement and right-of-way with mostly surface-level improvements and minimal utility conflicts. They presented a cost comparison: a couplet using existing pavement was estimated at roughly $450,000 in construction costs; a more conventional shared-path alternative that extends the roadway and requires additional right-of-way was presented with an estimated $1,800,000 in construction plus approximately $400,000 for right-of-way acquisition, for a total near $2,200,000 for a single corridor.

To test operations, the city plans a temporary pilot using striping, plastic delineators and signage. The schedule presented calls for public outreach and an open house in April, installation of a four-week pilot in May (timed to operate while school is in session so staff can observe peak-period behavior), and collection of before-and-after traffic and speed data. The team said the pilot will include signage appropriate for a temporary installation and that staff will measure speed, volumes and community feedback. Ben said the city would compare before-and-after conditions and return results to council prior to any permanent construction planned for fall 2025.

Council members asked about rerouting and impacts to local intersections, driveway access where physical separators would be installed and whether the path is meant for pedestrians only or shared with bicycles. The team said the path is primarily intended for pedestrians (ideally 8–11 feet wide where pavement permits, with a target of about 11 feet where feasible) and that breaks in barriers would preserve driveway access. Staff also said narrowing the travelway is expected to reduce speeds; engineers reported mean speeds above the posted 25 mph limit with about 6% of vehicles exceeding 35 mph at the study locations.

Budget: staff noted $300,000 is budgeted from the Transportation Benefit District (TBD/TBP) toward the project; pavement preservation funds would also cover some overlay and curb-ramp work. The permanent shared-path alternative would require substantial additional funding, right-of-way acquisitions and utility relocations.

Ending: The council supported the idea of a pilot and asked staff to maximize outreach (including leaflets/QR-code materials) to residents along the corridor; staff will run the four-week pilot in May, collect data and report back with findings and recommendations for any permanent construction.