Bike lanes on Meridian Ave (from 175th to 200th) were cut because of understaffing, says the transportation plan. With costs rising, the city returned the grant and cancelled the safety project.

More cyclists are being hit by drivers on Shoreline roads, according to the latest Traffic Report.

The 175th Street Corridor project costs ballooned again. The project would keep the road from collapsing during an earthquake and improve safety at Meridian Park elementary school. But costs have increased from $88,608,200 in 2024 to an estimated $107,459,210 in the latest TIP.

Sidewalks connecting the North City business district to the Shoreline North Light Rail station are so far in the future that they have no completion dates, and costs increased from $17 million to over $24 million.

The city shortened the 15th Ave NE safety project in North City. Previously, pedestrian improvements along 15th Ave NE were planned from 175th to 200th, but now the city has shrunk the project to between 180th to 196th.

Over $148 million in transportation projects aren’t funded.

Earlier, at the April 27 meeting, the council proclaimed Earth Day and discussed the Climate Action Plan.

The city made little progress towards its climate goals with 61% of climate pollution spewed from tailpipes in Shoreline.

Council member Laura Mork asked, “We had said by 2030 we’d have a 60% greenhouse gas reduction. How are we doing on that?”

“We’re only down 6%. So we have 54% to go,” city staff said.

Bike Month and Earth Day proclamations are available on the city’s website.

What is a Precinct Committee Officer (PCO)? PCOs are the frontline defenders of free and fair elections at the neighborhood level. A PCO is a grassroots party organizer who talks to neighbors about elections and turns out the vote.

What do PCOs do? PCOs shape the future of political parties. They have full voting power on party business and influence party platforms and endorsements. And sometimes, PCOs even vote to fill vacancies in the state legislature.

How to run for PCO: Candidates file the week of May 4, 2026, and must be either a Republican or Democrat registered to vote in their precinct. PCO candidates must be at least 18 by the August 4 primary — even 17-year-olds can run!

How to file for PCO: Candidates can learn more on the King County PCO page or the Snohomish County Run for Office site. Look up your precinct using the online King County Precinct Map or the Snohomish County Precinct Map.

PCO candidates don’t appear in the Voters’ Pamphlet; only contested PCO races appear on the ballot, and candidates can drop out before the end of filing week.

If unopposed, a PCO candidate is automatically elected; otherwise, the PCO candidate with the most votes in the August primary wins. PCOs can also be appointed by the local party.

There is no filing fee to run for PCO, and the application can be completed online in a few minutes.

Republicans can learn more on the King County GOP and Snohomish County GOP websites.

Democrats can find details on the 32nd LD Democrats, 1st LD Democrats, and the WA Dems websites.

Funding for the Lakefront Park project could be at risk as the city must redesign the park before a grant deadline.

Nearly 90% of the $14.7 million park cost will come from federal, state and county grants.

The planned park would combine the Lyon Creek Preserve with two adjacent properties to create a 3.9-acre park on Lake Washington and include a community center, a playground, and a dock for swimming and paddling.

But only ten parking spaces were planned.

Thousands of cyclists and walkers pass by on the nearby Burke-Gilman Trail and Sound Transit will build BRT stations nearby.

But the project is now at risk after a hearing examiner sided with neighbors over car parking and dock sizes.

The Fudges, who live next to the future park site, hired an attorney to appeal the project plan and testified they are worried about noise, traffic, and people trespassing. They also said they want nearly a hundred parking spaces paved at the site instead of ten.

Park designers testified that filling the site with more parking would damage the environment and would leave no room for the playground or trees.

In his recent ruling, the hearing examiner rejected the Fudges’ environmental complaints, but agreed the plans don’t meet the city's parking and dock rules.

The city said a grant for $1.04 million must go out for bid by summer 2026 or risk funding.

Last year’s e-bike recipients reduced their car usage, driving an average of 1.3 fewer days per week. They replaced about 2.26 car trips per week, totaling about 859 fewer vehicle miles per year for each rider, said the Pedal Forward Shoreline Final Report.

Collectively, that prevented an estimated 43 metric tons of CO₂ from being spewed annually, said the report.

To remove that much climate pollution from the air, thousands of mature trees would need to be planted, based on MIT and USDA data for how much CO₂ a single tree absorbs each year.

Shoreline’s Pedal Forward program will again be giving out e-bike rebates, fully funded by a State Department of Ecology $125,000 grant, according to recent city budget documents.

Shoreline residents can apply for a $500 e-bike rebate, and low-income residents can get $1,500 rebates.

In addition, all Washington residents can apply for an e-bike rebate from the Washington State Department of Transportation (WSDOT).

Washington residents, age 16 and older, can apply for a WSDOT rebate of $300 or $1,200 depending on household income on eligible e-bikes.

Most climate pollution in Shoreline spews from tailpipes: 55% of climate pollution comes from transportation.

Shoreline’s Climate Action Plan seeks to reduce miles driven per person 20% by 2030 and 50% by 2050 to cut that pollution down.

According to the Shoreline Climate Action Plan 2025 Year In Review, there was a 16% decrease in miles driven per person per day compared to the 2019 baseline.

Fewer Calls and Faster Responses

Each year, Shoreline residents call the police less often; the police received 16,567 calls in 2018 but that number fell to 13,971 in 2025, according to the report.

Even though the police department still has 9 vacancies, the average number of dispatch calls for service (DCFS) per patrol officer has declined each year, down from 456 in 2019, reaching 368 calls per officer in 2025, said to the report.

With fewer calls, the average police response times to the highest priority 911 calls continued to improve, according to the 2025 report.

In 2023, the police department told the city council that average 911 call response times for the highest priority calls had skyrocketed from 4.11 minutes to 6.21 minutes, in part because of staffing shortages.

But since then, average high priority 911 response times have improved each year: dropping to 5.31 minutes in 2024 and 4.24 minutes in 2025 (comparable to pre-pandemic numbers).

Ongoing Staffing Challenges

Like other cities, Shoreline continues to struggle to hire and retain police officers.

After pandemic-era mass resignations, the Shoreline police department ended 2022 with 13 out of 50 commissioned officer positions empty (a 26% vacancy rate) according to the 2022 Police Service Report.

By the end of 2023, the police department reported 9 out of 50 commissioned officer positions vacant and again reported 9 out of 50 positions vacant at the end of 2024.

The most recent report says the police department ended 2025 again with 9 commissioned vacancies.

Shoreline’s police staffing shortages are not unusual. In 2024, the King County Sheriff reported 66 vacancies out of a total of 793 positions, an improvement from 2023 when there were 107 total vacancies.

More Closed Cases and Traffic Tickets

With fewer calls, the Shoreline police department closed more cases, despite staffing shortages.

In 2020, the number of cases closed by Shoreline police worsened to 665, falling from 961 in 2019. The police reported low cases closed numbers from 2020 through 2023. But in 2024, the number of cases closed by the Shoreline police improved to 902, and last year, the police closed 1,126 cases in 2025 according to the police report.

The department’s Special Emphasis Team has been restaffed, resulting in an increase in the number of illegal drug cases, prostitution-related offenses, and weapon law violations the police investigated in 2025 according to the report.

Police issued more traffic tickets but still fewer than pre-pandemic levels.

Because of staffing shortages, the Shoreline police traffic unit was redeployed to cover high-priority 911 calls. According to data compiled from previous annual reports, prior to 2020, Shoreline’s traffic unit typically issued an average of more than 5,800 traffic citations per year. After the traffic unit was redeployed, that number dropped to 217 citations in 2023.

The police traffic department hired one deputy in the summer of 2024, and traffic citations rose to 1,261 in 2025.

Regional Crisis Response (RCR) Agency

Unlike Seattle’s police department, Shoreline dispatches behavioral health crisis responders alongside police in response to some 911 calls.

Established in 2023 in a partnership between Shoreline, Lake Forest Park, Kenmore, Bothell, and Kirkland, the North King County’s Region Crisis Response (RCR) agency provides de-escalation and behavioral health services to people in crisis alongside police officers.

In 2025, RCR cared for 562 people in crisis in Shoreline during 1,122 encounters ranging from multi-hour crisis de-escalations to short follow-up check-ins to ensure someone has been connected to care, according to the police report.

Low Costs Through Economies of Scale

Like Kenmore and Woodinville, the city of Shoreline contracts with the King County Sheriff’s Office (KCSO) for law enforcement services; police wear uniforms and drive cars that say “Shoreline Police Department”, but they are employees of the KCSO.

According to the police report, the city’s KCSO contact keeps costs down through “economies of scale” and “has been an effective way to provide quality law enforcement services and contain costs.”

The police report said Shoreline’s per capita KCSO contact cost was $252 in 2024 and $264 for 2025.

Although police costs have increased, Shoreline pays less compared to neighboring cities for law enforcement. Law Enforcement costs vary widely around North King County and South Snohomish County according to data from the State Auditors Office (SAO) Financial Intelligence Tool and official population estimates from the Office of Financial Management (OFM) for 2024 (the most recent year data was available).

In 2024, Seattle spent $732 per capita on law enforcement activities, Lynnwood spent $531 per capita, Bothell spent $418, Lake Forest Park spent $414, and Edmonds spent $394 per capita, according to data from the SAO and OFM.

In contrast, Mill Creek spent $250, Shoreline spent $247, Kenmore spent $224, and Brier spent $212 per capita on law enforcement activities in 2024 according to data from the SAO and OFM.

Per capita 2024 Law Enforcement costs:

• Seattle: $732

• Lynnwood: $531

• Bothell: $418

• Lake Forest Park: $414

• Edmonds: $394

• Everett: $385

• Kirkland: $381

• Woodinville: $370

• Mountlake Terrace: $302

• Mukilteo: $288

• Woodway: $283

• Mill Creek: $250

• Shoreline: $247

• Kenmore: $224

• Brier: $212

For over ten years this small non-profit has provided temporary tent shelter for over 35 homeless people.

Every few months, the camp needs to move and this week, the camp is moving a short distance down the road from Saint Teresa of Calcutta Catholic Church to Northshore United Church of Christ until later this summer.

The CampUnitedWeStand.org website has information on how to donate and sign up to volunteer.

But the number one most valuable thing that the Camp needs are future host sites.

If you know of a vacant lot in your neighborhood or you are a member of a faith organization that can host a homeless encampment for a few months, please reach out to any of the Camp United We Stand board members.

According to updates on the city of Shoreline’s website and a recent article in the Daily Journal of Commerce, new construction is expected to start soon on one of the vacant lots at Shoreline Place.

Construction is expected to begin later in 2026 on “Block D” and is currently in permit review with the city of Shoreline.When completed, the buildings will include about 370 new homes and 16,200 square feet of ground floor retail.

The Shoreline Place Community Renewal Area is the site of the long-vacant Sears next to Town & Country market.

“Block D” is the 3.2-acre large empty lot west of the vacant Sears building along Westminster Way where the former Sears Auto Center used to be. It now is the vacant lot between Mustache Milk and the Chipotle.

The apartments were designed by Urbal Architecture. When completed, the entire Shoreline Place site is expected to have 1,358 new apartments.

More details are available on the city of Shoreline’s website, the Shoreline Place website and Merlone Geier’s website.

Last year, a city report found 1,031 speeders on average school days while children were coming and going to Meridian Park and the 20 mph speed zone lights were flashing. Alarmingly, 59% of those drivers sped by Meridian Park at over 30 mph while children were arriving and leaving school.

But, while neighboring cities of Edmonds, Lynnwood, Lake Forest Park, Kenmore, Bothell, and Seattle all have implemented school zone cameras, Shoreline has not.

City staff recommended a $130 base fine for speeders caught going above 24 mph with a $260 fine for speeders above 33 mph.

But the council voted 4-3 to lower fines to $50 for speeders going between 24 and 30 mph in the 20-mph school zone.

City staff estimated that each ticket would cost roughly $119 per infraction after accounting for operating costs, including vendor fees and court processing.

Staff warned the lower fines could result in a budget deficit, potentially requiring the city to subsidize the program with General Fund dollars.

Under state law, any revenue exceeding operating costs must be spent on traffic safety projects.

Under state law, fines must be cut by 50% for low-income speeders receiving public assistance.

Councilmember Keith Scully was the sole dissenting vote on the ordinance, and said the fines would disproportionately impact low-income drivers. Instead, he called on the city police department to step up traffic patrols at the school (his complete comments are available online).

The cameras are expected to be installed by the end of 2026, with tickets beginning in early 2027.

The 175th Street corridor is Shoreline’s most dangerous city-owned road, and Meridian Park has more vehicle traffic than any other school.

Parents and crossing guards have repeatedly lobbied the city to take action with petitions and accounts of terrifying “close calls” in the school zone.

Every school day, drivers from Shoreline’s westside neighborhoods (like Richmond Beach and Innis Arden) use 175th to access the nearby freeway onramp to I-5.

Last year, a city report found 1,031 speeders on average school days while children were coming and going to Meridian Park and the 20 mph speed zone lights were flashing. Alarmingly, 59% of those drivers sped by Meridian Park at over 30 mph while children were arriving and leaving school.

But, while neighboring cities of Edmonds, Lynnwood, Lake Forest Park, Kenmore, Bothell, and Seattle all have implemented school zone cameras, Shoreline has not.

At the Monday, March 30, 2026 meeting, the Shoreline City Council will vote on a proposed ordinance to authorize automated traffic safety cameras in school zones. Specifically for the Meridian Park Elementary school zone at Meridian Avenue N and N 175th Street.

The proposed fines would start at $130 for speeding between 4 mph and 13 mph over the 20 mph school zone limit. The fine could be $260 for lead-foots speeding faster than 33 mph in the 20 mph school zones. As required by state law, fines are reduced by 50% for poor people receiving public assistance.

Multiple studies show school zone cameras make roads safer.

After Lake Forest Park activated school zone cameras at Brookside Elementary, average speeds dropped from over 30 mph to 24.3 mph. And Seattle reported a 71% reduction in crashes in areas where school speed zone cameras are active.

However, the plan has sparked intense debate over equity and privacy.

Councilmember Keith Scully has criticized the proposed $130 to $260 fines as regressive, arguing they disproportionately penalize low-income families.

Under state law, any excess revenue must be used for traffic safety improvements in low-income neighborhoods and roads with higher-than-average injury crashes.

Some opponents also worry that automated enforcement could pave the way for broader surveillance.

Unlike Flock Automated License Plate Readers (ALPR) surveillance cameras, school zone cameras are event-triggered and only take pictures when the radar detects a speeder. The cameras can only record license plates and the outside of the vehicles; they cannot record the faces of drivers or passengers.

The photos cannot be released to the public and cannot be used in court against people for proceedings unrelated to the traffic violation. The camera data can only be used for processing the specific school zone infractions and can’t be shared with Federal or outside law enforcement agencies.

Some critics say redesigning the road would be more effective than automated enforcement.

The city’s 175th Street Corridor Improvements Project would widen the road to add vehicle capacity and shared-use paths for pedestrians and bikes.

In 2024, when Council members Keith Scully and Annette Ademasu called on city engineers to shrink multiuse path widths near Meridian Park to reduce tree impacts, staff warned that eliminating space for bikes could conflict with Shoreline’s “Complete Streets” ordinance and make the project less competitive for future grants.

The city will need those grants if the project is ever to be completed; most recent estimates show the costs escalating over $90 million with no scheduled completion date in sight.

If the council approves, a 30-day warning period could start as soon as December 2026, with actual tickets starting in January of 2027.

Information about attending the city council meeting and providing public comments is available on the city’s website

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Berger learned magic as a child, reading books borrowed from the library, and he often encouraged children to read in his performances.

Performing illusions for tips at the Seattle Center from the 1980s into the 2000s, he twisted balloons in busy walkways during festivals like Folklife and the Bite of Seattle. His street performances led to repeated conflicts with security and police, who ejected him from the Seattle Center and cited him for trespassing.

In fighting for his right to twist balloons for children, Berger secured a landmark court ruling protecting the rights of street performers.

In 2003, he sued the City of Seattle, challenging Seattle Center rules regulating street performers. Although his case faced legal setbacks, he kept fighting. The ACLU of Washington supported him, and in 2009, the Ninth Circuit Court ruled in his favor.

His lawsuit strengthened First Amendment protections for buskers and his case remains a widely cited precedent.

In his later years, he faced serious health challenges, including brain tumors and injuries, and he relied on a mobility scooter to get around.

Berger died on the night of January 3rd, 2026, at the age of 78 near where he lived in a group home in Shoreline. He was struck by a driver while traveling on his mobility scooter on NE 175th Street in Shoreline.

The city of Shoreline will turn derelict buildings near the Shoreline North Light Rail Station into a public park with food trucks and artist space.

On Saturday, March 21st, neighbors are throwing a Community Cleanup Work Party to remove trash and help get the site ready for the public.

Shoreline is working to expand the existing, small 0.3-acre Rotary Park at the corner of 10th Ave NE and NE 185th Street into a 4.75-acre park.

Shoreline recently signed an agreement to use a little over three acres of Seattle City Light property as public park space. That agreement includes the old North City Mower shop building that is now vacant and boarded up.

The property behind the little Rotary Park is owned by Seattle City Light and was once a convenience store and then the long-time location of the old North City Mower and Saw shop.

The building is now closed and boarded up, and the site is full of trash.

On March 21st, volunteers from the neighborhood will clean up the trash. Use this form to RSVP for the North City Station Spring Cleanup on Saturday, March 21st, from 9:30 a.m. to noon.

There’s a lot of work to do.

After the trash is removed, the plan is to activate the site and turn it into North City Station with food trucks and old shipping containers for artist galleries and local shops in time for the World Cup this summer.

Later, (once funding is secured) the now-vacant 2,400‑square‑foot saw shop will get a makeover.

The inside of the building will be cleaned out and the roof will be repaired to create an indoor dining and community gathering space with public restrooms. A big rollup-style garage door would be added for the entryway. The current murals are planned to be preserved to maintain the urban vibe of the space.

The city of Shoreline bought the three single-family homes just north of the old saw shop along 10th Ave NE a couple of years ago. Those homes are now empty and derelict and the city plans to demolish them to create 1.17 acres of new public park space.

Seattle City Light has agreed to allow Shoreline to use 3.06 acres of land for public park space. Electricity transmission lines run along much of that land.

Although exact plans haven’t been finalized, the open space could be developed into play areas, a dog park, walking trails, picnicking, or outdoor art. Maybe even a pickleball court.

Seattle City Light often encourages planting low-growing native vegetation to provide wildlife habitat and stormwater management. Currently, roughly a quarter acre of the site is overrun with noxious weeds (mostly Himalayan blackberry and Scotch broom).

The North City Station project is supported by the City of Shoreline, Seattle City Light, the North City Neighborhood Association, Urbanist Shoreline, and has support from State Representative Lauren Davis and Senator Jesse Salomon.

Funding for North City Station has come from the city of Shoreline Park Impact Fees, King County Conservation Futures, Seattle City Light, and possibly some funding from the state.

The bill would raise taxes on the rich who make more than a million dollars a year and help fix Washington’s regressive tax code.

The Millionaires Tax (ESSB 6346) will have a hearing in the House Finance Committee on Monday, Feb. 21.

And the rich are fighting hard to stop it.

So far, out of 77,777 people who “signed in” to express an opinion on the bill, less than 8% said they support the bill and “signed in pro.”

The Washington State Standard reported there are only about 21,000 Washingtonians pulling in over a million dollars a year.

Expressing an opinion is easy by visiting the Legislature’s “sign in” page.

The Balance Our Tax Code coalition has a handy Take Action page (balanceourtaxcode.com/take-action).

Next week, you can attend Legislative Town Halls and tell your legislators to tax the rich.

In the 1st legislative district, Sen. Derek Stanford, Rep. Shelley Kloba, and Rep. Davina Duerr will hold a Town Hall on Monday, Feb. 23, at 6:30 p.m. Call 855-756-7520 extension 129671# to attend.

Here in the 32nd district, our legislators don’t work well together, so there are two different Town Halls on Tuesday, Feb. 24.

Rep. Cindy Ryu will hold a Virtual Town Hall on YouTube and Facebook at 6 p.m. And then Sen. Jesse Salomon and Rep. Lauren Davis will have a call-in town hall at 7 p.m. Call 855-756-7520 extension 130470# and submit questions at surveymonkey.com/r/WNZDP63

• Monday, Feb. 23, at 6:30 p.m. — Sen. Derek Stanford, Rep. Shelley Kloba, and Rep. Davina Duerr. Call: 855-756-7520 extension 129671#

• Tuesday, Feb. 24, 6 p.m. — Rep. Cindy Ryu, Virtual Town Hall on YouTube and Facebook

• Tuesday, Feb. 24, 7 p.m. — Sen. Jesse Salomon and Rep. Lauren Davis. 855-756-7520 extension 130470#

The village has 45 Tiny Houses: Each unit has electricity, heat, A/C, and a door that locks.

The village will house individuals, couples, and residents with pets.

There’s a shared kitchen and gathering spaces. With restrooms, showers, and a laundry room on site.

The village is fully fenced and has 24/7 security and on-site management.

There is case management on site to help folks transition to permanent housing.

The Low Income Housing Institute (lihihousing.org) was the primary developer for the village with support and partnership from Purpose Dignity Action (wearepda.org), Sound Foundations NW (soundfoundationsnw.org), and King County Regional Homelessness Authority (kcrha.org).

According to a 2025 report from the city, over one thousand speeders per day exceeded the 20 mph limit in front of Meridian Park Elementary while the school zone lights are flashing. And 59% of all drivers speed faster than 30 mph in that Meridian Park school zone.

Last year, the city council directed the city to move forward with school zone speed cameras at Meridian Park elementary.

As required by state law, the city completed an equity impact analysis for the proposed cameras.

Under state law, fines are cut by half for recipients of public assistance, and judges can lower fines based on a recipient’s ability to pay. Any excess revenue must be spent on meaningful traffic safety improvements in poor neighborhoods with the most dangerous roads.

Under the proposed ordinance, photos can only be taken if the car is speeding, only photos of the car and the license plate can be captured, and the images and data can only be used by the city for cutting tickets.

Traffic cameras are now common around the region: Edmonds, Lynnwood, Lake Forest Park, Kenmore, Bothell, and Seattle all have them. But not Shoreline.

Two years ago, the Shoreline council debated Traffic Cameras after reviewing a Traffic Report which showed record high pedestrian, fatal and serious injury crashes.

At that 2024 meeting, Meridian Park parents and neighbors told the council about the daily horror they face crossing 175th street with children. They also brought a petition signed by 180 parents and neighbors asking the city to install traffic cameras in front of Meridian Park elementary.

Information on attending the city council meeting and providing comments is available on the city’s website.

We build hedgerows to encourage park visitors to stay on the trail at the forest restoration site while also providing wildlife habitat.

To build a hedgerow, we place a row of large woody debris into a line and then propagate native plants using hardwood twig live stakes.

Being able to get outside and enjoy nature is a human right. And it is important that everyone has easy access to the outdoors near where they live.

It’s great that we have so many park visitors to the restoration site, but we do ask everyone to please stay on the trails when they visit the site to help protect the baby plants.

Here are some of the species of native plants we have propagated into the hedgerows at the Hamlin Park restoration site:

• Blackcaps raspberries (Rubus occidentalis)

• Thimbleberries (Rubus parviflorus)

• Evergreen huckleberries (Vaccinium ovatum)

• Oso berries (Oemleria cerasiformis)

• Black cottonwoods (Populus trichocarpa)

• Scouler’s willows (Salix scouleriana)

• Trailing blackberries (Rubus ursinus)

• Nootka roses (Rosa nutkana)

• Salmonberry (Rubus spectabilis)

• Fireweed (Chamaenerion angustifolium)

• Snowberry (Symphoricarpos albus)

• Pacific Ninebark (Physocarpus capitatus)

You can visit the site and look for these species next time you walk through, and you can find work parties to volunteer with your neighbors on the Green Shoreline Partnership website.

There are lots of really important bills this year and our legislature has a tons of work to do.

Here are four bills to fight homelessness here in Washington State.

The Millionaires Tax (SB6346) would raise taxes on people earning over $1 million a year to help fix Washington’s regressive tax code.

The Well Washington Fund (HB2100) would raise taxes on big corporations to fund housing and other services.

The Shelters, Not Penalties Act (HB 2489) prohibits cities from criminalizing homelessness without providing shelter.

And The Housing Everywhere (HB 2266) bill prevents cities from blocking housing and shelters using restrictive zoning rules.

It’s not complicated. Tax the rich, house the homeless!

Contact your legislators and tell them what you think: https://leg.wa.gov/help/contact-us/

Fifteen years ago the city of Shoreline completed construction of a Green Street on 17th Ave NE between 145th and 150th streets.

Completed in January of 2011, the pilot project created a “Green Street.” Although not much information is available, the city still has a video from fifteen years ago online about the project.

The city added rain gardens filled with native plants along the street, adding trees and reducing stormwater runoff.

Cars were slowed down by adding curved “chicanes” and traffic circles to make the street safer for pedestrians and cyclists.

Shoreline stopped building green streets while neighboring cities, like Seattle and Lake Forest Park, have converted existing local streets into walkable greenways.

Now, some residents are asking the city of Shoreline to build a network of Neighborhood Greenways.

On Thursday, January 15, the Shoreline Planning Commission will consider a proposal to build Neighborhood Greenways across the city.

The proposal would convert some existing low-traffic local streets into a network of walkable Neighborhood Greenways.

Using inexpensive Quick Build tools to calm traffic with planters, bollards, signs, paint, and traffic circles, Greenways are relatively inexpensive and fast to build because they don’t require property acquisition to add sidewalks.

If done well, Greenways slow traffic down and are safe enough for everyone to walk or ride in the existing streets; even children can play in the street.

More information on the Shoreline Neighborhood Greenways proposal can be found on the Urbanist Shoreline website.

The Shoreline city council is scheduled to discuss the Greenways proposal on February 9th with a possible vote on February 23rd.

Information on how to attend Planning Commission and City Council meetings and provide public comments is available on the city’s website.

Shoreline is considering adopting our Comprehensive Plan amendment allowing the creation of Neighborhood Greenways. These Greenways would transform select residential streets into low-traffic, slow streets that connect neighborhoods and prioritize safe walking and biking.

Like all cities across the state, Shoreline must adopt transportation policies into its Comprehensive Plan. And each year, the city Planning Commission and City Council considers proposed amendments to the Comprehensive Plan. These policies direct city leadership and staff on priorities and goals. Urbanist Shoreline’s proposed amendment would add this policy to the Transportation Element of the Comprehensive Plan.

Proposed Amendments to the Transportation Element of Shoreline’s Comprehensive Plan, adding new policies to establish a Neighborhood Greenway (also known as “Healthy Streets”) Program.

Proposed General Amendment

Add New “Pedestrian System” Policy (Transportation Element Page 122-123 after T30):

NEW Policy T30.1: Establish a Neighborhood Greenway program using existing low-volume local streets to create safe, shared routes for pedestrians, cyclists, and local vehicle traffic. Using low-cost, quick-build traffic calming measures (such as diverters, speed humps, wayfinding signage, traffic calming, and landscaping features) to connect neighborhoods to schools, parks, transit, services, and places of employment. Shoreline’s Greenway Network will complement pedestrian and bicycle infrastructure on arterial routes.

Update “Bicycle System” Policies (Transportation Element Page 123):

T36: Design and construct all roadway improvements to be consistent with the future bike network vision and, when deemed safe and feasible, use short-term improvements, such as signage, Neighborhood Greenways, and markings, to identify routes when large capital improvements identified in the Bicycle Plan will not be constructed for several years.

Add clause to “Roadway System” Policy T55 (Transportation Element Page 125):

T55. Improve the street grid network to maximize multi-modal connectivity throughout the City and designating local streets as Neighborhood Greenways.

Add the underlined text to the Pedestrian Plan (Transportation Element Page 159)

Existing and future planned sidewalk can be viewed in Figure 13. The map indicates areas where sidewalk exists but does not specify if the sidewalk meets standards set forth in Policy T60.1 of this document. Shared-use paths, trails, Neighborhood Greenways, and facilities such as pedestrian lighting help to enhance the planned network Where shared-use paths, trails, or neighborhood greenways intersect an arterial street, a street crossing appropriate for the vehicle speeds, traffic volume, and other characteristics of the location should be provided.

Add the underlined text to the Bicycle Plan (Transportation Element Page 163):

It is important to provide bicycle facilities on a range of street types, including busy arterial streets, not just lower volume neighborhood streets. Bicyclists need to be able to connect to key destinations and commercial corridors which are often located along arterial streets. A successful modal network for bicycles will also consider how facilities are connected. When a bicycle facility along an arterial corridor or Neighborhood Greenway comes to an intersecting arterial, the corridor LOS and associated intersection treatments should be carried across the arterial. Otherwise, the arterial intersection may become a barrier to bicycle travel.

Add rows to Table 10: Project Ideas List (Transportation Element Page 175)

8th Ave NE from NE 148th St to NE 190th St - Neighborhood greenway connecting the Eastside Off-Corridor Bike Network, Shoreline South/148th Station, Paramount School Park, Ridgecrest Business District, Northcrest Park, Shoreline North/185th Station, and the northern Interurban/Burke-Gilman Connector.

Wallingford Ave N from N 150th St to N 200th St - Neighborhood greenway connecting the 145th Street Off-Corridor Bicycle Network, Twin Ponds Park, Evergreen School, Parkwood Elementary, Meridian Park, Meridian Park Elementary, Echo Lake Elementary, Aurora Village, and a future Interurban Trail SR 104 crossing.

NE Perkins Way from 15th Ave NE to Shoreline city limits - Neighborhood greenway restricted to local traffic to enhance safety and comfort of the existing Interurban/Burke-Gilman Connector.

27th Ave NE, NE 165th St, 22nd Ave NE, and NE 170th St from NE 140th St to 15th Ave NE - Neighborhood greenway connecting Seattle’s Olympic Hills Greenway, Briarcrest Elementary, Shorecrest High, Kellogg Middle School, Briarcrest Park, Hamlin Park, and the North City Business District.

Support for the Amendment

What are Neighborhood Greenways?

Neighborhood Greenways (also known as “Healthy Streets”) are local streets reconfigured to prioritize safety and active transportation. This amendment directs the city to start a Neighborhood Greenway program, turning existing local streets into safe, shared spaces for pedestrians, cyclists, and local vehicle traffic traveling at slow speeds. Instead of expensive land acquisition and road widening, the program deploys cost-effective infrastructure such as low speed limits, traffic diverters, speed humps, and signage to lower vehicle speeds while still allowing local traffic.

Who is proposing these amendments?

These amendments are proposed by Urbanist Shoreline, an informal community group advocating for a more liveable and equitable city.

Why Now?

Much has changed since Shoreline’s Transportation Element (TE) was adopted.

• Transit Expansion: The 2024 opening of the Lynnwood Link Extension brought two light rail stations to Shoreline and more frequent local bus routes.

• Population Growth: Shoreline’s population has grown significantly since the adoption of the TE, increasing density and demand for non-motorized transportation options.

• Safety Crisis: Shoreline’s roads are more dangerous now compared to when the TE was adopted. Serious and fatal collisions on Shoreline’s roads reached record highs.

• Financial Constraints: The city’s current transportation plans rely on capital-intensive infrastructure funded by grants and impact fees. Those funding sources are at risk of dwindling.

• Rising Costs: Historic inflation has escalated construction costs, making investments in sidewalks and bike infrastructure more expensive.

• Shared Streets Law: In 2025, Washington State enacted the new “Shared Streets Law” (SB 5595), a first-in-the-nation law that allows cities to designate non-arterial roads as shared spaces where pedestrians, bicyclists, and vehicles commingle, with pedestrians having priority.

• Quick Build Guide: In 2025, WSDOT published the Quick Build Guide, providing practical information to cities on the Quick Build project process, design considerations, project types, community engagement, and real-world examples to help create safer spaces and promote traffic calming.

• Common Adoption: Greenways and Healthy Streets are now common as cities near Shoreline have adopted similar programs. Neighboring cities including Seattle, Kirkland, Bellevue, Edmonds, and Lake Forest Park have adopted Greenway or Healthy Streets programs.

Benefits for Residents

Greenways deliver quality-of-life improvements for Shoreline residents.

• Safety: Traffic calming measures like speed humps and diverters reduce vehicle speeds, improving safety and comfort for people walking and biking, especially for non-driving children and seniors.

• Cost Efficiency: Greenways utilize existing city rights-of-way, avoiding expensive land acquisition. Implementation relies on low-cost, “Quick Build” engineering practices such as signage, paint, delineators, and planters.

• Speed of Delivery: Unlike traditional capital projects that require years of design and construction, Greenways use rapid and reversible “Quick Build” practices.

• Health: Greenways provide linear parks encouraging walking, biking, and safe outdoor play.

Consistency with Comprehensive Plan & Adopted Policies The proposed Neighborhood Greenways program is an implementation strategy that supports Shoreline’s existing goals across multiple adopted plans:

• Safety & Vision Zero: The Transportation Element prioritizes “Target Zero” (Policy T23), vulnerable user safety (T25) and lowering vehicle speeds (Policy T33). Greenways directly address the City’s rising collision rates by using traffic calming to lower speeds, aligning with the “Safe Systems” approach.

• Climate Action: The Climate Action Plan mandates reducing Vehicle Miles Traveled (VMT) to lower emissions (Policy T1). Greenways facilitate this mode shift by creating safe, low-stress routes for short trips and reducing car dependency.

• Urban Forest: Greenways support the Urban Forest Strategic Plan goal of expanding tree canopy by incorporating street tree chicanes that physically calm traffic while creating new planting zones in the right-of-way. Greenways can also expand pedestrian and bicycle facilities without expanding the roadway and removing trees.

• Parks & Recreation: The PROSA Plan envisions a connected system of recreation facilities. Greenways function as “linear parks,” expanding the City’s open space inventory and fulfilling the goal of equitable access (Policy PROSA 1.6) to recreation in every neighborhood. Greenways convert dangerous roads to public spaces where even children can safely play.

• Land Use: The Comprehensive Plan calls for “well-connected neighborhoods” (Goal LU 1). Greenways provide the missing “first/last mile” infrastructure to connect residents to commercial centers (Policy ED 4.1) and new light rail stations (Policy LU 4.10).

Below are all the goals and policies in the Shoreline Comprehensive Plan that are aligned with a Greenway and Healthy Streets Program. (10 Goals, 36 Policies)

Goal LU 1 Establish land use patterns that accommodate growth and promote well-connected neighborhoods and accessibility to goods, services, multimodal transportation, and amenities.

Policy LU 1.2 Encourage land use patterns that provide opportunities to walk, bike, and use transit to access goods, services, education, employment, and recreation.

Policy LU 3.4 Continue to implement and further develop specific regulations to support active ground floor uses on appropriate streets and locations to promote vibrant pedestrian corridors.

Goal LU 4 Promote a mix of transit-supportive uses in high-capacity transit areas that will enhance livability and vibrancy to contribute to Shoreline’s social, environmental, and economical sustainability.

Policy LU 4.2 Coordinate with regional transit providers, neighborhood groups, business owners, and other diverse interests to identify additional design and amenity improvements that can be efficiently constructed in conjunction with high-capacity transit areas.

Policy LU 4.3 Plan for and increase transit-supportive land uses and densities that maximize benefits of transit investments in high-capacity transit areas.

Policy LU 4.4 Encourage mixed-use developments along transit corridors that create housing affordable to households of all sizes and incomes and are well connected to neighborhood centers with a range of transportation options.

Policy LU 4.5 Create strategies, in partnership with the neighborhoods adjoining high-capacity transit areas, for the transition to more compact and transit supportive land uses.

Policy LU 4.6 Encourage high-capacity transit areas to serve the greatest number of people traveling to, from, and within Shoreline, by promoting, where appropriate, residential densities with a mix of commercial and office uses, and multi-modal transportation facilities.

Policy LU 4.10 Design transit-oriented areas to include non-motorized corridors accessible to the public, providing frequent connectivity for bicyclists and pedestrians to key destinations and transit stations. These corridors should be connected with surrounding bicycle and sidewalk networks.

Policy LU 5.1 Educate the community about development concepts, policies, and practices that support sustainability, including incentives and programs supported by the City and its partners.

Policy H 3.5 Increase the availability of affordable housing throughout the city to reduce the risk of displacement, through incentives, strategies, and actions to foster equitable access to community resources such as parks, open spaces, safe pedestrian and bicycle networks, clean air, soil, water, healthy foods, high-quality education, affordable and high-quality transit, and jobs.

Goal H 4 Integrate new development and redevelopment with consideration to design and scale that promotes the city’s vision for its future as a sustainable, welcoming, walkable, and safe city, provides effective transitions between different uses and intensities, and mitigates the potential risks of displacement from redevelopment.

Policy H 9.2 Support greenhouse gas emission reduction efforts through transit-oriented development, increased density and walkability, and parking demand reduction in new housing development, particularly near transit.

Policy ED 4.1 Improve access to businesses and commercial services through the support of new connections within and between existing commercial districts, residential neighborhoods, and light rail station areas by enhancing the street grid, encouraging streets that connect parallel rights of way, improving pedestrian amenities and safety, and expanding east-west connections through the city’s existing trail network and future intra-city transit routes

Policy ED 4.3 Establish and enhance new and existing neighborhood commercial centers and corridors to support increased commercial activity, neighborhood identity, and access to daily goods and services by focusing investment into improved pedestrian and bicycle facilities, wayfinding, public plazas and green space, events and programming, and other desired community amenities.

Policy CD 1.5 Encourage commercial, mixed-use, and multi-family development to incorporate public amenities, such as public and pedestrian access, pedestrian-oriented building design, mid-block connections, public spaces, activities, and solar access.

Policy CD 1.17 Provide public and open spaces of various sizes and types throughout the community.

Goal CD 2 Design complete and connected streets with shade trees and vegetation, lighting, and continuous bike and pedestrian improvements that connect neighborhoods.

Policy PROSA 1.2 Provide a variety of indoor and outdoor gathering places for recreational and cultural activities.

Policy PROSA 1.6 Support a variety of multi-modal infrastructure options, such as trails, paths, and bikeways, that improve accessibility to resources in an equitable manner.

Policy PROSA 1.7 Improve accessibility and usability of existing facilities.

Policy PROSA 1.8 Explore opportunities to increase use of City facilities to meet community needs.

Policy PROSA 2.5 Adjust program and facility offerings to align with demographic trends, community feedback, and needs assessments.

Goal 4: Connectivity Complete a network of multimodal transportation connections to and from key destinations such as parks, schools, community services, commercial centers, places of employment, and transit.

T1. Work to reduce vehicle miles traveled (VMT) and transportation-related greenhouse gas emissions in line with the level needed to meet emission reduction goals in the Climate Action Plan.

T2. Reduce the impact of the City’s transportation system on the environment through expanded zero-emission vehicle use and active transportation options and identify opportunities to increase electric vehicle charging infrastructure when planning and designing transportation projects and facilities, on City rights-of-way or adjacent property(s), or through other transportation policies and programs.

T4. as well as evaluate, implement, and advocate for other parking management and transportation demand management strategies that support the goal of reducing VMT.

T23. In conjunction with the Washington State Target Zero Plan, prioritize transportation planning, design, improvement, and operational efforts with the goal of achieving zero serious or fatal injury collisions.

T25. Prioritize pedestrian, bicyclist, and other vulnerable user safety over vehicle capacity improvements.

T31. When identifying transportation improvements, prioritize construction of sidewalks, walkways, pedestrian crossings, and trails, including increasing the number of pedestrian-oriented connections and safe crossings that reduce barriers and make walking trips more direct.

T32. Utilize existing undeveloped right-of-way to create pedestrian paths and connections where feasible.

T33. Design and construct roadway improvements to be accessible by all, minimize pedestrian crossing distances, create convenient and safe crossing opportunities, reduce pedestrian exposure to vehicle traffic, and lower vehicle speeds.

T36. Design and construct all roadway improvements to be consistent with the future bike network vision and, when deemed safe and feasible, use short-term improvements, such as signage and markings, to identify routes when large capital improvements identified in the Bicycle Plan will not be constructed for several years.

T45. Continue to install and support the installation of transit-supportive infrastructure.

T51. Design City transportation facilities with a primary purpose of moving people and goods via multiple modes (component of Complete Streets3), including automobiles, freight trucks, transit, bicycles, and walking, with vehicle parking identified as a secondary use, and utilizing natural stormwater management techniques and landscaping (component of Green Streets) where appropriate.

T61.1. Establish the Bicycle Plan to connect major destinations, transit stops and stations, and residential, commercial/retail centers, and employment centers.

T64. Adopt a transportation concurrency program that advances construction of multimodal transportation facilities in Shoreline.

Policy SMP 2.1 Provide for public access to publicly owned shoreline areas, except where deemed inappropriate due to safety hazards, inherent security problems, conflicts with adjacent uses, or environmental impacts such as erosion or habitat impairment

Goal SMP 3 Develop public and private recreation opportunities that are compatible with adjacent uses and that protect the shoreline environments.

Policy SMP 3.1 Provide for the preservation and enlargement of public and private recreational opportunities and recreational facilities along the shoreline, including but not limited to, parks and recreational areas, wherever appropriate.

Goal SMP 4 Provide inter-connected, efficient, and safe transportation networks to and around the shoreline to accommodate vehicles, transit, pedestrians, and cyclists to improve public access.

Policy SMP 4.1 Provide for a safe and adequate circulation system, including existing and proposed major thoroughfares, transportation routes, terminals, and other public utilities and facilities within the shoreline jurisdiction that benefit permitted uses and public access to shoreline without degrading the environment or aesthetic values of the area.

Despite what you may have heard on social media, this was not an isolated incident.

According to city traffic reports, more people are killed or seriously injured along 175th Street than any other Shoreline road outside of the state highways.

In 2018, after injury collisions doubled on 175th, the city commissioned a technical analysis from an outside consultant.

That recommendation and the recommendation of the city’s own traffic engineers was that this road needed to be put on a diet: reduced from four lanes down to three lanes to make it safer.

The project was completely funded through the city’s own pavement resurfacing fund.

But after contentious pushback from a North City business owner, the city quietly backed out of the NE 175th Street road diet plan.

In 2019, Shoreline resurfaced the roadway, but they did not make this into a three-lane roadway.

Studies say road diets make streets safer.

In 2003, Shoreline put nearby 15th Ave NE between 150th and 175th on a road diet despite opposition from a North City business owner and some city council members.

A study from 2007 found the road diet resulted in slower speeds, decreased traffic volumes, fewer crashes, and a 30.9% drop in the number of injury collisions.

Last year, the city of Shoreline was awarded a $2.3 million grant funded by a federal Highway Safety Improvement Program (HSIP) grant, but those funds are now uncertain.

This provoked, shall we say, “strongly held opinions” from some drivers on social media.

Almost ten years ago, Seattle lowered speed limits city-wide.

According to follow-up studies, just lowering the speed limits alone and only posting new signs, without increasing law enforcement, and without reengineering the roads resulted in a 22% reduction in all crashes.

And the studies found there was also an 18% reduction in the worst crashes: the crashes that kill people and cause permanent, serious injuries.

Last year, the neighboring city of Lake Forest Park reduced speed limits to 20 mph on local streets and 25 mph on arterials.

But, unlike neighboring cities, and despite the safety benefits, the city of Shoreline has been reluctant to lower speed limits city-wide.

The Shoreline city council reviewed a study that recommended lowering speed limits to make roads safer in 2021. But after debating the data and evidence, the Shoreline city council pumped the brakes and slightly lowered speed limits on only some roads.