After feedback regarding workload with the budget crunch from city staff a couple weeks ago, council member Robert Leutwyler brought back his draft Vision Zero/road safety ordinance without the action plan. This prompted a discussion about the purpose of the ordinance without the action plan and concern from council members Isabel Mata, Bryce Owings, Chelsea Wright, and council president Nick Coelho.
The decision to remove the deliverables from the draft ordinance came as a result of pushback from the city staff over their increased workload because of the jobs that have been cut in response to the budget crisis. As it was originally written, the action plan would have required staff to present a plan for the capital projects needed to implement Vision Zero within 12 months of the ordinance passing. It was this deliverable time frame that caused the most consternation with staff.
When Coelho voiced support for readding the action plan, he suggested that the current ordinance be brought to the council for approval next week with an amendment ready to go that would have the time line pushed out to 24 months. An amendment would allow the council and the action plan to be voted on separately. This was also supported by council member David Parshall who thought the longer timeline would potentially mean the city is in a financially healthier situation when staff comes back with the required plan; Parshall also announced his support for the resolution, even without the action plan, because he believes that having this strong resolution in the books is important.
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Before the council president had suggested the idea of a pushed back time frame for the action plan, Wright, Mata, and Owings had both voiced concern about passing this legislation without any “teeth” to it. While they acknowledged that putting the council’s priorities for road safety into writing would be valuable, it felt like a in waste if there wasn’t anything to back up the resolution.
Despite the building consensus from her colleagues, council vice president Derica Escamilla expressed concerns about how this would force staff to reprioritize their work load when they’re already struggling, especially since Lynnwood’s streets typically don’t have any fatalities. While fatalities on city streets aren’t typically an issue, the city consistently has double digit injuries from traffic accidents each year. There is also a sense that Lynnwood isn’t a city that’s particularly safe to walk or bike in, as was highlighted by Wright’s admission that she feels she has to drive her deaf child around town because it’s impossible for them to hear the noises associated with the beg buttons.
Editors note: Beg buttons are the buttons that pedestrians and cyclist press in order to light up the signs that let drivers know they’re going to cross. They’re called beg buttons because pedestrians and cyclist literally have to beg for the drivers to let them cross safely instead of them getting the right of way automatically.
As the discussion wound down, Mata pointed out that she really liked Mill Creek’s approach because it allows city staff to present ideas and plans that are feasible and appropriate to implement Vision Zero’s traffic safety goals. While it would put more time on the city staff, she challenged her colleagues that it’s a prioritization issue and how much they value traffic safety. Because Lynnwood is growing with a focus on adding third places and hubs, it’s critical that it’s safe to reach these locations – like the Public Facilities District or the Alderwood Mall – on foot.
Mata also indicated that she’d like to see a study to determine if it is safe for people to walk to the city’s desired destinations.
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