HomeMy WebLinkAboutThe Boeing Company 3/6/2019 Direct Count Program Agreement
THIS AGREEMENT is entered into this day of MCJ&VcAr1 , 2018,by and between
THE BOEING COMPANY (hereinafter referred to as the "Applicant"), and the CITY OF
EVERETT, a municipal corporation under the laws of the State of Washington (hereinafter
referred to as the "City").
WITNESSETH:
WHEREAS, the City and Applicant agree to follow a direct count traffic monitoring system to
continuously measure the inbound and outbound vehicle trips at all of the main Boeing Everett
site access driveways.
WHEREAS, the direct count traffic monitoring system is to accurately identify the Boeing PM
peak hour and measure Boeing peak hour traffic volumes through trip counts to determine
compliance with the 1991 Boeing Expansion FEIS.
WHEREAS, the data would then be compared with the baseline peak hour trips as identified and
mitigated for in the 1991 Boeing Expansion FEIS or subsequent baselines as provided for in this
Agreement.
WHEREAS, Boeing has already mitigated for 12,315 baseline PM peak hour trips as a part of
the 1991 Boeing Expansion EIS. If PM peak hour trip counts increase above the current baseline
of 12,315, Boeing would then mitigate for any additional PM peak hour trips above this current
baseline. Thereafter, the new trip count would become the new baseline and Boeing would
continue to mitigate for trips over the baseline in effect on an annual basis.
WHEREAS, as a result of the direct count traffic monitoring system, the City of Everett will
eliminate the parking and employee cap placed on the main Boeing Everett site pursuant to the
1991 Boeing Expansion EIS.
NOW, THEREFORE, the City and the Applicant mutually agree as follows:
1) PURPOSE. The purpose of this Agreement is to, consistent with Proposed Addendum No.
19 to the 1991 Boeing Everett Mitigation Decision Document, SEPA#17-009 or a
substantially similar final Addendum No. 19 to the 1991 Boeing Everett Mitigation Decision
Document, SEPA#17-009 (either document is the "Decision Document"), authorize and
provide for a direct count monitoring system (the "Direct Count System") at Applicant's
main Everett site. Further, this Agreement establishes Applicant reporting requirements for
the purpose of determining compliance with the Decision Document. The Decision
Document is Exhibit A to this Agreement and is, by reference, incorporated herein in its
entirety.
2) SITE. 3003 W. Casino Road, Everett, Washington 98204.
141237844.1
3) TERM. This agreement will remain in full force and effect so long as the Decision
Document remains the decision governing traffic mitigation requirements at this location, or
unless the City terminates this Agreement pursuant to Section Four below. If at any time the
City issues a subsequent and superseding decision to the Decision Document that is
inconsistent with the intent and purpose of this Agreement, this Agreement will terminate
upon the City providing 10 days written notice to Applicant.
4) TERMINATION. The City has the option to terminate this Agreement at its sole discretion.
In order to exercise this termination option, the City shall deliver written notice of
termination to Applicant. Except for a termination as provided under Section Three above,
this Agreement then terminates on the date that is ninety (90) days after the date of delivery
of the termination notice, unless the termination notice states a later termination date, in
which case this Agreement terminates on such later date. For any termination occurring
within the first twenty-four (24) months after Applicant's purchase of the Direct Count
System as described in Section Five below, the termination date shall be no earlier than six
(6) months from the date of delivery of the termination notice. The termination of this
Agreement in no way affects the Decision Document, which remains in full force and effect
and subject to its own terms. In the event the City terminates this Agreement, it remains
Applicant's sole responsibility to comply with the Decision Document.
5) DIRECT COUNT TRAFFIC MONITORING SYSTEM.
a. Applicant is responsible for the purchase, installation, maintenance, and operation, all at
its sole cost, of the Direct Count System approved by the City and consistent with the
terms of this Agreement and the Decision Document.
b. Applicant will provide 120 VAC power for Direct Count System equipment at eight
driveway locations, or as mutually agreed to in writing with the City. The eight driveway
locations are identified in Exhibit B, which, by reference, is incorporated herein in its
entirety.
c. Applicant will purchase from the City any and all Direct Count System equipment
necessary to fulfill the purpose of this Agreement and the Decision Document. With
prior written approval from the City, Applicant may purchase Direct Count System from
a non-City vendor. Any and all Direct Count System equipment purchased from the City
is purchased AS IS with all express and implied warranties disclaimed. The Direct Count
System equipment includes, without limitation, monitoring equipment, cellular
equipment, and associated hardware and software. Solely for illustrative purposes, the
estimated procurement and installation of the Direct Count System is one hundred and
ten thousand dollars ($110,000). See Exhibit C, a copy of the procurement and
installation estimate. Actual costs may exceed this estimate.
d. Applicant must maintain the Direct Count System in good working order for the duration
of this Agreement. Applicant will make any and all necessary repairs within 72 hours of
learning that the Direct Count System is not in good working order, or within such time
as is reasonable given the severity of the repairs needed.
141237844.1
e. Applicant may contract with the City for the installation, repair, or maintenance of any
part of the Direct Count System. City, in its sole discretion, may provide the
aforementioned services. Any and all services provided by the City are at the Applicant's
sole cost. City will invoice Applicant for such costs.
f. Applicant must pay all invoices received for services rendered pursuant to this
Agreement within thirty (30) days of the date of the invoice. Services rendered includes,
without limitation, invoices issued for Applicant's purchase of Direct Count System
equipment.
6) DATA COLLECTION.
a. Applicant will transmit traffic volume data recorded by the Direct Count System
electronically to a City server at least once per week. Applicant will be solely responsible
for transmitting the traffic volume data in a timely manner. The Applicant may contract
with the City to provide this service. The City, in its sole discretion, may choose or
decline to provide such service. The City will invoice Applicant for any and all costs
incurred by the City to transmit or receive transmittal of the traffic volume data. Traffic
volume data is the tabulation of the inbound and outbound vehicle trips at all of the main
Boeing Everett site access driveways.
b. The City will generally collect traffic volume data on a weekly basis. At Applicant's
request, the City will provide weekly traffic reports as shown in Figures 12 and 14 of the
Methodology Document. Exhibit D is the Methodology Document, which, by reference,
is incorporated herein in its entirety.
c. The City and Applicant will review the traffic volume data periodically. Any data
determined by the City to be inaccurate will be excluded from reporting requirements.
7) REPORTING. Applicant will provide the City a written report by March 1s`of each year.
The City may, in its sole discretion, require certain data or other information necessary to
determine compliance with the Decision Document be included in the report. After the first
reporting year, the annual reporting cycle will be normalized to a calendar year ending on
December 31st.
8) TRAFFIC MITIGATION FEES. At the end of each reporting cycle, the City will review
Applicant's report. If the City determines, based on its review of the report, that PM peak
trips generated at the Site exceed the baseline trips already mitigated for, then Applicant will
pay an additional traffic mitigation fee in accordance with chapter 18.40 of the Everett
Municipal Code (Ordinance No. 3387-14 as amended) as it is in effect at the time of the
City's determination. If there is a subarea plan in effect at this Site at the time of the City's
determination, such subarea plan will govern the traffic mitigation fee. The baseline will
then be adjusted to reflect the volume increase mitigated through fee payment for future
reporting periods. Each new baseline will be tracked by the Applicant and the City.
141237844.1
9) MISCELLANEOUS PROVISIONS.
a. Complete Agreement. This Agreement constitutes the entire agreement of the parties
relating to the subject matter of this Agreement. This Agreement supersedes and
replaces all other written or oral agreements thereto.
b. Governing Law. The laws of the State of Washington, without giving effect to
principles of conflict of laws, govern all matters arising out of or relating to this
Agreement.
c. Venue. The parties shall bring any litigation arising out of or relating to this Agreement
only before the Snohomish County Superior Court.
d. Amendment. No amendment to this Agreement will be effective unless it is in writing
and signed by the parties.
e. Waiver. No waiver of satisfaction of any condition or nonperformance of an obligation
under this Agreement will be effective unless it is in writing and signed by the party
granting the waiver, and no such waiver will constitute a waiver of satisfaction of any
other condition or nonperformance of any other obligation.
f. Severability. If any provision of this Agreement is unenforceable to any extent, the
remainder of this Agreement (or the application of that provision to any persons or
circumstances other than those as to which it is held unenforceable) will not be affected
by that unenforceability and will be enforceable to fullest extent permitted by law.
g. Notice. For a notice under this Agreement to be valid, it must be in writing and the
sending party must use one of the following methods of delivery: (A) personal delivery to
the address stated below; (B) first class postage prepaid U.S. Mail to the address stated
below; or (C) nationally recognized courier to the address stated below, with all fees
prepaid. Either party may change its notice address or email effective on written notice
to the other party of the change.
L_tce o City Notice to Applicant
TRAFFIC ENGINEER The Boeing Company
PLANNING DIRECTOR c/o MBG Consulting, Inc.
City of Everett Boeing Lease Administration Team
3200 Cedar Street 980 N. Michigan Avenue, Suite 1000
Everett, WA 98201 Chicago, IL 60611-4521
copy to:
Everett Site Services Director
The Boeing Company
P.O. Box 3707, M/S OH-13
Seattle, WA 98124-2207
141237844.1
h. Assignment. Neither party may assign or sublet this Agreement without the written
consent of the other party, which consent may be withheld at that party's sole
discretion.
i. Successors. This Agreement shall be binding upon the parties and their respective
successors and assigns. ,
j. Rights and Remedies. The rights and remedies provided in this Agreement are in
addition to any other rights and remedies that may be provided by law. Only the
City or Applicant may enforce this Agreement.
IN WITNESS WHEREOF the parties hereto have executed this Agreement as of the day and
year first above written.
CITY OF EV ' " ) THE BOEING COMPANY
40
By: ` 1.1 •At. sa +218
I : Its: iiiirririlized Signatory
Approved:illet, ��,,/
b • ,.410-d
Director of Planning 1
Approve
j_____
Directo of Public Works
Attest: Approved as to form:
(-114tAA
9,plAl City Cle ty Attorney
141237844.1
EXHIBIT A
II'
PROPOSED
ADDENDUM NO. 19 TO THE
1991 BOEING EVERETT MITIGATION
DECISION DOCUMENT
SEPA#17-009
November 17, 2017
APPLICANT: The Boeing Company
Attn: Pete McGuire
P.O. Box 3707
MS: OH-13
Seattle, WA 98124-2207
PROJECT LOCATION: 3003 W Casino Rd.
Everett,WA 98204
Lead Agency: City of Everett Planning Department
Contact Person: Teresa Weldon Phone: (425)257-8731
DESCRIPTION OF THE PROPOSED ACTION:
The proposed action is an amendment to the Decision Document to eliminate the cap of 21,000
on-site parking stalls and the cap of 35,000 employees at the Everett Boeing main site in
exchange for the implementation of a direct vehicle traffic counting system called the"Direct
Count Program". The City of Everett and Boeing will jointly participate in this program to
provide direct counting of vehicle traffic at all entrances to Everett Boeing's Main Site and
Flightline.
The data generated will be compared with baseline data from the 1991 Master Plan EIS to
evaluate actual trip generation. To date,Boeing has paid for 12,315 PM Hour Peak Trips. For
each new PM Peak Hour Trip above the approved baseline traffic volume,Boeing shall pay a
traffic mitigation fee calculated in accordance with the traffic mitigation ordinance in effect for
the Boeing Everett site at the time of calculation.Upon payment of this traffic mitigation fee, a
new baseline traffic volume shall be set equal to the sum of the old baseline traffic volume and
the newly mitigation PM Peak Hour Trips.By implementation of this program,the future
observed annual traffic counts will be the determining factor in whether traffic mitigation fees
shall be due.
As an example,for PM Peak Hour Trips above 12,315,Boeing would pay$1,006 per new PM
Peak Trip per the SW Everett Subarea Plan,or pay the current traffic mitigation fee(currently
$2,400 per new PM Peak Trip or as adjusted per inflation)if the SW Everett Subarea Plan has
been retired or revised.
III
E 2930 Wetmore Avenue,Suite 8-A,Everett,WA 98201-4044 lit(425)257-8731,Fax(425)257-8742
BACKGROUND:
The Decision of the City of Everett Imposing Mitigation Pursuant to SEPA on the Expansion of
the Boeing/Everett Airplane Manufacturing Facility("Decision Document")was issued on July
3, 1991,and revised by City Council Resolution No. 3528, September 18, 1991. Addendum No.
7 of the Decision Document, issued on February 1,2001,required a cap of 21,000 on-site
parking stalls and a cap of 35,000 on-site employees.
Boeing and the City acknowledge the need for an updated system to the Decision Document to
pay for actual traffic impacts as the Boeing facility changes and grows. Implementation of this
new program will better track and mitigate for the actual increase in trip generation and require
payments of mitigation traffic fees if the trip generation exceeds the amount for which Boeing
has already paid mitigation. It is anticipated that this system will provide a more effective way
for Boeing and the City to manage traffic impacts than the current system of limitations on the
amount of on-site parking spaces and employees.
Boeing has submitted the following documents related to this amendment:
• Environmental Checklist prepared on 3/23/2017
• Attachment A - Map showing Boeing Main Site and access point vehicle counting
locations
• Attachment B -Final Cost Estimate for the Direct Count Program
• Attachment C-A draft traffic study titled, "Proposed Methodology to Evaluate Boeing
Driveway Counts for Determination of Mitigation Payments,"dated November 2013 by
Gibson Traffic Consultants Inc.
The City has reviewed the materials above and has accepted the general methodology.
THE AGREEMENT:
A final agreement will be signed by the City of Everett and Boeing. The draft agreement is
shown as Exhibit 1 attached to this proposed decision document.
CONSISTENCY WITH MODIFICATION CRITERIA IN BOEING MASTER
DEVELOPMENT PLAN
Article VIII.E of the Decision Document addresses modifications to the Boeing Master
Development Plan. In order for the City to determine whether a proposed change is minor or
major,the plan contains three review criteria. This section states:
A change shall be considered to be major when one or more of the following is
found:
1. The change is in substantial conflict with a condition imposed in this Decision Document,
such as major modification of an on-site TDM provision, or reduction of required
wetland protection;
2
Finding: The change would implement a new way to mitigate for traffic impacts.
Implementing the Direct Count Program would track the actual PM Peak Hour Trips
Boeing is generating regardless of employee count or on-site parking. Boeing will be
required to mitigate for traffic increases beyond what they have already paid mitigation.
The number of employees at any given moment is difficult to track and an increase in
employee levels may or may not impact the amount of vehicular traffic that is generated,
especially as current or new transportation options are developed and improved in the
future. Changing the methodology to counting actual traffic to the site will ensure that
Boeing will mitigate for actual trip generation.
Any new parking lot construction on the Boeing property will require a review for
consideration of impacts on surface water,critical areas and land use. No new parking
lot construction is proposed at this time.
2. The change will substantially and negatively affect an adjoining property in a manner not
addressed in the EIS and this document.
Finding: By implementing the Direct Count Program,traffic will be counted on a
continuous basis with quarterly reporting,and if PM peak hour trips go over the baseline,
traffic mitigation fees will be due. The change should not substantially or negatively
affect an adjoining property, as increases in traffic to the Boeing site will be mitigated by
traffic mitigation fees.
3. The change will result in a major increase in offsite impacts, such as traffic or noise, not
analyzed, where appropriate, and mitigated in this review process.
Finding: The proposed change is not project specific and it will not generate additional
traffic,noise or other impacts that have not already been analyzed in the 1991 EIS.
Conclusion: The proposed modifications to the Mitigation Decision Document are
minor for the reasons stated above. The changes:
• Are not in substantial conflict with any conditions in the Decision Document;
• Will not substantially and negatively affect an adjoining property; and
• Will not result in a major increase in offsite impacts.
Mitigation Measures: The environmental impacts of this proposal are documented in the
Environmental Checklist and other information on file with the City. The listed requirements are
placed in response to our review of this information:
MITIGATION OF ADVERSE IMPACTS BY SEPA:
1, The Applicant shall participate in the signed agreement with the City in the establishment
and operation of the"direct count"traffic counting program. Please refer to the
Agreement in Exhibit 1 and Attachment C, "Proposed Methodology to Evaluate Boeing
3
Driveway Counts for Determining Mitigation Payment." (SEPA Earth,Land and
Shoreline Use Policies).
The lead agency for this proposal has determined that it does not have a probable significant
adverse impact on the environment. An Environmental Impact Statement is not required under
RCW 43.21C.030(2)(c). This determination assumes compliance with State law and City
ordinances related to general environmental protection including but not limited to right-of-way
improvement requirements, drainage, etc. This decision was made after review of a completed
environmental checklist and other information on file with the lead agency. This information is
available to the public on request. This Addendum is specifically conditioned on compliance
with the conditions attached hereto which are incorporated by reference as if fully set forth
herein.
This Addendum is issued under 197-11-625. The City as the lead agency has determined
that significant adverse environmental impacts are unlikely; however, additional conditions are
necessary in order to avoid potential future impacts. Because of the need for additional
conditions, a public comment period is required.
Comments must be submitted by December 4,2017 or fourteen(14)days after the date shown
on the notarized copy of the notice of posting, whichever date is later.
Responsible
Official: Allan Giffen, Director Phone: (425)257-8731
Title: Planning and Community Development Responsible Official
Address: 2930 Wetmore Avenue, Suite 8-A,Everett, WA 98201
Date: November 17,2017
• 1
0
.d
Signature:
You may appeal this determination by filing an appeal on forms provided by the Planning
Department and a fee to the Planning/Community Development Permit Services Counter at 3200
Cedar Street,2nd Floor,no later than 14 days from the date the Addendum becomes final(which
is after the 14-day comment period).
Contact Teresa Weldon to read or ask about the procedures for SEPA appeals.
NOTE: A DNS or addendum may be withdrawn in the event of significant changes in the
proposal,disclosure of new significant information,misrepresentation by the
applicant, or failure to comply with the conditions upon which this SEPA
Addendum is predicated.
4
EXHIBIT B
Boeing Everett Site
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EXHIBIT C
McGuire, Peter D
From: Michael Brick<MBrick@everettwa.gov>
Sent: Friday, February 21, 2014 9:37 AM
To: McGuire, Peter D
Subject: RE: Direct Count Program
Pete,
Here's my final cost estimate for this project:
Non-Recurring Costs:
1) City of Everett electrical work on two additional light poles($0)
The cost of this work is included in Items 2 and 3 below
2) Monitoring equipment($85,000)
It is possible that we may need as much as$7,000 in "extra equipment"that was not originally quoted
by the vendor. It is unlikely we would need this entire amount, but very likely that we will need some of
it. I have increased the management reserve from $5,000 to$12,000 to address these possible costs.
3) Equipment installation ($5,000)
4) Cellular equipment installation ($3,000)
Cellular equipment purchase is covered in Item 2 above, but I do not have good info on how expensive
support may be during initial installation. $3,000 should cover any technical support we need from the
cellular vendor.
5) Software development($5,000)
6) Management reserve ($12,000)
Increased from $5,000- see Item 2 above
7) Anything else?
Nothing I can think of. The management reserve amount includes all of the"maybe" costs associated
with this project that I know of,and at 12%it should cover any unforeseen costs. If you want to be
cautious you could make it a $15,000 management reserve, but I really don't think we'll be using all of it.
Total $110,000(increased from$100,000 to cover potential overruns)
Recurring Costs:
1) Ongoing maintenance fees($600-$800 per year?)
I would expect at most 1 service visit per year to check batteries, and battery replacement every 5 years
@ approximately$200 each. Other than that there is no "regular maintenance" required.
2) Monthly cellular fees(approximately$40 per month per location)
3) Anything else?
No regular costs I can think of. Equipment failures would obviously add cost but the hardware is robust
and I doubt we'll have a problem with that.
Total$5,000 per year
See you at 10.
Michael
From: McGuire, Peter D [mailto:peter.d.mcguire@boeing.com]
Sent: Thursday, February 20, 2014 12:22 PM
To: Michael Brick
Subject: RE: Direct Count Program
Okay,thanks.
1
EXHIBIT D
DRAFT
Proposed Methodology to Evaluate Boeing Driveway
Counts for Determination of Mitigation Payments
Gibson Traffic Consultants, Inc.
November 2013
Draft 7/27/2018 2
Contents
Executive Summary 3
Goal 5
Objectives 5
Permanent Boeing Direct Count System 5
Definition of Terms 5
Roadway System Peak Period 6
Purchase, Installation, Operation and Maintenance of Count Equipment 6
Baseline for Assessing Mitigation 7
Confirming the Initial Baseline 8
Conclusion on Baseline 12
1996 Planned Action Traffic Volumes and Capacities Review 13
Attachment 1: Preliminary Evidence from Boeing 16
Attachment 2: The Boeing Peak and the System Peak 17
Attachment 3: Methodology for Determining the Current Boeing PM Peak Hour and PM
Peak Hour Volume 18
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Executive Summary
The City of Everett and The Boeing Company have preliminarily agreed on a permanent
traffic counting system to continuously measure the inbound and outbound vehicle trips
at all of the Boeing driveways at their Paine Field facilities in Everett. This would
accurately determine the Boeing PM peak hour and measure Boeing peak hour volumes.
These data could then be compared with the "baseline"peak hour and peak hour trips as
identified and mitigated for in the 1991 Boeing Expansion FEIS. This new"empirical"
calculation of Boeing traffic volumes would be used by the City of Everett to ensure
Boeing is not charged for trips during redevelopment that may have already been
mitigated for and assure compliance with the City of Everett's 1996 SW Everett/Paine
Field Subarea Planned Action.
The research and analysis resulted in the following findings and recommendations.
• The adverse transportation impacts identified in the 1991 EIS (DEIS and FEIS)
were based on traffic analysis for two distinct PM peak hours, the Boeing PM
peak hour from 2:30 to 3:30 PM and the "System Peak" from 4:30 to 5:30 PM.
• The highest total forecast inbound plus outbound Boeing PM peak hour volume,
occurring during the 2:30 to 3:30 PM Boeing peak hour,was 12,315 trips. This
peak hour time and volume was the "baseline" for the Boeing Expansion
approval, and upon which Boeing's traffic mitigation payments were set.
• Preliminary data from the Boeing Company suggests that the current Boeing PM
peak hour occurs earlier than 2:30 to 3:30 and is less than 12,315 peak hour trips
identified in the approvals.
• This would be consistent with the review of existing volumes and capacities in the
SW Everett/Paine Field subarea in 2012.
• A direct count program observing all site access driveways to the Boeing facility
would be required to confirm the draft determination that Boeing is generating no
more than the PM peak hour traffic than was originally mitigated for in the 1991
FEIS documentation. This potentially allows site employment growth above the
existing employment cap without triggering additional traffic mitigation.
• Confirmation of the Boeing PM peak hour time and peak hour volumes will
require the successful implementation of the permanent direct count program, and
ongoing review of the capacities and volumes on the streets, roads and highways
serving the SW Everett/Paine Field Subarea.
Recommendations for the Boeing Direct Count Program that will be used to calculate the
current Boeing PM Peak Hour and the Observed Annual Average Boeing Driveway
Volume:
• Calculating an average for all weekdays, including holidays,
• Using a measurement period of one year,
• Focusing on the PM period from 1:00 PM to 6:00 PM,
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• Using consistent, predetermined methodologies for converting the data stream
from the permanent traffic counters into determinations of the Boeing PM Peak
Hour and the Observed Annual Average Boeing Driveway Volume during that
hour.
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Proposed Methodology to Evaluate Boeing Driveway
Counts for Determination of Mitigation Payments
Goal
The goal is to assess Boeing PM peak hour traffic volumes based on direct traffic vehicle
counts for compliance with approved volumes. This document outlines the methodology
for converting the output from electronic traffic counters into valid estimates of average
PM peak hour traffic generated by Boeing on weekdays. This will help the City of
Everett to establish and implement a valid program of traffic monitoring for future
Boeing expansions. Should future Boeing PM peak hour traffic volumes exceed existing
approvals this would also provide a framework for mitigating those potential impacts.
Objectives
Both principal parties,the City of Everett and Boeing, need to have confidence in the
methodology and the reported volumes. The City needs to have confidence that if Boeing
increases traffic,that the methodology will capture that increase. If Boeing is going to
pay the City for future increases,then it should be confident that the increases are real
and not temporary aberrations.
Permanent Boeing Direct Count System
The planned permanent counting equipment will be installed in a joint operation between
Boeing and the City of Everett. Generally, Boeing will provide power to either a new or
an existing pole where traffic counting equipment will be mounted. The City will install
permanent, non-invasive radar-based counting equipment such as Wavetronix units on
the poles. These will be installed at all locations where employee and vendor traffic can
enter or exit from Boeing property on a driveway in City of Everett jurisdiction, forming
a cordon around the Boeing campus.
Definition of Terms
The Boeing PM Peak Hour is the contiguous one-hour weekday PM period between 1:00
to 6:00 PM in which the highest Boeing traffic volumes occur(See Attachment 2).
The Observed Annual Average Boeing Driveway Volume is the average number of
vehicles entering and leaving Boeing facilities in the Paine Field area in the Boeing PM
peak hour, Monday through Friday, including holidays, for each one-year measurement
period.
Count Equipment consists of the actual traffic counting devices as well as the related data
monitoring and analsis software suite installed at Boeing driveways in the City of Everett.
Driveway Count Data are the outputs from the count equipment showing the number of
vehicles entering and leaving all Boeing driveways in 15 minute intervals.
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Annual Measurement Period is the agreed-upon duration for each set of driveway data
points. Each measurement period will be one year in duration, commencing on the date
that the permanent Boeing traffic counting system is deemed operational by the City of
Everett.
The Boeing 1991 Baseline PM Peak Hour Traffic Volume is the number of PM peak hour
trips that Boeing mitigated pursuant to the City of Everett's 1991 Decision Document
which permitted the expansion of Boeing's facilities at Paine Field to build the Boeing
777 aircraft. (See section titled"Confirming the Baseline Amount of 12,315 PM Peak
Hour Trips" and Attachment 1).
The Boeing Current Baseline PM Peak Hour Traffic Volume is the number of PM peak
hour trips that Boeing has already mitigated. Initially this is equal to the Boeing 1991
Baseline PM Peak Hour Traffic Volume (above) but will be raised if the Observed
Annual Average Boeing Driveway Volume exceeds this volume and appropriate
mitigation fees are paid.
Roadway System Peak Period
Recent traffic counts at the screenline locations around the Paine Field subarea show that
there is a three-hour period from 2:00 PM until 5:00 PM in which traffic volumes peak.
Figure 1 shows the outbound hourly volumes at the screenlines, showing a fairly distinct
three-hour system peak period. The biggest effect of Boeing traffic on the overall system
will most likely be during this three-hour period. In measuring the Boeing traffic
volumes, however, it will also be important to confirm the "shoulder"on either side of
the peak period. Thus, in calculating the current Boeing PM Peak Hour Traffic Volume it
will be important to include the total five-hour period from 1:00 PM to 6:00 PM.
Purchase, Installation, Operation and Maintenance of Count
Equipment
Boeing will reimburse the City of Everett for the cost of the counter units,plus one spare
count station system, as well as the related data monitoring and analysis software suite.
Boeing will also reimburse the City of Everett for the cost of a complete wireless
telemetry system which will allow real-time data reporting and system health monitoring,
including the required communications hardware and antenna. The City of Evertt will
install, monitor, operate and maintain the entire system. Boeing will also have real-time
access to the traffic counter data to enable active management of their traffic volumes.
L,.u,e15\ca rnpkdocunientstopened_Prcmi outlook attachment e(T ethodolog})doc
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Figure 1 — Outbound Hourly Volumes at Screenlines
Outbound Hourly Volumes at Screenlines
1400
1200 _. .– _ -- ,`. -.. a..
1000- - -'
c 800
n \ �
.t 600 '__.� _
o' A ® i!E
400-
3
IN AVE
200 - -- —
0
1.00 PM 2 00 PM 3.00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM
Boeing will reimburse the City of Everett for the construction/installation costs including
materials and labor. Typical maintenance labor costs will be borne by the City of Everett.
Boeing will be responsible to reimburse data transmission charges and will supply system
power. Boeing will also be responsible to replace any poles that are damaged or
destroyed, as well as pay to replace any count equipment that has reached the end of their
service life, are damaged or destroyed due to accidents or Acts of God.
Baseline for Assessing Mitigation
In 1991 Boeing was assessed 47.46 million dollars through SEPA to mitigate adverse
impacts on the Paine Field area transportation system for the increases in employment
associated with production of the 777 aircraft.As discussed above,the City and Boeing
have agreed to use driveway counts at Boeing's Paine Field facilities to assess Boeing
traffic volumes. Under this agreement Boeing would be assessed additional mitigation
payments only if the total number of PM peak hour trips generated by its Paine Field
facilities exceeded the number already mitigated by Boeing.
Baseline assessment includes the following:
• The initial Boeing Current Baseline PM Peak Hour Traffic Volume is equal to the
Boeing 1991 Baseline PM Peak Hour Traffic Volume of 12,315 PM peak hour
trips.
• For each subsequent year, if the Observed Annual Average Boeing Driveway
Volume for the current year is lower than the Boeing Current Baseline PM Peak
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Hour Traffic Volume, then no additional mitigation payment would be required,
and the baseline would remain unchanged.
• If the Observed Annual Average Boeing Driveway Volume for the current year is
higher than the Boeing Current Baseline PM Peak Hour Traffic Volume,then
Boeing would make additional mitigation payments of$1,006 for each PM peak
hour trip that exceeded the baseline. This would also increase the Boeing Current
Baseline PM Peak Hour Traffic Volume for future years to the level of the
Observed Annual Average Boeing Driveway Volume for the current year.
Example:
In the current year the Observed Annual Average Boeing Driveway Volume was
11,000 PM peak hour trips. Since this is less than the baseline of 12,315, no
additional mitigation would be required. If next year the Observed Annual
Average Boeing Driveway Volume was 12,500 then Boeing would be required to
mitigate the increase of 185 trips above the baseline (12,500— 12,315 = 185). The
amount of mitigation would be $1,006 times 185 which equals $186,110. The
Boeing Current Baseline PM Peak Hour Traffic Volume would then be 12,500
PM peak hour trips.
Confirming the Initial Baseline
The following provides excerpts from the 1991 DEIS, 1991 FEIS and the City of Everett
SEPA decision document which confirm that 12,315 is the correct amount for the 1991
Boeing Baseline PM Peak Hour Volume.
Figure 2 shows an excerpt from the first page of the 1991 DEIS Executive Summary and
provides the key employment levels assumed in the determination of the impacts of the
Boeing expansion in 1991. Specifically these levels are 18,550 (employement level
assumed in Boeing's previous approval in 1978)and 33,500 (maximum employment
level assumed for approved expansion). These employment levels were important for
determining the total new PM peak hour trips generated which was the basis for the
determination of the mitigation amount. In 2001 Addendum#7 raised the maximum site
employment level to 35,000 but no additional traffic analysis was conducted and no
additional mitigation was provided at that time.
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Figure 2—DEIS Section 1.1
Chapter 1
EXECUTIVE SUMMARY
1.1 INThODUCTION
An Environmental Impact Statement (EIS) was done for the Boeing Master Plan expansion in
1978. The total employment estimated for that EIS was 18,550. The current employment on
site is approximately 24,000. Employment on the site for the Proposed Action is estimated at
33,500. The analysis in this DEIS evaluated traffic impacts resulting from new employment
growth due to the Proposed Action. It also considers traffic impacts resulting from previous
growth in employment that accounts for the amount in excess of the 18,550 identified in the
1978 EIS.
DEIS Section 1.41 shown in Figure 3 states that the Proposed Action would add 9,500
workers. The Proposed Action is the expansion to 33,500 employees upon which the
analysis was based, the approval by the City was granted, and the mitigation of$47.46M
was assessed. The 9,500 amount cited in Figure 3 is derived by subtracting the assumed
1989 employment level (24,000) from the assumed maximum 1995 employement level
for the Proposed Action (33,500).
DEIS Section 1.42 shown in Figure 3 indicates that the Proposed Action would increase
the Boeing PM peak hour traffic volume to 12,300 trips. This is the same amount
(rounded off) as the 12,315 amount found in Table 11 of Section 4.2.2 of Boeing's 1991
EIS.
Figure 3—DEIS Section 1.4.1 & 1.4.2
1.4 IMPACTS OF THE PROPOSED ACTION
1.4.1 Background
The Proposed Action would add approximately 9,500 workers to the Boeing Everett site. It
would generate an additional 16,600 daily vehicle trips. It would also generate parking demand
and additional riders for public transportation.
1.4.2 Vehicle Traffic
The Proposed Action would increase the Boeing p.m.peak period traffic volume in 1995 from
9,400 to 12,300. These new trips combined with general background increases in traffic by
1995 would result in a substantial increase in traffic congestion. Almost all major roadways in
the project vicinity would operate at unacceptable levels. Commute traffic through neighbor-
hoods would increase sharply.
Draft 7/27/2018 10
Figure 4 provides a snapshot of Table 11. The table shows that for the 1995 Proposed
Action with 33,500 employees, the PM peak hour trips would be 2,700 inbound and
9,615 outbound, which added together results in 12,315 total PM peak hour trips.
Figure 4-DEIS Section 4.2.2 & Table 11
4.2.2 Traffic volumes
Trip generation rates are assumed to follow current patterns. Because of the increase in site
employment,there would be a substantial increase in the tips generated,as shown in Table 11.
Note that because of a decrease in employment in the year 2000,there could be a slight decrease
in trip generation as compared to 1995.
Table 11
TRIP GENERATION-PROPOSED ACTION-BOEING PEAK
Number of Trips
Number of (mbound/outbound)
Employees
AM Peak PM Peak Daily
1978 EIS 18,550 4,510/560 1,49015,325 36,830
1989 Peak Employment 25,660 6,235/775 2,06517,365 50.950
1995 Proposed Action 33,500 8,150/1,010 2,700/9,615 66,575
2000 Proposed Action 32,000 7,780/960 2,575/9,185 63,595
Note also that Section 1.4.2 shown in Figure 3 above cites 9,400 current trips which is a
rounding of the 9,430 calculated for 1989 peak employment from Table 1 1 (2,065 +
7,365 = 9,430).
Figure 5 provides a simplification of the key PM peak hour trip numbers with totals
shown.
Figure 5-Summary of PM Peak Hour Trips from Existing Environmental Reviews
PM Peak-HourTrips(PHT)
Number of PM PHT PM PHT PM PHT
Employees Inbound Outbound Total
1978 EIS 18,850 1,490 5,325 6,815
1989 Peak Employment 25,660 2,065 7,365 9,430
1995 Proposed Action 33,500 2,700 9,615 12,315
2000 Proposed Action 32,000 2,575 9,185 11,760
Though the 2000 Proposed Action with employment of 32,000 is shown in Table 11, for
the purpose of analysis 33,500 was used.
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Figure 6—DEIS Attachment M Transportation Facts and Assumptions
• Total Boeing Everett employment in late 1989 was 25,660. This figure was used in
analysis because it represented the most comprehensive employment data available at the
time this study was undertaken. Other studies supporting this report used 24,000 as the
existing site employment. The total employment estimate for the 1978 Master Plan was
assumed to be 18,550.
• Maximum employment under the Proposed Action was assumed to be 33,500 in 1995.
The project description assumes that the population would decrease to 32,000 in 1996
through 2000. However, for the purposes of analysis, the 33,500 is assumed to be
constant.
On July 3, 1991 the City of Everett issued its Decision Document stating that the
"adverse environmental impacts which this Document addresses were identified in the
DEIS on the Boeing proposal issued on April 15, 1991, as updated, expanded and
clarified in the FEIS issued on June 24, 1991." It further states that these impacts did not
warrant denial of the proposal, but "did provide the basis for the mitigating measures" set
forth in the Decision Document. Figure 7 shows a snapshot of the first paragraph of the
Decision Document with these statements.
Figure 7—City of Everett Decision Document - 1't Paragraph
THE DECISION OF THE CITY OF EVERETT
Imposing Mitigation Pursuant to SEPA
on the Expansion of the
Boeing/Everett Airplane Manufacturing Facility
I. DECISION ISSUED RESPONSIVE TO SEPA REQUIREMENTS
This Decision Document has been prepared and is issued by the City of Everett's Director of
Planning and Community Development who is identified under Everett Ordinance 1348-87 as
the Responsible Official designated to exercise the City's substantive SEPA authority. This
Document has been prepared responsive to the requirements of RCW 43.2 IC.060,WAC 197-11-
660,and Everett Ordinance 1348-87. The adverse environmental impacts which this Document
addresses were identified in the DEIS on the Boeing proposal issued on April 15, 199I, as
updated,expanded and clarified in the FEIS issued on June 24, 1991. These impacts, in the
judgment of the Responsible Official,did not warrant denial of the proposal under WAC 197-11-
660(2)but did provide the basis for the mitigating measures set forth in Sections V through VII.
The FEIS issued on 6/24/1991 resulted in no changes to the estimate of 12,315 new PM
peak hour trips expected to be generated by the Proposed Action. A snapshot of Table
3.10-1 is shown in Figure 8. It shows for the Proposed Action 2,700 inbound and 9,615
outbound PM peak hour trips which added together is 12,315.
Draft 7/27/2018 12
Figure 8 — FEIS Table 3.10-1
Table 3.10-1 Trip Generation-Boeing Peak
(Proposed Action)
Number of Trips
(inbound/outbound)
Number of AM Peak PM Peak Daily
Employees
1978 EIS Projected 18,550 4,510/560 1,490/5,325 36,830
1995 Proposed Action 33,500 8,150/1,010 2,700/9,615 66,575
3-68
The FEIS also clarifies the possible confusion over the"current" employment levels
(24,000 or 25,660?). Figure 9 provides a snapshot of an "errata" in the Transportation
section of the FEIS which amends Table 11 of the DEIS to show 24,000 as the current
level.
Figure 9—FEIS Errata amending DEIS Table 11 (Figure 4 Above)
64 Table 11 Second row. ReplaceEmployment""1989 Peak Em ment" with "Current
Y
Employment." Across from this, in the column labeled "Number
of Employees," change 25,660 to 24,000.
Conclusion on Baseline
The Decision Document indicates that the adverse environmental impacts were identified
in the 1991 DEIS and FEIS. The 1991 DEIS indicates that the total number of PM peak
hour trips upon which the transportation analysis for the proposed action was based was
12,315. The June 24, 1991 FEIS reiterated this amount. The Decision Document
implicitly approved the proposal on the basis of mitigating the adverse impacts (i.e.,the
12,315 trips). Boeing was assessed $47.46 million dollars to mitigate traffic impacts,
expanded its facilities at Paine Field, and went into production of the Boeing 777 aircraft.
Any future expansions will be evaluated against the baseline of 12,315 PM peak hour
trips. Preliminary evidence from Boeing (see Attachment 1) suggests that the Current
Boeing PM Peak Hour Volumes are less than 12,315. However,this cannot be confirmed
until a permanent driveway counting system has been operational and the first one-year
measurement period has been completed.
Note that the analysis and approval were based on the timing of the Boeing PM Peak
Hour from 2:30 to 3:30 PM (see Attachment 2). Preliminary evidence from analysis by
Boeing(also see Attachment 1), suggests that the Current Boeing PM Peak Hour is
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occurring earlier than the 2:30 to 3:30 Boeing PM Peak Hour determined in 1991. Once
again,this cannot be confirmed until the first results have been tabulated for the
permanent counting system.
If the results of the permanent driveway counting system are consistent with Boeing's
preliminary review(Attachment 1)they would be consistent with findings of a 2012
review of traffic volumes and capacities at 19 screenline locations in the SW
Everett/Paine Field Subarea. This review found lower PM peak hour volumes than
forecast in 1996 (see summary in the next section in this report).
Accordingly, Boeing may be able to expand employment at its Paine Field facilities
without exceeding the 12,315 trip baseline, provided that the Boeing PM Peak Hour does
not shift later than 2:30 to 3:30 PM. If we assume that Boeing is currently at its 2001
approved maximum employment level of 35,000 and based on the preliminary Boeing
data of 9,570 Boeing peak trips,the Boeing facilities could potentially add over 9,400
employees if the City monitoring system is consistent with the preliminary Boeing counts
and within the SW Paine Field FEIS monitoring levels'.
1996 Planned Action Traffic Volumes and Capacities Review
In 1996,the City of Everett completed a Planned Action for the SW Everett/Paine Field
Subarea. The transportation analysis used in the environmental documents (EIS) for this
Planned Action demonstrated that by 2030 the subarea, with certain transportation
improvements, could accommodate increased traffic volumes associated with Subarea
employment level growth to 83,000 employees.
The transportation methodology was based on a subarea cordon with 19 screenline
locations. Three alternative levels of employment growth were used to forecast daily trip
volumes and impacts for 2015 and 2030. The daily volumes at screenline locations were
converted to peak hour, peak direction volumes using standard traffic engineering
assumptions. These peak hour,peak direction volumes were compared to the roadway
capacities at each of the screenlines to compute volume to capacity ratios (V/C).
The volumes and capacities for the 19 screenline locations were aggregated to compute
an overall cordon PM peak hour V/C ratio. The approved EIS transportation analysis
forecast that the overall cordon V/C ratio would be 1.0 in 2030 with the recommended
high growth alternative of 83,000 employees and with the construction of a set of
capacity improvements (paid for with a combination of mitigation fees, grants and city
funds)to the road system.
In 2012 a review of the current capacities and traffic volumes at the 19 screenline
locations in the cordon was conducted. The analysis found that current daily volumes for
If 33,500 employees generate 9,570 peak hour trips,the rate is about 0.29 trips per employee during the
Boeing PM Peak Hour.Potentially Boeing could add another 2,745 peak hour trips before reaching the
baseline of 12,315.At 0.29 trips per employee,it would take another 9,466 employees to reach the 12,315
total.
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the screenlines match the 2015 medium-growth forecast almost exactly. An estimate of
current employment for the Subarea is also consistent with the 2015 medium-growth
forecast.
However, even though daily volumes have increased as expected,the peak hour,peak
direction volumes have increased significantly less than forecast. This result is caused by
a much greater spreading of the PM peak period than forecast. In addition,the directional
splits were more even than forecast and the amount of mode shift is slightly more than
forecast. All of these factors mean significantly higher employment growth can be
achieved before exceeding the approved 1.0 V/C ratio for the critical PM peak hour.
These results can help inform decisions on possible future increases in employment levels
in the Planned Action Area.
Based on the 1996 approved assumptions and the 2012 traffic analysis, some revised
employment/trip projections can be made for 2030. They show that:
• With the existing levels of peak spreading, mode share and directional split, an
aggregated cordon peak hour V/C ratio just less than 1.0 could be achieved with a
Subarea employment level of 88,000 (5,000 employees more than the 2030 High
growth alternative).
• With a level of mode shift consistent with the regional travel demand model, a
V/C just less than 1.0 could be achieved with 93,000 employees (10,000
employees more than the adopted 2030 High growth alternative).
• With additional outbound travel lanes on the two most congested screenline
locations(SR 526 and Glenwood Ave.) or similar capacity improvements, a V/C
of less than 1.0 could be achieved with 98,000 employees, an increase of 15,000
over the High growth alternative.
The most conservative analysis appears to allow for an additional 5,000 employees in the
Subarea above the approved high growth forecast. These additional 5,000 employees
could be allocated to developments on a first-come, first-serve basis,provided that the
trip-production thresholds identified in the 1996 EIS are not exceeded. These thresholds
could require additional analysis and/or mitigation from any development with more than
50 employees per developable acre or that generates more than 25 new PM peak hour
trips per developable acre.
Allocation to the Subarea of between 5,000 and 10,000 additional employees would
require a slight mode shift consistent with the regional model forecasts. Though the
amount of shift required is consistent with existing travel trends and forecasts, there
would need to be monitoring to demonstrate that the modal shift and travel patterns are
consistent with the forecasts to allow 5,000 to 10,000 additional employees in the
Subarea. This monitoring would consist of new traffic counts at all of the screenline
locations and review of V/C ratios at least every two years.
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Allocation to the Subarea of between 10,000 and 15,000 additional employees would
require the construction of transportation improvements to increase the capacity at the
screenlines. The construction of additional capacity on SR 526 would probably provide
the best accommodation for significant employment increases (up to 15,000) in the SW
Everett/Paine Field Subarea.
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FINAL
ADDENDUM NO. 19 TO THE
1991 BOEING EVERETT MITIGATION
DECISION DOCUMENT
SEPA#17-009
APPLICANT: The Boeing Company
Attn: Todd Haberlack
P.O. Box 3707 MS: OH-13
Seattle, WA 98124-2207
PROJECT LOCATION: 3003 W Casino Rd.
Everett, WA 98204
Lead Agency: Community, Planning and Economic Development
City Contact: Teresa Weldon Phone: (425) 257-8731
DESCRIPTION OF THE PROPOSED ACTION:
The proposed action is an amendment to the Decision Document to eliminate the cap of 21,000
on-site parking stalls and the cap of 35,000 employees at the Everett Boeing main site in
exchange for the implementation of a direct vehicle traffic counting system called the "Direct
Count Program". The City of Everett and Boeing will jointly participate in this program to
provide direct counting of vehicle traffic at all entrances to Everett Boeing's Main Site and
Flightline.
The data generated will be compared with baseline data from the 1991 Master Plan EIS to
evaluate actual trip generation. To date, Boeing has paid for 12,315 PM Hour Peak Trips. For
each new PM Peak Hour Trip above the approved baseline traffic volume, Boeing shall pay a
traffic mitigation fee calculated in accordance with the traffic mitigation ordinance in effect for
the Boeing Everett site at the time of calculation. Upon payment of this traffic mitigation fee, a
new baseline traffic volume shall be set equal to the sum of the old baseline traffic volume and
the newly mitigation PM Peak Hour Trips. By implementation of this program, the future
observed annual traffic counts will be the determining factor in whether traffic mitigation fees
shall be due.
As an example, for PM Peak Hour Trips above 12,315, Boeing would pay$1,006 per new PM
Peak Trip per the SW Everett Subarea Plan, or pay the current traffic mitigation fee (currently
$2,400 per new PM Peak Trip or as adjusted per inflation) if the SW Everett Subarea Plan has
been retired or revised.
BACKGROUND:
CD 2930 Wetmore Avenue, Suite 8-A,Everett,WA 98201-4044 le (425)257-8731,Fax(425)257-8742
The Decision of the City of Everett Imposing Mitigation Pursuant to SEPA on the Expansion of
the Boeing/Everett Airplane Manufacturing Facility ("Decision Document") was issued on July 3,
1991, and revised by City Council Resolution No. 3528, September 18, 1991. Addendum No. 7
of the Decision Document, issued on February 1, 2001, required a cap of 21,000 on-site parking
stalls and a cap of 35,000 on-site employees.
Boeing and the City acknowledge the need for an updated system to the Decision Document to
pay for actual traffic impacts as the Boeing facility changes and grows. Implementation of this
new program will better track and mitigate for the actual increase in trip generation and
require payments of mitigation traffic fees if the trip generation exceeds the amount for which
Boeing has already paid mitigation. It is anticipated that this system will provide a more
effective way for Boeing and the City to manage traffic impacts than the current system of
limitations on the amount of on-site parking spaces and employees.
Boeing has submitted the following documents related to this amendment:
• Environmental Checklist prepared on 3/23/2017
• Attachment A- Map showing Boeing Main Site and access point vehicle counting
locations
• Attachment B- Final Cost Estimate for the Direct Count Program
• Attachment C-A draft traffic study titled, "Proposed Methodology to Evaluate Boeing
Driveway Counts for Determination of Mitigation Payments,"dated November 2013 by
Gibson Traffic Consultants Inc.
The City has reviewed the materials above and has accepted the general methodology.
THE AGREEMENT:
An agreement has been signed by the City of Everett and Boeing. The agreement titled,
"Direct Count Program Agreement" is attached to this decision document.
CONSISTENCY WITH MODIFICATION CRITERIA IN BOEING MASTER DEVELOPMENT PLAN
Article VIII.E of the Decision Document addresses modifications to the Boeing Master
Development Plan. In order for the City to determine whether a proposed change is minor or
major, the plan contains three review criteria. This section states:
A change shall be considered to be major when one or more of the following is
found:
1. The change is in substantial conflict with a condition imposed in this Decision Document,
such as major modification of an on-site TDM provision, or reduction of required wetland
protection;
2
Finding: The change would implement a new way to mitigate for traffic impacts.
Implementing the Direct Count Program would track the actual PM Peak Hour Trips
Boeing is generating regardless of employee count or on-site parking. Boeing will be
required to mitigate for traffic increases beyond what they have already paid mitigation.
The number of employees at any given moment is difficult to track and an increase in
employee levels may or may not impact the amount of vehicular traffic that is
generated, especially as current or new transportation options are developed and
improved in the future. Changing the methodology to counting actual traffic to the site
will ensure that Boeing will mitigate for actual trip generation.
Any new parking lot construction on the Boeing property will require a review for
consideration of impacts on surface water, critical areas and land use. No new parking
lot construction is proposed at this time.
2. The change will substantially and negatively affect an adjoining property in a manner
not addressed in the EIS and this document.
Finding: By implementing the Direct Count Program, traffic will be counted on a
continuous basis with quarterly reporting, and if PM peak hour trips go over the
baseline, traffic mitigation fees will be due. The change should not substantially or
negatively affect an adjoining property, as increases in traffic to the Boeing site will be
mitigated by traffic mitigation fees.
3. The change will result in a major increase in offsite impacts, such as traffic or noise, not
analyzed, where appropriate, and mitigated in this review process.
Finding: The proposed change is not project specific and it will not generate additional
traffic, noise or other impacts that have not already been analyzed in the 1991 EIS.
Conclusion: The proposed modifications to the Mitigation Decision Document are
minor for the reasons stated above. The changes:
• Are not in substantial conflict with any conditions in the Decision Document;
• Will not substantially and negatively affect an adjoining property; and
• Will not result in a major increase in offsite impacts.
MITIGATION MEASURES: The environmental impacts of this proposal are documented in the
Environmental Checklist and other information on file with the City. The listed requirements
are placed in response to our review of this information:
MITIGATION OF ADVERSE IMPACTS BY SEPA:
3
1. The Applicant shall participate in the signed agreement with the City in the
establishment and operation of the "direct count" traffic counting program. Please
refer to the Agreement in Exhibit 1 and Attachment C, "Proposed Methodology to
Evaluate Boeing Driveway Counts for Determining Mitigation Payment." (SEPA Earth,
Land and Shoreline Use Policies).
The lead agency for this proposal has determined that it does not have a probable significant
adverse impact on the environment. An Environmental Impact Statement is not required under
RCW 43.21C.030(2)(c). This determination assumes compliance with State law and City
ordinances related to general environmental protection including but not limited to right-of-
way improvement requirements, drainage, etc. This decision was made after review of a
completed environmental checklist and other information on file with the lead agency. This
information is available to the public on request. This Addendum is specifically conditioned on
compliance with the conditions attached hereto which are incorporated by reference as if fully
set forth herein.
This Addendum is issued under 197-11-625. The City as the lead agency has determined
that significant adverse environmental impacts are unlikely; however, additional conditions are
necessary in order to avoid potential future impacts.
The public comment period is closed. No comments were received during the comment period.
Responsible
Official: Allan Giffen, Director Phone: (425) 257-8731
Title: Planning Division Responsible Official
Address: 2930 Wetmore Avenue, Suite 8-A, Everett, WA 98201
Date: /2 - - le
Signature:
g .-,
Appeal Process: You may appeal this determination by filing an appeal on forms provided by
the Planning Department and a fee to the Planning/Community Development Permit Services
Counter at 3200 Cedar Street, 2nd Floor, no later than 14 days from the date of this decision.
Contact Teresa Weldon to read or ask about the procedures for SEPA appeals.
NOTE: A DNS or addendum may be withdrawn in the event of significant changes in the
proposal, disclosure of new significant information, misrepresentation by the
applicant, or failure to comply with the conditions upon which this SEPA
Addendum is predicated.
4