Report on feasibility study for public access to waterfront City of Edmonds, Washington

[From the U.S. Government Printing Office, www.gpo.gov]

1--AEPORT ON
Feasibility Study For
Public Access To Waterfront

F'-',1..jN,,/ICDN0S, WASHINGTON

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June 1977

HT kEiD, MIDDLETON AND ASSOCIATES, INC.
168 AL \ d,!GINEERS a SURVEYORS * PLANNERS
.E35 Aft'4 tuMONI)S, WASHINGTON 98020
R46
1977

R E P 0 R T 0 N

FEASIBILITY STUDY FOR PUBLIC ACCESS TO WATERFRONT

CITY OF EDMONDS, WASHINGTON

MAYOR
-oz- a ry

H. H. Harrison

CITY COUNCIL

Dr. Robert Anderson Phil Clement Michael Herb
Tom Carns Max Gellert John Nordquist
Raymond Gould

PLANNING COMMISSION

Richard Dixon Keith LaBelle Fred Ross
Dr. C. Richard Goodhope John McGibbon Ray Sittauer
Laura Hall Lawrence Naughten Valina Walker

SHORELINES MANAGEMENT ADVISORY BOARD

Fremont Case George Grant Gordon Rosier
Elizabeth Sears Marie King Captain Floyd Smith
Jerry Geschke Bob Pantley Sara Whitmore

PREPARED BY

Reid, Middleton & Associates, Inc.
Engineers . Surveyors . Planners
324 Main Street, Edmonds, Washington
Larry Bailey Architectural Consultant
U . S - DEPARTMENT 0:: COMMERCE KIOAji,
COASTAL SERVICES CE:NTER
JUNE 1377
2234 SOUTH HOBSON AVENUE
CHARLESTON , SC 29405-24 13
ACKNOWLEDGEMENT

The preparation of this report was financially aided through a grant from
N the Washington State Department of Ecology with funds obtained from the
National Oceanic and Atmospheric Administration, and appropriated for
Section 306 of the Coastal Zone Management Act of 1972.

A B S T R A C T 0 F R E P 0 R T

Hereinafter is the report on a study authorized under a service

contract issued by the City of Edmonds on February 28, 1977, pursuant to a

grant-in-aid from the Washington State Department of Ecology (Contract No.

306-12A, 1976-77) with funds obtained from the National Oceanic and Atmospheric

Administration, and appropriated for implementation of Section 306 of the

Coastal Zone Management Act of 1972.

The study was made of approximately one mile of waterfront contiguous

to central Edmonds and comprising the most accessible, usable and developable

waterfront area of the City, with the object of evaluating the feasibility of

implementing public access to, and enjoyment of the waterfront through develop-

ment of a public waterfront walkway. The study was thorough and detailed, and

included the following:

(1) Study'scope and design concepts were developed and discussed

with City staff. A requirement was established for usability of walkways by

handicapped persons in wheelchairs.

(2) An inventory was made of existing physical conditions, owner-

ships, improvements, points and features of interest, potential walkway routes,

inherent problems and difficulties, present usage, land classification and

zoning.

(3) Representative photographs were taken throughout the entire

length of the waterfront and included in the study.

(4) Alternative walkway routes and designs were conceived and

evaluated, and a conceptual master plan was developed and portrayed on an

especially prepared aerial map.

(5) Study findings and conceptual plans were presented and

discussed in public meetings before the Edmonds Planning Commission and City

Council.

(6) Detailed descriptions and preliminary estimates of walkway

development costs were prepared for the entire lengths of all walkways, by

selected increments.

The study in depth disclosed the following:

(1) The Edmonds waterfront is uncommonly rich in features and

activities of interest, and in potential opportunity for public enjoyment thereof,

which can be brought to fruition and enhanced by establishment and development

of an integrated public waterfront walkway.

(2) Throughout the greater part of the waterfront area under

study, public walkway routes can be estab)ished with little cost or difficulty

by reasons of extensive present public ownership,and existence of a very sub-

stantial amount of pave.d walkways previously constructed by others along the
master plan route. However, immediately south of the ferry dock, on the

recommended walkway route, existing developments on two privately owned tide-

land tracts create obstacles to development of a public waterfront walkway at

those points without high cost and possible litigation. A practicable program

perhaps may best consist of phase construction, with initial phases establishing

and improving the master plan walkway from its southerly terminus at the City-

leased Union Oil Company Beach, northerly a distance of 3,700 feet to the north

property line of the City-owned Senior Center, which is deemed an essential

station on the comprehensive waterfront walkway development, and is situated

immediately south of the two troublesome privately-owned tideland tracts.

Development of the remaining gap in the walkway between the Senior Center and

the ferry dock then might be deferred until a more opportune time.

The report recommends that the City adopt the recommended Master Plan

for a public waterfront walkway in Ed monds, and undertake to consummate the

plan as rapidly as the City's financial structure may permit, commencing with

the southerly portions of the route, where substantial distances of paved

public walkways can be incorporated into the Master Plan at minimal cost.

T A B L E 0 F C 0 N T E N T S

Page
A. INTRODUCTION
1. Authorization . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Study Objective and Concept . . . . . . . . . . . . . . . . . . 1
3. Scope of Study . . . . . . . . . . . . . . . . . . . . . . . . 2

B. DESCRIPTION OF STUDY
1. Inventory of Existing Conditions
a. Inventory Basis . . . . . . . . . . . . . . . . . . . . . . 2
b. Waterfront Base Map . . . . . . . . . . . . . . . . . . . . 2
C. Illustrative Photographs . . . . . . . . . . . . . . . . . 3
d. Inventory of Waterfront Conditions
(1) Leng'th of Shoreline Included . . . . . . . . . . . . . 4
(2) Topographic Conditions . . . . . . . . . . . . . . . . 4
(3) Soils and Hydrography . . . . . . . . . . . . . . . . 5
(4) Historical Development and Use . . . . . . . . . . . . 5
(5) Present Ownership . . . . I. . . . . . . . . . . . . . 6
(6) Present Land Use Zoning . . . . . . . . . . . . . . . 7
2. Identification of Design Concepts . . . . . . . . . . . . . . . 8
3. Development of Waterfront Walkway Master Plan
a. General . . . . . . . . . . . . . . . . . . . . . . . . . . 9
b. Detailed Description of Walkway Stationing
(1) Origin Point for Main Walkway Stationing . . . . . . . 9
(2) Main Walkway Increment Sta. 0 to 145 m. . . . . . . . 10
(3) Main Walkway Increment Sta. 145 m. to 220 m. . . . . . 10
(4) Auxili'ary Walkway "L .. . . . . . . . . . . . . . . . . 11
(5) Main Walkway Increment Sta. 220 m. to 300m. . . . . . 11
(6) Main Walkway Increment Sta. 300 m. to 365m. . . . . . 13
(7) Main Walkway Increment Sta. 365 m. to 450m. . . . . . 14
(8) Main Walkway Increment Sta. 450 m. to 480 in . . . . . . 15
(9) Main Walkway Increment Sta. 480 m. to 605m. . . . . . 17
(10) Main Walkway Increment Sta. 605 m. to 650m. . . . . . 22
(11) Auxiliary Walkway "A" (Fishing Pier) . . . . . . . . . 22
(12) Main Walkway Increment Sta. 650 m. to 930 m . . . . . . 23
(13) Auxiliary Walkway "B" (Public Observation Deck) .'. . 24
(14) Main Walkway Increment Sta. 930 m. to 1065 m. . . . . 24
(15) Auxiliary Walkway "C .. . . . . . . . . . . . . . . . . 25
(16) Auxiliary Walkway "F" - ' ' * '' ' * , , * " , , * , 26
(17) Main Walkway Increment Sta. 1065 m. to 1160 m . . . . . 26
(18) Main Walkway Increment Sta. 1160 m. to 1340 m . . . . . 27
(19) Main Walkway Increment Sta. 1340 m. to 1450 m . . . . . 27
(20) Main Walkway Increment Sta. 1450 m. to 1490 m . . . . . 27

C. CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

D. RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 31

E. APPENDIXES
Appendix "A"
Appendix "P"

PROJECT MAP

R E P 0 R T 0 N F E A S I B I L I T Y S T U D Y F 0 R

P U B L I C A C C E S S T 0 T H E W A T E R F R 0 N T

C I T Y 0 F E D M 0 N D S, W A S H I N G T 0 N

A. INTRODUCTION

1. Authorization

This document with its attachments constitutes a report on a study

authorized under a service contract issued February 28, 1977 by the City of

Edmonds. The preparation of the report is being financially aided through

a grant from the Washington State Department of Ecology (Contract No. 306-12A,

1976-77), with funds obtained from the National Oceanic and Atmospheric Ad-

ministration, and appropriated for implementation of Section 306 of the Coastal

Zone Management Act of 1972. The study is being administered by the City of

Edmonds Department of Community Development, E. Joseph Wallis, Director, and

Ms. Noelle Charleson, Study Project Manager.

2. Study Objective and Concept

The stated purpose of the study project is "to assess the feasibility

and methods for providing access to the waterfront, as the first step to imple-

ment the goal and policies of the 'Public Access' section (pages 8 a nd 9) of

the Shoreline Master Program adopted for the City of Edmonds In recognition

that three City parks now exist on the central Edmonds waterfront, and that

a substantial additional amount of central Edmonds waterfront property also is

now owned by the Port of Edmonds, the City Planning Department deqided that

further implementation of public access to the waterfront might now be achieved,

by construction of a public waterfront walkway, if found to be practicable, to

extend from the State Ferry landing southerly to the Union Oil Company beach.

Instructions therefore were given to the Consultants, following their employment,

to pursue the study with this concept in mind.

3. Scope of Study

In an initial study-orientation conference between the City's Study

Project Manager and the Consultant, it was agreed that the study should consist

of five components, as follows:

(1) Statement of objective.

(2) Inventory of existing conditions.

(3) Identification of various design concepts, for review by

appropriate pub] ic bodies.

(4) Preparation of specific alternatives (to consider such aspects

as costs, points of historic interest, public view/vista locations, etc.).

(5) Evaluation of alternatives prepared under (4), and a statement

of findings and recommendations.

B. DESCRIPTION OF STUDY

1. Inventory of Existing Conditions

a. Inventory Basis

The writer has been actively involved with activities on the Edmonds

waterfront for nearly 30 years including responsibility over the planning and

design of a substantial part of the waterfront improvements now existing. The

familiarity thus gained, together with office research and mapping, and a number

of objective inspection trips conducted on foot along the waterfront during the
course of this study, taking notes and photographs, have provid'ed the basis for

the inventory presented herein.

b. Waterfront Base Map

Preparation of a suitable base map of the Edmonds waterfront was

prerequisite to the recording, evaluation and portrayal of waterfront data, and

for development, analysis and portrayal of alternative public access plans.

After some research, a selection was made of a base map prepared photographically

from aerial vertical photographs, taken in 1976, and reproduced on transparent

mylar to a scale of W = 100' for use in the present study. On this base map

now have been superimposed various pertinent data including the following:

(1) Inner and outer harbor lines.

(2) Property lines (including meander line where pertinent).

(3) Identification of private and public ownerships.

(4) Identification of various pertinent physical features.

(5) Outline of the Edmonds Fishing Pier, which now is under final

design and scheduled for construction during this coming fall and winter.

(6) Recommended optimum walkway routes, and available alternate

routes.

(7) The location of public restroom facilities, existing or

scheduled for the near future.

(8) Reference points along the recommended and alternative routes,

for clarity in narrative descriptions and discussion, and for identification

of camera stations for photographs taken for inclusion in this report. Basi-

cally, these reference points represent the approximate distance in meters

(from the proposed most northerly end of the recommended public walkway route)

to each point along the walkway which is deemed pertinent to the study.

For the base map to portray its basic features and-superimposed

data with proper detail and clarity, it could not well be reproduced at a

scale smaller then I" = 100'. The resultant map length requires that it be

multi-folded for binding in the report document.

C. -Illustrative Photographs

A substantial number of selected photographs taken of the Edmonds

waterfront during this study have been reproduced for inclusion in this report

as Appendix "I"'. Date depieting the location at which each photograph was taken.

the direction of sight, and the subject nature of each photograph is set forth

in tabular form on sheets facing each corresponding photograph page. A color-

slide presentation also has been prepared of the Edmonds waterfront and the

proposed waterfront walkway project, and was shown at the public hearings on

this project by the City Planning Department and by the City Council. This set

of slides will be kept available for use by City Staff or others engaged in study

or planning, should they be desired.

d. Inventory of Waterfront Conditions

(1) Length of Shoreline Included. The length of waterfront for

which a detailed inventory has been prepared is that which falls within the

limits of the aerial-base map included in this report. The straight-line

longitudinal distance is approximately 1500 meters (492 0 feet), extending from

a point approximately 220 meters (720 feet) northerly of the shore end of the

Main Street ferry dock southerly past the Port of Edmonds boat harbors to the

point of intersection of the Union Oil Company fuel line pier with the present

high tide beach line. This encompasses the present substantially developed,

actively utilized and readily accessible waterfront of downtown Edmonds, whIch

is the focus of interest of this study.

(2) Topographic Conditions. This length of waterfront is one of

the rare shoreline locations between Seattle Harbor and Mukilteo which possesses

the following attributes:

(a) Contiguous uplands gently sloping downward to beach level,

without upland bluffs at the shoreline. 0

(b) Significant usable uplands seaward of the main line rail-

way tracks (BNRR) with convenient street access.

Both to the north and to the south the uplands rise to form a

steep bank along the waterfront, at the base of which the main line railway

tracks are constructed on a riprapped road bed just above storm wave height.

(3) Soils and Hydrography. In general, the soils of uplands and

beaches westerly of the main line railway tracks consist of water-deposited

sand, with sotne gravel content. Southerly of the Ferry landing, this sand

condition extends seaward into deep water. However, northerly of the Ferry

dock, increasingly greater portions of the active tidal areas of the beach

consist of exposed cobble-size and larger stones and gravel, with sand bars

occurring at about the line of extreme low tide.

(4) Historical Development and Use. Early in this century, Edmonds

was developed predominately as a town of waterfront mills and supporting commer-

cial activities and residences. It is understood that a majority of these

mills were shingle mills, cutting their own bolts from first growth cedar logs

rafted to the waterfront. One of the last of these mills was the Quality Shingle

Mill, now the site of the Edmonds Senior Center. The proprietor of that mill

until its closure was E. R. Scott of Sunset Way in Edmonds, who thereafter for

a number of years served as Edmonds Postmaster. He was the first-president of

Edmonds Port Commission, and served in that capacity for about twenty-five years,

until leaving that post in 1973.

As unfavorable economic conditions caused shutdown of the

Edmonds waterfront mills, a number of sites were redeveloped into commercial

boathouses, with marine railways for launching of rental boats. Other mill

properties were broken up for sale as waterfront residential lots. Later,

with the decrease in salmon in Puget Sound, and with the birth of strong

public interest in privately owned pleasure boats, a majority of the commer-

cial boathouses were forced to close, at about the same time that public agencies

became legally and financially able to embark upon waterfront acquisition and

development. These circumstances have led to the present situation of pre-

dominately public ownership of the waterfront of downtown Edmonds.

(5) Present Ownership. The trend to public acquisition and owner-

ship of waterfront properties commenced (a) by formation of the Edmonds Port

District in the early 1950's, its acquisition of the ferry landing site as a

vehicle for State of Washington acquisition, improvement and operation of the

theretofore privately-owned ferry system, and the Port's continuing program

thereafter for land acquisition and development of boat harbors and related

marina facilities and supporting activities, and (b) by an expanding program

of the City of Edmonds for acquisition and development of waterfront beaches

and parks. At the present time, very little private ownership remains on the

downtown Edmonds waterfront westerly of the Burlington Northern Railway Company

main line tracks, and an even lesser proportion of the private ownership in-

cludes beach or tidelands. Present beach and tideland ownership is indicated

by the tabulation which follows:

Location of Waterfront Parcel Present Owner

From Ferry landing northerly 2,400t feet, City of Edmonds
or 730 m., to vicinity of Casper Street (Brackett'Landing Beach)
From Ferry landing southerly 250� feet, i Anderson Boat Works
or 76 m. (Private Tract No. I on map).

From Anderson Boat Works southerly Mays, Mays, Dove
180t feet, or 54.86 m. (Former Merry Tiller Co.
Plant Site)

From Merry Tiller Co. plant site City of Edmonds
southerly about 280 feet, or 85 m. (Senior Citizen Center)

From Senior Center South about 100 Nelson Apartments
feet, or 30.50 m. (See Private
Ownership No. 3 on map)

From Nelson Apartments southerly City of Edmonds
about 410 feet, or 125 m. (City Beach)

From City Beach southerly about Port of Edmonds
1130 feet, or 344.4 m. (North Harbor & Mid-Harbor)

Location of Waterfront Parcel (Cont.) Present Owner

A boat launch access strip 50 feet, or Boat Loft, Inc.
15.24 m. wide (See Private Ownership
No. 4 on map).

From Boat Loft access strip southerly Port of Edmonds
about 1230 feet, or 375 m., to north (South Harbor)
linetof Union Oil Co. property.

About 450 feet, or 137 m., from Port Union Oil Co.
south property line. (See Private (Leased to City of Edmonds
Ownership #6 on map). for Beach Park)

It is noted that the ownership tabulation does not list non-

waterfront private ownerships (a) lying south of Nelson Apartments and north

of Dayton Street, between the Government Meander Line and the BNRR R/W; and

(b) the rectangular tract 45 meters wide by 80 meters long (140 feet x 260 feet)

at the south harbor, owned by Washington Fur Breeders (See Private Ownership

#5 on the map). Neither of these parcels relate to the waterfront public access

analysis.

(6) Present Land Use Zoning.

Geographically, the walkway routes under study all lie within

the province of the City of Edmonds Shoreline Mangement Master Program. All

elements lying southerly of the Ferry Landing to Union Oil Dock are within the

"Urban Environment". Those within the Urban Environment seaward of MHHW are

designated "Urban-Marine", and restricted to water-dependent and water oriented

use. Those lying within the Urban Environment shoreward of MHHW are,designated

"Urban-Multipal Use", permitting commercial, residential and recreational uses.

Elements lying northerly of the Ferry landing are within the "Conservancy En-

vironment", with the designation "Conservancy-Marine: applicable seaward of MHHW,

and "Conservancy-Recreational" applicable shoreward of MHHW to the B RR tracks.

The contemplated waterfront walkway development stddied herein

is deemed to be in all respects fully compatible with the City's Shoreline Manage-

ment Master Program.

2. Identification of Design Concepts

At the beginning of the study, careful thought was given to identifica-

tion of appropriate planning and design concepts which should be observed for

the desired public walkway project. Concepts identified and adopted include

the followinp:

a. The walkway should be planned and designed to provide

(1) As close proximity to the shoreline as practicable.
(2) Viewing 'for optimum interest and enjoyment, to include

not only the best of panoramic seascapes, but also a variety of the most inter-

esting of waterfront scenes and activities.

b. The walkway should be of sufficient length and scope to afford

to the user a significant and memorable experience, with a flexibility to pleasant-

ly accommodate pedestrian users of varying interests, physical attributes and

time available to devote to this particular activity.

c. The walkway should be readily accessible from many points, ade-

quately marked and readily identifiable, and with full continuity.

d. The walkway and its related facilities should be designed to be

properly usable by handicapped persons, including persons utilizing canes,

crutches and even confined to wheelchairs. Thus, ramps of adequate slope must be

substituted for stairs and steps. Walkway widths must be adequate for

two wheelchairs to meet and pass. Restrooms must have doorways, booths, etc.,

of size and design to accommodate wheelchairs and their occupants.

e. The walkway must be planned and designed for safety, with non-

slip decks, protective railing where warranted, and with lighting sufficient

for safe illumination of the walkway (without producing nuisance glare to homes

and other establishments-along the walkway route. Street crossings and traffic

hazards should be minimized, and appropriate markings and traffic controls

established.

f. Aesthetics should be observed in the planning and design, and

marking of the walkway route.

g. Plans and designs should observe aesthetics and amenities, but

also should Re cost-effective and practicable, and compatible with the City's

reasonable capability to implement the plans.

3. Development of Waterfront_Wal Lwa@__Master Plan

a. General

Pursuant to a thorough siudy and analysis, and evaluation of

various alternatives, a master plan for a public waterfront walkway in Edmonds

has been developed as depicted on the Waterfront Base Map included at the end

of this report. The master plan contemplates a continuous main walkway extending

from Brackett's Landing Beach southerly to Union Oil Company Beach, an aggregate

distance of 1490 meters, or about 4,890 feet, or 0.93 mile. The route of this

main walkway is indicated on the base map by a heavy broken line. In addition,
various secondary, or a'uxiliary routes have been selected and are depicted on

the map by a lighter broken line symbol. The main route is to provide for a

walkway with continuity throughout the full length of the developed beach. The

secondary routes are to provide for identifiable access to (a) important features

situated off the main walkway route or (b) alternative routes for use under cer-

tain circumstances.

b. Detailed Description of Walkway Plan
(1) _O_r_igin Point for M@in Walkway Stationing. While not

assuming that a pedestrian tour of the Edmonds Waterfront necessarily would

start from such point, the origin of distance measurements along the Main Walkway

Route hag been established at the Service Building at Brackett's Landing Beach,

145 m. north of the southwest corner of the intersection of Main Street and Railroad

Avenue for these reasons. Extension of the Main Walkway into Brackett's Landing
9 - X

Beach Park appears logical and desirable, in that (1) the Park is attractively

landscaped and interesting by reason of scuba diving activities, the rock jetty

the rejuvenated fishing and viewpoint pieri and the children's sand play area;

(2) a first class concrete walkway, which can be designated as the Waterfront

Walkway Route, already exists along the beach bulkhead from the park entrance

to the Service Building; (3) a decision has been reached that a paved walkway

should not be constructed beyond that point (such as to the fishing and viewpoint

pier, as alternatively considered) because of resultant adverse impact upon the

sand beach and the children's play area, and because the character and condition

of the pier and its access ramp are deemed unsuitable for wheelchair operation,

and (4) the park area provides logical and convenient access to extensive City-

owned natural beach areas lying northerly of the improved park area.

(2) Main Walk,@-iay Increment Sta. 0 to 145 m. Description and

discussion of this increment already has been provided in foregoing Subsection

b(l), which together with examination of the six photographs appearing on Sheets

P-1 and P-2 of Appendix "P", and the accompanying descriptions, will afford a

clear understanding. It may be noted, however, that the Service Building at

this beach park provides public restroom facilities and drinking fountains.

(3) Main Walkway Increment Sta. 145 m. to 220 m. This route

increment extends along the south side of the State Ferry Landing, and is neces-

sary for access to the main walkway route extending southerly along the shoreline,

established in conformance with the adopted planning and design concepts. As

shown on Picture No. 8, on Sheet P-3 of Appendix "P", a walkway already exists a] ong

the south side of the Fer ry Landing, tightly fenced along both sides as far as

the shoreline at Sta. 220 m., at which point an open gateway and wooden steps

provide access to the beach near the high tide line (see Picture No. 9, Sheet P-3,

Appendix "P"). This walkway, although paved, is uneven to the extent that water

puddles form in rainy weather. However, it can be travelled by wheel chair,

and although narrow, will allow two wheelchairs to meet and pass, if one chair

pulls aside and stops between the white posts on the north side. The Port of

Edmonds owns,a 15-foot strip adjacent to this fenced walkway, on the south,

and will offer this strip to the City without cost, in event the City wishes to

improve and utilize it for walkway purposes.

(4) Auxiliary Walkway "IL". The existing walkway along the

south side of the Ferry Landing extends seaward about 100 m. (330 feet) beyond

the high tide line, and merits identification as Auxiliary Walkway "L". In

common with the main structure of the Ferry Landing, it is constructed on bulk-

headed fill with asphalt paved surface and chain link fencing both sides, from

Railroad Avenue to a point 40 m. seaward of Sta. 220 on the Main Walkway. From

this point on to its terminus at Sta. L-100, the walkway is on pile-and-cap

supported timber decking, with a standard height timber railing on the south,
o@ water side, and witl@ manproof fencing continuous On the north, or ferry

traffic side. The railed portion of the walkway is of more comfortable width

than the shoreward portion, and in addition has a widened platform area at its

seaward terminus. This entire railed outer length of 65 m. (215 feet) is

usable as a fishing pier, as well as a marine viewpoint; and substantial utili-

zation thereof has been observed. Greater utilization and enjoyment of this

facility would occur if its existence and manner of access were made better

known.

(5) Main Walkway Increment Sta. 220 m. to 300 m. As may be
seen'from Pictures No. 9, Sheet P-3, and No. 10, Sheet P-4, of Appendix ''P",

this increment comprises the first of three problem segments along the Main

Walkway route. This 80 m. route increment crosses tidelands and beach owned by

Anderson Marine Services (designated on the project map as "Tideland Private

Ownership No. 1). This shoreline area is not bulkheaded, and the company office

building extends out over the upper beach on timber piling and cap supports. A

marine railway estends seaward along the south end of the office building from

the paved operations area seaward to beyond maximum low tide. The marine rail-

way machinery house also is constructed on piling supports at the south side

of the railway, in general alignment with the office building.

Construction of a paved walkway at beach level along the

seaward side of the buildings is deemed infeasible, for reasons (a) it would

be impracticable to maintain, (b) insufficient clearance exists beneath the

marine railway, (c) tidal conditions would flood the route an excessive number

of hours each day, and (d) under conditions of medium to low tides, the exposed

beach is open to use by pedestrians anyhow.

Considering all factors, the development concept deemed the

most practicable is construction of a 1.8 m. (6-foot) wide walkway supported'on

creosoted timber piling stubs with safety railing, and wood deck at an elevation

equal to the top of the rails at the point of crossing of the marine railway.

A conceptual structural detail sketch of this walkway is included in Appendix

A of this report.

An alternative concept would provide for construction of

a bulkhead and fill along the beach at the seaward side of the existing buildings.

with sufficient space for a paved walkway protected by guard rails secured to

the bulkhead. A merit of this alternative is that, although Mr. Anderson, the

proprietor, has expressed opposition to construction of the proposed walkway

across his tidelands, he has felt the need for construction of a bulkhead and

fill to protect his shoreline and his office building supports. He did in fact

obtain a Corps of Engineers permit dated May 2, 1973, for a timber bulkhead

and related work, which has since expired. It may be possible that his objections

to the proposed walkway would be somewhat ameliorated by an offer of participation

12 -

by the City in the securing of required permits and in the cost of construction

of the mutually beneficial bulkhead.

(6) Main Walkway Increment Sta. 300 m. to 365 m. This incre-

ment, which is shown on Picture No. 11, Sheet P-4 of Appendix P, comprises the

second of thrpe problem segments. This 65 m. route increment crosses tidelands

and beach constituting "Tideland Private Ownership No. 2" depicted on the

project map, formerly part of the Merrytiller Manufacturing Com pany Tract, and

recently purchased by the following four parties: Jacque L. Mayo, Virginia

Mayo, Douglas J. A. Dove and Anna Lena Dove. These parties have not been

reached for a discussion of their plans for utilization and/or development of

the property nor their attitude toward the proposed establishment of a public

waterfront walkway in the vicinity of their existing bulkhead. However, a

conversation with a local business man who has discussed the transaction with

the new owners has indicated that at present their plans are very indefinite,

but that they have discussed the possibility of construction s eaward of the
present bulkhead, and that they would*be strongly opposed to establishment of

a public walkway which might limit their development and their access to

tidal waters.

Physically, three possibilities for a walkway development

at this location can be considered. The first and simplest consists of es-

tablishing a walkway on the paved fill immediately adjacent to the existing

steel sheet pile bulkhead. The only required construction would be installation

of a safety railing along the top of the bulkhead, and the possible installation

of security fencing along the east side of the walkway. It appears that at

present the paved fill area seaward of the buildings is utilized only for

vehicle parking, and that utilization of the outer 5 to 6 feet (1-7 m.) would

not significantly interfere with the parking use. It is considered possible

13 -

that the City might negotiate with the new owners for a lease which would

permit the walkway use until specific development plans for the property neces-

sitated termination of the lease, at which time an alternative walkway plan would

have to be developed. It is possible that for some possible development programs,

such as for q waterfront restaurant, the presence of a public waterfront walk-

way might be acceptable or even advantageous.

The second possibility consists of constructing a timber

framed walkway supported on creosoted pile stubs as advocated for Walkway Incre-

ment Sta. 220 m. to 300 m. This plan of course would be much more costly than

the first possibility discussed, and might be only slightly more acceptable to

the property owners.

The third possibility consists of construction of a paved

walkway constructed on the beach sand along the seaward face of the existing

bulkhead. However, as shown on Picture No. 11, the level of the beach sand is

not uniform and in places is so low that the walkway would be covered at

only moderately high tides. Furthermore, it is likely that fluctuations in

the sand level occurs from season to season, which offers risk of portions of

the walkway being undercut by wave action and other portions covered over by

sand during storms. This plan also would be costly, would be less dependable

than the second alternative, and probably would be little less objectionable

to the property owners.

(7) Main Walkway Increment Sta. 365 m. to 450 m. This 85 m.

(280 feet) increment crosses the "Senior Center" site, which is owned and

controlled by the City of Edmonds. Construction of a walkway here,is regarded

as very important and without any sighificant problems. Present shoreline

conditions at this site are portrayed by Pictures No. 11 and 12, on Sheet P-4,

and No. 13, on Sheet P-5 of Appendix "P".

14 -

Under the recommended plan, the walkway would enter the

Senior Center from the north onto the bulkheaded fill, be routed south next

to the existing timber bulkhead, outside the paved circle, and swing back to

cross over the east-west offset in the bulkhead, ramp down and continue as a

paved walkway at beach level immediately adjacent to the outside face of the

north-south breakwater in the vicinity of the existing Senior Center building.

An alternate concept is to continue the walkway on the upper

level, along the shore side of the timber breakwater, to a point of crossing

of the bulkhead near the south line of the Senior Center site. A problem here

is the construction difficulty and unsightliness of a double-90-degree angle

crossing of the bulkhead which would be required near the Senior Center south

property line.

Another alternate concept is to construct the walkway

increment from Sta. 400 m. to 450 m. as a post-supported deck at the level of

fill behind the bulkhead, rather than pavement at beach level, in which event

an overtopping by waves'at high tide will be avoided. However, it is felt

that this increment should logically conform to the next increment which is

described following.

(8) Main Walkway Increment Sta. 450 m. to 480 m. This 30 m.

(100 feet) increment, which is shown on Pictures No. 14 and 15, Sheet P-5,

of Appendix "P", comprises the third of the three problem segments of the

Main Walkway route. This increment must cross tidelands and beach owned by

the Nelson Apartments, portrayed on the project map as ''Tideland Private
Ownership No. 3". The owners of the Nelson Apartments, following destruction

of an original timber bulkhead by winter storm waves about two years ago, have

constructed an attractive concrete bulkhead, a little higher, and in line with

the timber bulkhead at the Senior Center. Between this bulkhead and the

apartment building they have constructed an attractive open patio, paint-

striped for shuffle-board and other activities for the pleasure of tenants,

and with a high masonry wall shielding the north end of the patio. The

owners of the apartment building express strong objections to the proposed

construction of a public walkway along the beach side of this patio, feeling

that it will constitute an invasion of'the beach and of the privacy of tenants

on the patio.

Their expressed concern is shared to some extent, and it

is agreed that a walkway constructed next to the patio, on posts to provide

position above wintertime wave action, could be visually objectionable, could

give an impression of invasion of privacy to the patio, and could constitute

an unwelcome and inconvenient interference with access from the apartment

house to the beach. However, a paved walkway constructed on the sand at

beach level would not be unsightly nor afford any interference with access to

the beach. Furthermore, this walkway constitutes the only obstacle to the

development of a waterfront walkway of tremendous public value with continuity

from the Senior Center all the way to the Union Oil Company Beach. It Is

felt that even though construction of the walkway increments northerly of the
Senior Center, between 'Sta. 400 m. and 220 m., may be deferred by reason of

delay and difficulties in acquisition of rights-of-way, incorporation of the

Senior Center site in a continuous waterfront walkway southerly to the Union

Oil Company beach is of such great importance that the City should exercise
its rights of eminent domain to secure the walkway right-or-way paost the

Nelson Apartments in accordance with the recommended concept.

Because of the great significance of this portion of

the proposed waterfront walkway, an artist's perspective view Has been pre-

16 -

pared to portray the visual impact of the proposed beach-level paved walkway,

and is included hereinafter.

Design sketches of the proposed walkway concept, and

estimated unit costs, have been prepared for inclusion in Appendix A.

(9) Main Walkway Increment Sta. 480 m. to 605 m. This 125 m.

(410 feet) increment will extend across the present grass-covered shore area

of Idmonds lily leach, which extends northerly from the north margin of Dayton

Street. This grass-covered area has a variable width of from 12 to 15 meters

(40 to 50 feet), and is separated from the beach by a low timber bulkhead.

The recommended improvement plan contemplates the construction of a ground

level concrete walkway which in general will follow along the inside line of

the timber bulkhead, except at two points of right-angle offsets in the bulk-

head alignment, where the walkway alignment will be adjusted by pleasing HS11

shaped curves. In addition, this is deemed a logical location for enhancement

by appropriate landscaping and related improvements which would include low

planting (not to exceed 0.75 m. or 2.5 feet in height), rest stat-ions consist.ing

of areas of pavement widening to accommodate benches (and possibly tables),

nonconspicuous trash cans, etc.

This walkway increment site, with the contiguous beach

areas on the west and the multiple-residence development on the east, is shown

by Pictures No. 16, 17 and 18 on Sheet P-6, and Pictures No. 19 and 20 on

Sheet P-7, of Appendix "P". In addition, an artist's perspective views have

been prepared to illustrate the visual impact of the completed walkway, and

copies are bound herein.

An alternate design concept considered would provide for

construction of a boardwalk in lieu of a concrete walk. A boardwalk would be

less costly, but would have a much shorter life, and is deemed definitely less

Above: Existing view looking south toward the
marina along the Edmonds Waterfront
from the South Snohomish County Senior
Citizen Center

Below; Proposed path for the Edmonds Waterfront
Walkway past the Center and apartments

18 -

UK-

!FLIT.

J* . . ......... .
N'N:'

Above: Existing view looking north toward the
Landingealong the Edmonds Water-
from t foot of Dayton Street

Below: Proposed path for the Edmonds Waterfront
Walkway thru the park area at City Beach

20 -

... . . ...... ... ...

.... ......

..............

mot

appropriate for the intended use at this site. The top planks of the boardwalk

would have to be supported off the ground to avoid premature decay, which would

result in raised timber edges upon which barefooted beach users could stub

their toes and pick up splinters. It also would make lawn care and maintenance

substantially more difficult.

(10) Main WalkwayIncrement Sta. 605 m. to 650 m. This incre-

ment will be situated on existing asphalt paving, contiguous to an existing

protective railing atop of an existing bulkhead, all of which was provided under

the Port of Idmonds- project for construction of its north harbor basin several

years ago. This route segment is portrayed by Pictures No. 19 and 20, Sheet P-7
of Appendix "P". Walkway Sta. 650 m. is at the northeast corner of the

Port's North Harbor Basin, and the juncture with Auxiliary Walkway "A", the

access way to the Edmonds Fishing Pier, which is scheduled for early construction.

(11) Auxiliary Walkway "A" (Fishing Pier). The Edmonds Fishing

Pier, construction of which probably will be completed in December 1977, will

constitute a public waterfront recreational facility of major local and regional

significance, and logically is identified as an important intertle with the

Edmonds Waterfront Walkway. Added to heavy fishing use induced by careful siting

and design as a fishing pier, and the enhancement of fishing potential by the pro-

gram of articifical reef construction by the State Department of Fisheries, it

is predictable that an even greater number of non-fishermen than fishermen will

visit and spend time upon the pier for interest in its people activity, its

marine atmosphere and impressive seascape view. 4

Access to the fishing pier will be along an 8-foot wide

concrete deck supported on concrete pi I ing, extending through the north end of

the north harbor basin, adjacent to the north breakwater. At Sta. A-125 m.

it crosses over the west rock breakwater, at which point it connects to the

fishing pier proper, which is 16 feet in width excepting where widened to

accommodate a service building. The fishing pier proper is to be L-shaped

commencing with a leg at right angles to the breakwater, 30 meters (100 feet)

in length, and thence connecting to.the main part of the pier 130 meters (425

feet) in length, parallel to the breakwater. The service building, to be

constructed at the angle point of the "L" shape, will house public restroom

facilities, a wastewater pump, refuse station, and a supply, service and admin-

istration building. The latter will be staffed by designated City personnel,

who will provide a dual service of overall facility supervision and management,

and also dispense fishing supplies and equipment, prepared foods, hot and cold

drinks, etc.

Facilities will be designed to accommodate handicapped

persons, even with certain especially modified fishing stations and needed

facilities. Standard facilities designed for the convenience and comfort of

all include benches, some windbreak and rain protection shelters, and fish-

cleaning stations.

The overall length of this facility, when regarded as an

auxiliary walkway, is about 280 meters (or 920 feet).

(12) Main Walkway Increment Sta. 650 m. to 930 m. This 280

meter (918 feet) increment extends southerly along the entire easterly side

of the Port's North Harbor Basin, and coincides with the existing asphalt

paved walkway provided along the top of the harbor bulkhead during construction

of the north basin. This route is portrayed by Photographs No. 21 on Sheet

P-7, No. 22, No. 23 and No. 24 on Sheet P-8, and No. 25 on Sheet P-9 of Appen-

dix "P". The walkway increment terminates alongside the Port Office and Shop

Building, at the southeast corner of the North Boat Bas-in. Public restrooms

are available on the ground level of the building. This walkway increment is

fully usable, and regarded as not requiring any improvements whatsoever, other

than perhaps some identification painting and/or signs.

(13) Auxiliary Walkway "B" (Public Observation Deck). This

auxilia ry wa@kway is included in the Waterfront Walkway Comprehensive Plan to

provide access to an observation platform constructed several years ago on

top of the north harbor entrance breakwater, for enjoyment by the public, but

the access to which is at present obscure and in conflict with waterfront commer-

cial activities. The route recommended is portrayed by Picture No. 26, Sheet

P-9, Appendix "P". Its origin would be Sta. 930 on the Main Walkway, and its

total length to the outer end of the present observation platform would be

about 90 meters (or 295 feet). Improvement work required consists of construc-

tion of about 10 meters (33 feet) of additional timber framed walkway on top

of the existing timber breakwater, to its shore end, thence clearing, grading

and asphalting to provide a paved walkway an additional 50 meters (of 162 feet)

in length, connecting to the Main Walkway.

(14) Main Walkway Increment Sta. 930 m. to 1065 m. This incre-

ment would consist of a preserved and marked pedestrian way extending generally

south by west from Sta . 930 m. (adjacent to the southwest corner of the Port

Office and Shop Building) through a space between existing buildings for a dis-

tance of about 95 meters (or 310 feet) to' Sta. 1025 m., inside the Yacht Club

Parking lot adjacent to the northeast corner of the Yacht Club building, and

thence westerly past the north end of the building to the harbor bulkhead at

the northeast corner of the south basin. Sta. 1025 m. is within 15 meters (or

50 feet) from the front entrance to the Yacht Club building, if that were a

desired stop-off point. The first leg of this walkway increment is portrayed

on Picture No. 25, Sheet P-9, Appendix "P".

24 -

At present a 50-foot wide strip of land extending from

Admiral Way westerly along the north side of the Yacht Club parking lot to

tidewater is privately owned by Boat Loft, Inc., for dual use as access way

to their boat launch facility, and for storing of boats, The Port of Edmonds

expects to adquire this strip of land in the forseeable future, thus justifying

the routing of the main walkway across it. In the meantime, however, management

of Boat Loft, Inc. probably would have some concerns about a public walkway

crossing, by reasons of loss of security to the parked boats, and.increase in

exposure to liability for pedestrians who might be struck by boat-handling

equipment enroute to or from the launcher. Until these problems are resolved,

Auxiliary Walkway "C", which detours to the east from about Sta. 955 m., logically

should be used. Any attempt to establish a main or auxiliary walkway route

through the mid-harbor area to the west is deemed impracticable, by reason of

the type of construction and the activities and use which now exist. Furtwer-

more, present long-range planning for this area indicates a probability of

major reconstruction and physical changes therein.

(15) Auxiliary Walkway"C". This walkway departs from the

Main Walkway Route at about Sta. 955 m., thence proceeds east across a paved

open area a distance of 35 meters-015 feet) to the sidewalk at the westerly

side of Admiral Way, thence south along that sidewalk for a distance of about

100 meters (or 330 feet) thence west along existing sidewalk about 50 meters

further to the vicinity of the southeast corner of the Yacht Club building,
thence about 42 yards further to connect to the main walkway runway at about

Sta. 1110 m. (It may be noted that the westerly 15 meters of this segment is

labelled on the map as route "D".) The main entrance to the Yacht Club build-

ing is about 12 meters (or 40 feet) distant from Sta. C-185 m.; and the

entrance to the public restroom facilities at the south end of the lower floor

of the Yacht Club building are at Sta. C-200.

Segments of Auxiliary Route "C" and its surroundings are

portrayed on Picture No. 27, Sheet P-9, and Pictures No. 28 and 29, Sheet P-10,

of Appendix

(16) Auxiliary Walkway "F". Auxiliary Walkway "F" departs from

the Main Walkway at Sta. 1065 m. at the northeast corner of the south harbor

basin. It consists of an existing timber framed walkway and fishing deck con-

structed atop the south harbor entrance timber breakwater a number years ago

through the efforts of a volunteer group interested in encouraging healthy

activities for local youth. In addition to its fishing interest potential,

it affords a very interesting scenic view-point, as portrayed by Picture No.

30, Sheet P-10, and Picture No. 31 (an interesting panorama), Sheet P-11, of
Appendix "P". (17) Main Walkway Increment Sta. 1065 m. to 1160 m. This
walkway increment exten@s southerly along the south boat basin east bulkhead

in the area of greatest marina service activity. Midway of this increment,

at Sta. 1110, is an existing pier which affords a commanding view of activities,

and therefore has been designated as Auxiliary Walkway "G". At the northerly

side of this pier is the marine fueling center and the overnight moorage basin.

On the southerly side is the overhead launcher for trailered transient boats,

and moorage reserved by the Edmonds Yacht Club for visitors from other yacht

clubs. Picture scenes of this basin area and of the transient overhead boat

launcher appear on Sheet P-11 and P-12. A major point of interest is the

overhead boat launch, which operates across the harbor bulkhead. Much of the

time pedestrians may walk through this area alongside the bulkhead. However,

at times of peak launching activity, safety requires that pedestrians detour

26 -

around the launching area.

(18) Main Walkway Increment Sta. 1160 m. to 1340 m. This

walkway increment continues westerly along the bulkhead at the easterly side of

the south boat basin, with the moorage basin on the right hand, and the harbor

automobile parking area on the left hand. This route, and scenes afforded
therefrom, are portrayed by the pictures appearing on Sheets P-13 and P-14 of

Appendix "P". No problems of any sort, or expense other than possibly for

paint for route identification marking, would appear to attend establishment

of this segment as part of the Edmonds Waterfront Walkway.

(19) Main Walkway Increment Sta. 1340 m. to 1450 M. The

walkway route at this point should cross the existing access road in order

to by-pass the automobile parking which is permitted adjacent to the bulkhead
railing southerly hereof, and the overhead boat lau@chers situated at Sta.

1410 m. for use by tenants who have their boats in the dry boat storage building

complex in that vicinity. The crossing at Sta. 1340 m. also offers convenience

to persons desiring to utilize the public restrooms and/or telephone service

available there. This walkway increment and the adjacent facilities are por-

trayed by the pictures on Sheets P-14 and P-15 in Appendix "P". Establishment

of this route as an increment of the Main Walkway would entail no apparent

problems or cost other than painting for route marking and identification pur-

poses.

(20) Main Walkway Increment Sta. 1450 m. to 1490 m. (terminus).

This last portion of the Waterfront Walkway would consist of a cleared and paved

6-foot wide pathway extending from the southwest corner of the south harbor

basin, westerly and parallel to the harbor south breakwater a distance of about

40 meters (or 130 feet) to a viewpoint in the vicinity of the line of extreme

high tide. This point would command a sweeping marine view of Puget Sound and

27 -

the Olympic Mountains, as well as a full view of the City Beach and its

activities. This route increment can be travelled by pedestrians at present,

but should be improved to provide usability by handicapped persons.

C. CONCLUSIONS

From this study in depth of the Edmonds waterfront the following con-

clusions have been drawn.

1. The central Edmonds waterfront, embracing a length of approxi-

mately. one mile (or 1.61 km) is uncommonly rich in features and activities of

interest and in potential opportunity for public enjoyment thereof.

2. Tke potential for much fuller public enjoyment of the Edmonds

waterfront can be brought to fruition through improvement of public access

alo ng the waterfront, and appropriate public information and communications

programs.

3. A logical first step in fulfilling such goals consists of crea-

tion of a public walkway along the waterfront as described in this report.

4. The recommended walkway can best be created in successive

phases, subject to the City's budgetary limitations. Much of the recommended

walkway route can be designated and put in service at very nominal cost, and
without any substantial' improvements. Other portions of the route w,ill require

moderate expenditures for construction of improvements, if access is to be pro-

vided for physically handicapped persons, including wheelchair occupants. Es-

tablishment and development of still other portions of the walkwa, route may

entail legal problems and more substantial costs.

5. Those portions of the recommended waterfront walkway route

which appear to entail the most significant problems consist of the crossing

of three private ownerships south of the Ferry Dock, portrayed on the map as

11 Tideland Private Ownerships 1, 2 and 3", described earlier in the report and

portrayed by photographs in Appendix "P". Indications are that each of the

owners will be opposed to a public walkway extending across his tidelands.

Ownerships I and 2 (Anderson Marine and the former Merry Tiller Mfg. Co. site,

29 -

respectively) very likely offer significantly greater problems and higher costs"

than Ownership 3 (Nelson Apartments). Conversely, the need for establishment

of a walkway past the Nelson Apartments is deemed to be substantially greater.

6. The nature and tentative projected costs of improvements re-

quired for development of the recommended waterfront walkway are set forth in

tabular form in Appendix "A" hereinafter. A review of that tabulated data

further emphasizes the relatively high costs and potential problems entailed

in the crossings of privately owned tideland parcels (1) and (2).

7. While it is believed that the proposed walkway increments

crossing tideland private ownerships (1) and (2) should be r etained in the

waterfront walkway-master plan, it is concluded that an interim project for

a walkway originating at the Senior Center (situated immediately north of

the Nelson Apartments) and extending uninterruptedly south to the City-

leased Union Oil Company Beach, would provide a highly desirable, usable and
viable facility, and achieve by far the greater part of the potenti,@Il benefits

obtainable from the Waterfront Walkway Master Plan, while avoid (or at least

deferring) the high costs and probably painful litigation which would be en-

tailed in development of a walkway between the ferry dock and the Senior

Center. Extension of the walkway past the Nelson Apartments is deemed essen-

tial, however, to the creation of an adequate and satisfactory waterfront walk-

way project. Furthermore, in any event a safe, fully usable and clearly

defined pedestrian walkway should be established and maintained along Railway

Avenue at the earliest practicable time, at least between the Senior Center

and the ferry dock.

8. The conceptual drawing on page 19 of this report depicts perhaps

the simplest, most economical yet authetically pleasing plan for waterfront walkway

past the Senior Center and the Nelson Apartments. However, a very recent prop osal

for construction of a boardwalk and related improvements at the Senior Center, to

-30-

be funded from an 11.U.D. grant for which application is being processed, suggest,s

the desirability of considering an alternative waterfront walkway plan at the Senior

Center which can be most effectively and harmoniously incorporated into the board-

walk improvement program in event that that program is approved and funded. Such an

alternative conceptual plan has been prepared and is presented at the close of

Appendix "A". Under this plan, the entire cost of the waterfront walkway at the

Senior Center would be borne by the H.U.D. project.

D. RECOMMENDATIONS

On the basis of the stated findings and conclusions of this study,

it is strongly recommended that the City of Edmonds adopt a master plan for a

waterfront walkway generally as proposed herein, and establish an aggressive

program for establishing and improving integrated walkway routes to the ex-

tent that funds can be made available therefor. In this respect, logic suggests

that a first-phase program may be consummated with little delay by selection

of route segments offering greatest usability and interest potential at minimum

cost. Establishment of a waterfront walkway extending from the south as far as

the Senior Center is strongly recommended for accomplishment as an early phase.

Merging of the Waterfront Walkway at the Senior Center with the proposed project

for a boardwalk at the Center, in accordance with the conceptual plan appearing

at the end of Appendix "A", is recommended in event that the latter boardwalk

project is approved and funded. Early development of a suitable pedestrian route

along Railroad Avenue between Main Street and Dayton Street is very strongly urged.

-31-

A P P E N D I X A

TYPICAL DESIGN DETAILS

AND APPROXIMATE COSTS

APPENDIX "A"

EDMONDS WATERFRONT WALKWAY

PROJECTED IMPROVEMENT'COSTS BY INCREMENTS

Estimated Cost
Location Projected Improvement of Construction

Sta. 0 to 145 Route identification and
(Brackett's Landing pedestrian crossing at Main
Beach) Street. $ 300-00

Sta. 145 to 220 Interim use of existing narrow
(Ferry landing walkway: Route identification
Walkway) and pavement repairs. $ 300-00

Long range use of 15' west
strip of Port owned land: Con-
struct permanent 61 west walk-
way and route identification. $ 4,ooo.oo

Auxiliary Route "L" Route identification and junc-
(Ferry Landing) tion point construction. $ 100.00

Sta. 220 to 300 Construct timber walkway and
(Anderson Marina) route identification. $ 21,600.00

Optional alternate: Partici-
pate in cost of bulkhead and
walkway total cost of which
would be 2 to 3 times as great
as timber walkway. $ 21,600.00 (Alt.)

Sta. 300 to 365 Obtain easement on paved fill
(Merry Tiller Mfg. adjacent to steel sheet pile
Co. Site) bulkhead; install guardrail
and security fence. $ 3,000-00

Alternate: Construct timber
walkway and route identifica-
tion. $ 17,600.00 (Alt.)

Sta. 354 to 450 Construct concrete walk be-
(Senior Center) hind existing bulkhead from
Sta. 365 to 400 and concrete
walk on beach from Sta. 400 to
450 with route identification. $ 9,000.00

MAdditional costs not included are unpredictable costs of easements and/or
damages which may be awarded to invaded properties.

Estimated Cost
Location Projected Improvement of Construction

Sta. 450 to 48o Construct concrete walk on
(Nelson Apartments) beach with route identifica- (1) @ 4,500-00
tion.

Sta. 480 to 605 Construct concrete walk ad-
(City Beach) jacent to bulkhead; provide
observation and rest points
with landscaping and benches;
with route identification. $ 6,500-00

Sta. 605 to 650 Construct curb ramp and
(Dayton Street cross walk with route identi-
Ending) fication. $ 300-00

Auxiliary Route "A" Totally financed by State
(Fishing Pier) Fisheries Department $ - 0 -

Sta. 650 to 930 Route identification. $ 500.00
(North Harbor
Bulkhead Walkway)

Auxiliary Route "B" Construct additional walkway
(Timber Breakwater on piling, paved walkway on
Observation and shore, with route identifica-
Fishing Deck) tion. $ 3,900-00

Sta. 930 to 1065 Grading and paving of walkway
(Mid-Marina Route) where not already paved; pro-
vide route identification. $ 4,ooo.oo

Auxiliary Route "C" Route identification. $ 300-00
and "D"
(Mid Marina Bypass)

Auxiliary Route "F" Route identification. $ 100.00
(Walkway and Fishing
Deck on South Harbor
Timber Breakwater)

Sta. io65 to 116o Route identification. $ 200.00
and Auxiliary Route "G"
(South Harbor Service
Area and Pier)

Sta. 1160 to 1340 Route identification $ 300-00
(South Harbor
Bulkhead Walkway)

(l)AdditionaJ costs not included are unpredictable costs of easements and/or
damages which may be awarded to invaded properties.

Estimated Cost
tocation Projected Improvement of Construction

Sta. 1340 to 1450 Route identification. $ 100.00
(Boat Dry Storage
Area Walkway)

Sta. 1450 to 14go Grade and pave walkway and $ 2,500.00
(Access Walkway to observation area; provide
Union Oil Co. Beach) benches and landscaping.

s
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ELEVATION-
T

TYPICAL SECTION OF TIMBER WALKWAY
(STATION 220 to 300)
1/ 4" = l'-01,

EXIST. BULKHEAD

G'_0'

EXIST. BEACH CONC.WALK 5
GRADE)

4 2 4'0.C,

(STATION 400 to 480)

TYPICAL SECTION OF G'-O'
WALKWAY BEiQ-\&
BULKHEAD 4
CONC -WALK;
EXIST BULKHEAD----&.

EXIST. BEACH GRADE

(STATION 3 65 to 400 &
480 to 605)
TYPICAL SECTION OF
-WALKWAY BEHIND
BULKHEAD

3 /8" = l'- 0

WATr--E'FV.OhT WAWWAY

B>F-I DG 5
DEAC" AC(E55 -'57AIZ5

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A P P E N D I X p

SELECTED PHOTOGRAPHS

AND DESCRIPTIVE REMARKS

P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Di rect ion
No. Station* of View Portraying

1 145 North Proposed waterfront walkway cro ssing of Main
Street at entrance to City beach park, desig-
nated as "Brackett's Landing".

2 120 North Paved walkway at entrance to "Brackett's Land-
ing". Rock jetty in left background.

3 85 North Paved walkway along bulkhead at "Brackett's
Landing". Rock jetty in left foreground.
Rehabilitated timber (fishing) pier in back-
ground.

Locations alonc) main walkway route are de!jignated by numbers expressing dis-
tance in meters from the service building at Brackett's Landing Beach. Auxil-
iary routes are designated alphabetically, with boxed numbers expressing dis-
tance in meters from the main walkway.

Convenient Conversion Factors: I-Om = 39-37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km = 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

4 30 North Service building (with public restrooms), selected as point of origin
of waterfront walkway. Shore end of rehabilitated timber (fishing)
pier in left background.

5 0 NW Sand beach and play area at north side of service building, with re-
habilitated timber (fishing) pier in background.

6 0 N.NW Panorama showing (Rto L) sand beach play area, service building and
paved walkway along the bulkhead. Ferry berth at extreme left.

Locations alongmain walkway route are designated by numbers expressing distance in meters from the service
building at Brackett's Landing Beach. Auxiliary routes are designated alphabetically, with boxed numbers
expressing distance in meters from the main walkway.

Convenient Conversion Factors: I.Om = 39-37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km = 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

P i cture Camera Di rection
No. Station'. of View Portraying

7 145 South Railroad Avenue (Easement to City from BNRR
Co.). Main line railroad track at left side
of picture. Concrete paved boarding walkway
on easterly side of tracks. On right side of
street, fence and buildings are on RR Co.
property line.

8 145 West Existing asphalt-paved walkway along south
side of ferry landing, fenced off from ferry
loading lanes. The portion westerly of Sta.
220 (at the beach high,tide line) is a part
of the main walkway route. The ferry landing
walkway continues westerly from Sta. 220 as
Auxiliary Walkway "L" for a further distance
of 100 meters, and affords a "fishing pier"
opportunity, which at present is in popular
use by youngsters.

9 270 North Shoreline without bulkhead at Anderson Marine
Services (Tideland Private Ownership No. I
on the map). NW corner of pile-supported
wood frame office building is in right side
of picture.

Locations along main walkway route are designated by numbers expressing dis-
tance in meters from the service building at Brackett's Landing Beach. Auxil-
iary routes are designated alphabetically, with boxed numbers expressing dis-
tance in meters from the main walkway.

Convenient Conversion Factors: I.Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km = 4,888 ft. = 0.93 mile-

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

10 230 South Shoreline without bulkhead, existing wood
frame office building on piling, and light
duty marine railway at Anderson Marine Services.
Marine railway is utilized only for launching
Anderson's boats.

11 370 North Steel sheet piling bulkhead extending the full
length of former Merry Tiller Manufacturing
site (Tideland Private Ownership No. 2 on the
map). In background, Anderson Marine Ser-
vices Building and marine railway extend
seaward of the Merry Tiller bulkhead. In
foreground, timber bulkhead and fill of Edmonds
Senior Center also extend seaward of the Merry
Tiller Bulkhead.

12 420 North Timber bulkhead and fill-.at Edmonds Senior
Center from point adjacent to main building.
In middle background bus is parked on the con-
crete slab and fill extension occupied for a
number of years by a geodesic dome, relocated
from Seattle Center at the close of the
Seattle World Fair.

Convenient Conversion Factors: 1.0m = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km - 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Di rection
No. Station* of View Portraying

13 390 South View from former geodesic dome site southerly
along shoreline and.bulkheads at Edmonds
Senior Center, Nelson Apartments and City
Beach Park. Remnants of former marine rail-
way appear in right mid-foreground.

14 450 So uth- Concrete bulkhead and rear sundeck at Nelson
Apartments (Tideland Private Ownership No. 3'
on the map). The south end of the apartment
bulkhead abuts City Bea,ch Park bulkhead and
fill.

15- 485 North NW corner of City Beach Park bulkhead and fill,
showing City's timber bulkhead and fill,
Nelson Apartment concrete bulkhead and sun
deck, and the City Senioe Center timber bulk-
head and building.

Convenient Conversion Factors: I-Om - 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Di rection
No. Station* of View Portraying

1.6 530 South City Beach Park, showing timber bulkhead in
stepped alignment commencing at end of Nelson
Apartment concrete bulkhead in left close fore-
ground. City park includes grassed area ex-
tending easterly (left) to close proximity
to existing buildings, and also beach area
westerly (right) to Inner Harbor Line, well
seaward of maximum low tide.

17 590 North City Beach Park from westerly extension of
Dayton Street, showing beach area, timber
bulkhead and grassed park area. Nelson Apart-
ments and Senior Center buildings appear in
background.'

18 605 North South end of City Beach Park, indicating
point of departure from the park for the
proposed Edmonds waterfront walkway.

Convenient Conversion Factors: I-Om = 39-37 in. = 3.28 ft.
Length of Main Walkway: 1490m - 1.49km = 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

P I cture Camera Di rection
No. Station* of View' Portraying

19 605 West Showing route of proposed walkway, adjacent to
guardrails, from exit from City park In vicinity
of signboard appearing in right foreground,
westerly to the northeast corner of the Port
of Edmonds North basin (left background), which
also is the po,int of entry to the Edmonds Fish-
Ing Pier acces's walkway. The Fishing Pier is
scheduled for construction during the fall and'
winter of 1977.

20 645 NE From vicinity of NE corner of the Port of Edmonds
North Boat Basin, showing waterfront area and
beach norther]y of Dayton Street. Proposed
waterfront walkway will approach alongside
timber railing in right foreground.

21 695 North Existing walkway (and route of proposed water-
front walkway) alongside harbor basin bulkhead,
looking northerly to NE corner of basin (and
entrance to Fishing Pier access walkway).
Ferry and Ferry Landing in background.

Locations along main walkway route are designated by numbers expressing dis-
tance in meters froiii the service building at Brackett's Landing Beach. Auxil-
iary routes are designated alphabetically, with boxed numbers expressing dis-
tance in meters frorri the main walkway.

Convenient Conversion Factors: I-Om = 39.37 in. - 3.28 ft.
Length of Main Walkway: 1490m 1.49km - 4,888 ft. 0.93 mile

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P H 0 T 0 G R A P H' I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portrayinq

22 650 South Existing walkway (and proposed route of water-
front walkway) with harbor view, from vicinity
of NE corner of North Boat Basin.

23 755 NW Existing walkway (and route of proposed
waterfront walkway), and harbor view. Entrance
to parking area at west side of former Pointer.7
Willamette Building (now Port-owned) is at
right of landscaped island in right background.

24 755 South Existing walkway (and route of proposed
waterfront walkway) alongside north harbor
basin bulkhead. The Port Office Building
appears in I-eft background.

Locations along main walkway route are designated by numbers expressing dis-
tance in meters from the service building at Brackett's Landing Beach. Auxil*
iary routes are designated alphabetically, with boxed numbers expressing dis-
tance in meters from the main walkway.

Convenient Conversion Factors: I-Om - 39-37 in. - 3.28 ft.
Length of Main Walkway: 1490m 1.49km - 4,888 ft. - 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

25 920 South The existing walkway alongside the North Harbor
'Basin bulkhead, terminating at the southeast
corner of the basin. The west end of the Port
office building appears in the left foreground.
Public restroom facilities are available on the
ground level of this building, with entries near
the northwest corner of the building. Port
offices are situated on the second floor, reached
by an exterior stairway also located near the
northwest corner. The recommended optimum
waterfront walkway route in continuation from
this point is southerly through the generally
open area appearing between the utility pole at
the end of the bulkhead railing and the high
trees in the background. The east side of the
Yacht Club Building may be seen extending into
this space in the background.

26 930 West The line of site is the recommended route (when
improved) for Auxiliary Walkway "B", for access
to an observation deck constructed several years
ago atop the north harbor entrance timber break-
water for public enjoyment, but which at present
is little used, possibly because its present
access is by a circuitous, unmarked route around
buildings and through operations areas which may
tend to give visitors a sense of being intruders.

27 C-35 West Facing across Admiral Way along the first leg of
Auxiliary Route I'CIJ, departing from the main
route at Sta. 955 and providing a convenient
and immediately available alternate ro.ute until'
the recommended main route can be made avail-
able between Sta. 955 and 1065.

Convenient Conversion Factors: I.Om - 39-37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km - 4,888 ft. 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

28 C-35 SE Auxiliary Route "C" enters this scene from the
right foreground, turns right along the sidewalk
on the west side of Admiral Way, and leaves the
scene in the right background. Boats in dry
storage by Boat Loft, Inc., appear in the back-
ground, on the east side of Admiral Way.

29 C-135 West Auxiliary Route "C" follows the sidewalk around
the Yacht Club parking lot and past the south
end of the building to the south harbor basin
bulkhead walkway (at Sta. 1110 on the proposed
main walkway route). Public restrooms are
available on the ground floor of the Yacht
Club building, at its east end at approximately
Sta. C-205.

30 1065 West Auxiliary Route "F", from its point of de-
parture from the main walkway route at the
northeast corner of the south harbor basin.
This walkway was constructed as a volunteer
public project several years ago, to provide
a view walkway and fishing pier on top of the
timber breakwater at the entrance to the south
harbor basin.

Convenient Conversion Factors: I-Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km = 4,888 ft. 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

31 F-70 SE Panoramic view from the outer end of the walkway on the timber break-
water showing thesouth harbor transient moorage basin, fueling float,
service pier, and Yacht Club building and covered moorage sheds in
background.

32 1110 SW Service pier, guest moorage and outboard end of transient launcher.

33 1110 NW View across transient moorage basin from head of access ramp. Fueling
float in left background.

Locations alon2 main walkway route are designated by numbers expressing distance in meters from the service
building at Brackett's Landing Beach. Auxiliary routes are designated alphabetically, with boxed numbers
expressing distance in meters from the main walkway.

Convenient Conversion Factors: I-Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km = 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Di rect ion
No. Stat ion* of View Portraying

34 1110 South Overhead launcher for transient trailered boats
viewed from approach side.

35 1160 North Overhead launcher for transient boats, viewed
from departure side. When launcher is not in
use, area may be walked through. However, when
in heavy use, public safety requires that pedes-
trians detour around this active launching area.

36 1160 North Typical launching scene. Visitors frequestly
congregate in the vicinity to watch these
operations.

Convenient Conversion Factors: I.Om = 39-37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km = 44888 ft. = 0.93.mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

P i cture Camera Di recti on
No. Station* of View Portraying

37 1200 NW Route of walkway along south harbor basin
bulkhead, showing transient boat launcher and
Yacht Club building in back.

38 1160 West MS "Stikine Princess", moored in Edmonds
Harbor after season of Alaskan scenic cruise
charter service.

39 1235 NE View of boat repair, sales and storage activities
at east side of Admiral Way. Office building
of Anchor Boats, Inc., in midscene. Boat Loft,
Inc., storage area and racks in left background.

Locations along main walkway route are designated by numbers expressing dis-
tance in meters from the service building at Brackett's Landing Beath. Auxil-
iary routes are designated alphabetically, with boxed numbers expressing dis-
tance in meters from the main walkway.

Convenient Conversion Factors: I-Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m 1.49km - 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

Picture Camera Direction
No. Station* of View Portraying

40 1235 South Main walkway route along south basin bulkhead.
Port tenant dry storage buildings in left back-
ground; overhead launchers for dry storage
tenants in central.background.

41 1300 West View from walkway of boats in open and covered
moorage.

42 1340 South Public restrooms at northwest corner of boat
dry storage shed area. Overhead launcher in
right background.

Convenient Conversion Factors: I-Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km = 4,888 ft. = 0.93 mile

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P H 0 T 0 G R A P H I D E N T I F I C A T 1 0 N

P i cture Camera Di rect ion
No. Station* of View Portraying

43 1350 North View northerly along walkway route, with Yacht
Club building in left background, and the
South Harbor Public restrooms in the right
foreground.

44 1410 SW View of boats in open moorage near south harbor
south breakwater. End of launcher for dry
storage tenant boats is at left.

45 1430 NW View of double-unit overhead boat launcher
provided at the southeast corner of the
south basin, for self-operation by Port tenants
of dry-storage units.

46 1450 SW Access and automobile parking area at Union
Oil Company Beach, under lease by the City
of Edmonds as a very popular City beach.
Outer end of Union Oil Company tanker berth-
ing pier appears in left background. The
south harbor south breakwater appears at ex-
treme right hand.

Convenient Conversion Factors: I-Om = 39.37 in. = 3.28 ft.
Length of Main Walkway: 1490m = 1.49km = 4,888 ft. = 0.93 mile

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PROJECT MAP

DATE DUE

GAYLORD No. 2333 PRINTED IN U S A

3 6668 14107 4908