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CTR Plan Update 2015-2019 Commute Trip Reduction Implementation Plan Update: 2015-2019 Jurisdiction: City of Spokane Valley Goals, targets and other performance measures Goals for the 2019-2020 survey period include an increase of non drive-alone travel (NDAT), and reductions of VMT and GHG from the City of Spokane Valley's jurisdiction baseline surveys in 2007-2008. 2007-2008 Percent Change 2019-2020 NDAT 19.9% 6%points 25.9% VMT 11.0 18% 9 GHG 13,645 18% 11,188 NDAT—Non Drive Alone Travel,VMT—Vehicle Miles Traveled, GHG—Green House Gases Strategies What specific steps and strategies will you implement to meet your goal? Please include (a) policies and regulations, (b) services and facilities, and (c) marketing and incentives. The City of Spokane Valley will continue to implement the strategies identified in the local CTR plan. The CTR program in the City of Spokane Valley is administered by Spokane County through an inter-local agreement.The focus will continue in developing and implementing a set of strategies that will help CTR employers achieve their goals for increasing commute alternative use and reducing vehicle miles traveled and greenhouse gas emissions including, but not limited to: CTR employers will receive promotional materials to post on their commuting option boards to be used specifically for promoting and encouraging transportation options. Each board displays the Employee Transportation Coordinator's (ETCs) name and contact information. ETCs are required to attend 15 hours of mandatory ETC training within six months of being appointed ETC.Seasoned ETCs will be encouraged to take refresher courses as needed. The comprehensive ETC CTR Plan/Implementation Plan Update: 2015-2019 training classes will be offered throughout the year and include: - ETC Orientation - Management Support - Marketing CTR/Subsidies and Incentive - MyCommute.org—online tracking calendar - Commute Finder Northwest—online ridematching tool - Transit Workshop - Annual Report Workshop - CTR Survey Workshop - Social Media for TDM - FISH Training (motivational) Networking opportunities will be offered throughout the year to update ETCs on CTR and transportation related issues, promotional campaigns and opportunities, incentives, events, etc. Collaborate with local agencies and organizations to enhance and improve CTR promotional efforts, media coverage, CTR events and joint projects to ensure maximum leverage and exposure. Develop and implement promotional campaigns that will encourage the use of commute alternatives. Meet annually or as needed with CTR employers to review and discuss their CTR program, review CTR survey results, strategize improvements to help employers achieve their CTR targets and goals. Require employers to make program improvements and modifications as needed based on survey results. Work collaboratively with Spokane Transit to provide updates and feedback to CTR employers on all STA projects and service improvements. Work collaboratively to provide updates and feedback to CTR employers on all projects and improvements that impact and encourage walking, bicycling and transit use within the City of Spokane Valley and surrounding area. Utilize the Undriver's License station at community events and at employment sites to engage and encourage employees to make a pledge to drive less. Provide ongoing assistance to employers to enhance,strengthen and grow their CTR program. Comprehensive planning & community goals Governor's Executive Order 14-04 Washington Carbon Reduction and Clean Energy Action directs state agencies to assist local governments to update their comprehensive plans to produce travel and land- use patterns that maximize efficiency in movement of goods and people, and reduce greenhouse gas emissions. g^R CTR Plan/Implementation Plan Update: 2015-2019 How does trip reduction support the goals of your community and comprehensive plan, and vice versa? How will you further integrate trip reduction through the updating of your comprehensive plan (e.g., parking, [and use)? Creating and maintaining an expedient transportation system is one of the main goals of the City's comprehensive plan. Trip reduction reduces the need for costly infrastructure expansion and allows tax dollars to be more effectively spent on a diverse transportation system with a variety of options that is less costly to maintain. Additionally,trip reduction results in less pollution, creating a healthier environment for our public. Updates to the comprehensive plan are guided by policies. Crucial to land use development and management is having high-capacity transportation corridors, public transportation services, mixed-use design, and pedestrian friendly neighborhoods that all promote trip reduction. Following is a summary of elements of the City of Spokane Valley Comprehensive Plan that pursue the use of commute alternatives. (Relevant Excerpts from the Comprehensive Plan—Results in Non-Sequential Numbering) Policy Topic 5—Transportation Policies 5. Local jurisdictions shall develop and adopt land use plans that have been coordinated through the Spokane Regional Transportation Council (SRTC)to ensure that they preserve and enhance the regional transportation system.These plans may include high-capacity transportation corridors and shall fulfill air quality conformity and financial requirements of Federal Transportation Laws and Regulations,the Clean Air Act Amendments of 1990,and the GMA. 6. Local jurisdictions shall designate within land use plans areas that can support public transportation services.These areas shall include existing as well as new development. Each jurisdiction's land use plan,the regional transportation plan and the Spokane Transit Authority's(STA) Long Range Transit Plan shall support, complement and be consistent with each other. 11. Each jurisdiction shall address land use designations and site design requirements that are supportive of and compatible with public transportation,for example: a. pedestrian-scale neighborhoods and activity centers; b. mixed-use development;and c. pedestrian friendly and non-motorized design. A return to mixed-use development will also contribute to fewer trips and fewer miles traveled as demonstrated in Chapter 2.5.4 2.5.4 Mixed-use CTR Plan/Implementation Plan Update: 2015-2019 The concept of"Mixed-use" has been around for centuries. Prior to the advent of the automobile and the proliferation of the road and highway system, Mixed-use was a predominant urban form.The "rediscovery"of this development type may be due in part to the negative impacts of sprawl,which have resulted in traffic congestion,decline in air quality,and inefficient use of resources and infrastructure. Mixed-use development has several potential benefits: • Land and infrastructure resources are used more efficiently; • Pedestrian-friendly neighborhoods; • Jobs are located near housing; • Opportunities to revitalize commercial corridors; • Opportunities for infill residential development(primarily in corridors); • Encourage new housing and innovative retail that is less auto dependent;and • Compatibility with existing transit access along local corridors. The design of the urban environment as detailed in Chapter 2.7,also places a priority on elements that contribute to trip reduction,including: • Integration and linking of neighborhoods including bicycle and pedestrian facilities; • The effect of traffic patterns and parking on neighborhood character. Chapter 2.9 details the connection between land use planning and transportation and how the City can benefit from cultivating alternative forms of transportation and mitigating the impact of the automobile. 2.9.1 Street Connectivity Street design can have a significant impact on community development. It is important that neighborhoods be connected is such a manner that cars, bicycles and pedestrians can pass with ease from one neighborhood to an adjacent neighborhood via collectors and arterials.Such a pattern promotes a sense of community. All new developments should give special consideration to emergency access routes. 2.9.2 Traffic Calming Traffic calming can be defined as measures that physically alter the operational characteristics of the roadway in an attempt to slow down traffic and reduce the negative effects of the automobile.The theory behind traffic calming is that roads should be multiuse spaces encouraging social links within a community and the harmonious interaction of various modes of travel (i.e.,walking,cycling, auto, transit). The following Land Use Goal and Policies align with commute trip reduction goals. LUP-1.4 Encourage the development of transportation routes and facilities to serve residential CTR Plan/implementation Plan UpdateT2015-2019 J �� m neighborhoods.Special attention should be given to pedestrian circulation. LUP-2.3 Encourage the development of transportation routes and facilities to serve residential neighborhoods. Special attention should be given to walking, biking and transit uses. LUP-3.3 Allow narrower public street sections that are economically viable for infill development, meet transportation,emergency access, and pedestrian needs while reducing stormwater impacts. LUP-3.4 Promote a public street network that provides connected neighborhoods for pedestrians, bicycles, and vehicles. LUP-4.1 Encourage transformation of Sprague Avenue Regional/Community Commercial corridor into a quality mixed-use retail area. Retail development along the corridor should be concentrated at arterial intersections and designed to integrate auto, pedestrian,and transit circulation. Integration of public amenities and open space into retail and office development should also be encouraged. LUP-5.2 Encourage pedestrian and bicycle access to neighborhood shopping and services. LUP-5.3 Encourage retail and personal services to group together within planned centers to allow for ease of pedestrian movement. LUP-5.7 Develop design guidelines that encourage quality design and pedestrian and vehicle circulation in commercial, office and Mixed-use developments. LUP-5.8 Develop design guidelines to encourage commercial development to locate along the street edge (where deemed appropriate)to provide pedestrian street access. LUP-7.1 Encourage pedestrian and bicycle circulation by providing public sidewalks,street trees, street furniture and other amenities. LUP-7.2 Require clear and safe pedestrian paths to enhance the pedestrian network. LUP-7.3 Connect the main entry of buildings to public sidewalks by an identifiable walkway. LUP-7.4 Encourage transit use by improving pedestrian and bicycle linkages to the existing and future transit system. LUP-8.2 Integrate sidewalks, bike lanes, landscaping, and area lighting in office areas to provide a safe and attractive working environment. LUP-9.1 The characteristics of a Mixed-use area should include: • Housing and employment densities to support regional transit service; • Public transit connections; • Safe, attractive transit stops and pedestrian and bicycle ways; CTR Plan/Implementation Plan Update: 2015-2019 • Buildings that front on wide sidewalks with attractive landscaping, benches and frequent bus stops; • Multi-story buildings oriented to the street rather than parking lots;and • Parking space located behind or to the side of buildings or in parking structures. LUP-10.3 Encourage shared-use parking, pedestrian access and transit incentive programs in industrial development projects. LUP-16.1 Encourage new developments, including multifamily projects,to be arranged in a pattern of connecting streets and blocks to allow people to safely get around easily by foot, bicycle, bus,or car. LUP-16.2 Develop street,pedestrian path and bike path standards that contribute to a system of fully connected routes. LUP-16.4 Connect neighborhood services, public open space and parks with multi-modal paths. Lastly,the City has adopted a Bike and Pedestrian Master Program (Attached) and created a connected system of bikeways and sidewalks/paths to allow bike riders and pedestrians to move easily about the City. Land use and transportation conditions How do existing and future anticipated land-use and transportation conditions affect CTR worksites? The City of Spokane Valley has identified several CTR related projects as a priority in the upcoming years. Council has adopted the City's Six Year Transportation Improvement Program (TIP) 2015-2019 which identifies eight projects that will provide infrastructure improvements including sidewalks, bike lanes, multi-use paths, and pedestrian-friendly traffic signals. Six of these projects are related entirely to the promotion of alternative transportation modes. The cost of these projects is$4,752,000. Two other projects are street projects that will add sidewalks and bike lanes to existing streets. The estimated related CTR cost of these two projects is$1,163,400. Financial plan What are the anticipated funding sources and amounts for local trip reduction, including grants and local funding? The CTR program in the City of Spokane Valley is administered by Spokane County through an inter-local CTR Plan/Implementation Plan Update: 2015-2019 agreement. State funding is allocated and based on the approved state budget and on how many affected worksites are in the City of Spokane Valley. In addition, Spokane County secures CMAQ grants to help enhance and maintain the CTR program and will continue to apply for the grants when available, approximately every three years. The following is a list of identified projects in the City's Six Year Transportation Improvement Program, including pending costs and funding sources (dependent on approved costs and funding). City Other Outside Funding Sources Full Projects Citywide Safety $ - $ 31,000 HSIP &QRSP Federal Sprague/Long Sidewalk $ - $ 236,000 CDBG Bowdish Sidewalk $ 58,000 $ 380,000 Safe Routes to School Park Road Sidewalk $ 63,000 $ 408,000 Safe Routes to School Appleway Trail Phase 3 $ 415,000 $ 2,659,000 Congestion Mgmt. Air Quality Appleway Trail Phase 4 $ 162,000 $ 1,038,000 Transportation Alternatives Total $ 698,000 $ 4,752,000 Partial Projects 50%TIB Urban Arterial Program, Mission ave. Flora to Barker $ 499,000 $ 3,198,000 50%Surface Transportation Pgm. Park Rd. #2 $ 408,000 $ 2,619,000 Surface Transportation Program 20%of Total $ 181,400 $ 1,163,400 GTEC report (if your jurisdiction has a designated GTEC) Are you continuing to implement? Optional: Describe the (a) strategies, (b) land use and transportation conditions, (c) population and employment demographics, and (d) financial plan, and how they differ from those in the CTR plan. N/A What specific policy,service changes and land-use steps will be accomplished during this period for the GTEC area? CTR Plan/Implementation Plan Update: 2015-2019 N/A Regional transportation planning organization CTR plan review ❑ Recommended ❑ Not recommended RTPO comments: Approved by Spokane Valley City Council this 1 --i) day of l / _v(:)/,� CTR Plan/Implementation Plan Update: 2015-2019 City of Spokane Valley Comprehensive Plan CHAPTER 11- BIKE AND PEDESTRIAN ELEMENT 11.0 Introduction 11.0.1 Why Plan for Bicycling and Walking? Bicycling in urban areas has grown dramatically in the last decade due to factors such as healthier lifestyles, rising fuel costs and a desire to lessen impacts on the environment. By creating safe places to ride, the development of new facility types such as bike lanes, bicycle friendly routes, and shared use paths have enabled more people to use bike transportation. In addition, as the importance of a healthy lifestyle has grown, the desire to incorporate exercise through walking has also grown. As a basic form of mobility, virtually all trips—regardless of mode—start and end with walking. The City of Spokane Valley has the essential elements to create a great place to bike and walk. Most streets connect, congestion is minimal, the terrain is flat, and weather is suitable many months of the year. For these reasons, biking and walking is a great way to get around the City. Where there are close links between home and destinations (such as school, work, and shops) walking and cycling can be the preferred and efficient way to move from place to place. Promoting walking and bicycling can help ease congestion, address weight and health issues and enhance the livability and economic vitality of our community. They help promote interaction between neighbors, strengthen connection to the community, provide `eyes-on-the-street' security, and support local retail activity. By comparison, streets and places where people are not present often feel uncomfortable and barren. Cities around the nation with the most positive economic growth and solid resources from tourism, general retail and other sources are places where people can come and feel comfortable. 11.0.2 Overview As an element of the City of Spokane Valley's Comprehensive Plan, this chapter is organized to present background data concerning bike and pedestrian facilities (Section 11.1), applicable federal, state and local codes relating to the topic (section 11.2), and a set of goals and objectives (section 11.3). Section 11.4, contains city-wide bike and pedestrian facility improvements, potential education, enforcement and evaluation tools. As a policy document, this chapter will guide decisions regarding multi-modal transportation facilities. As an implementation tool, it will detail priorities and standards for development. 11.0.3 Vision Statements To increase opportunities for non-motorized transportation that improve the connectivity, safety, convenience and attractiveness of the pedestrian and bicycle network in the City of Spokane Valley. To identify and prioritize facility recommendations based on thorough data collection and analysis, community visioning, regional collaboration, engineering assessment and preliminary cost estimates. 11.0.4 Process Several steps were involved in creating the Bike and Pedestrian Master Program. a. Data Collection A comprehensive field inventory of existing bicycle and pedestrian facilities was conducted, identifying constraints and opportunities for improvements. The City coordinated with adjacent jurisdictions as well as bike, pedestrian and health advocates, property owners and other stakeholders. This step incorporated a thorough review of the existing adopted Spokane Valley Comprehensive Plan, including a review of the bike facility map, goals and policies related to bike and walking activity, as well as a review of recently approved similar Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 1 of 18 City of Spokane Valley Comprehensive Plan plans in the region. Accident data and funding sources for potential future projects were also gathered. A sidewalk inventory completed by students at Washington State University (WSU)was added to the City's GIS system. b. Public Outreach This Bike and Pedestrian Master Program (BPMP) was created over a year and a half period with participation from a diverse group of citizens, residents and interested parties. A contact database was created to ensure interested parties were notified throughout the development of the plan. Over 900 contacts were included within five months of initiation. The first in a series of BPMP workshops was held on June 16, 2010. A diverse group voiced opinions and concerns on bicycling and walking in the City. Through an interactive exercise, the participants identified destinations, obstacles, and preferred routes for bike and pedestrian facilities. An on-line survey was made available through the City's web page. Over 350 responses were received from the online survey, indicating a significant level of interest. The short, non-statistical survey gathered additional insight into the biking and walking experience in Spokane Valley and into desired routes and destinations. c. Connectivity Assessment and Route Recommendations From the gathered data, a preliminary connection assessment and potential route recommendations were developed. Details of existing rights-of-way, pavement width, driveway approaches and traffic counts were gathered. d. Continued Public Outreach A second community workshop was held on September 19, 2010 to present preliminary bike and pedestrian routes and connections based on the information gathered at the first workshop and through the on-line survey. The Spokane Regional Health District presented information on health impacts associated with alternative modes of transportation. By prioritizing potential projects, participants helped create a vision of a comprehensive bike and pedestrian network. The workshops were publicized online, at schools, bike shops and community facilities throughout the City. In addition, staff prepared newsletters and maintained a BPMP page on the City of Spokane Valley website. Quarterly updates were presented to the City Council as part of the Energy Efficiency and Conservation Block Grant (EECBG) status reports. e. Safety Analysis and Prioritization of Improvements A portion of money from the City's EECBG funded an engineering consultant to review the proposed routes for safety, cost and prioritizations. This engineering assessment provides technical guidance to help ensure that proposed bike and pedestrian facilities, such as bike lanes on arterials or shared use paths in neighborhoods, are safe, functional, and appropriate for the set route. f. Plan Refinement, Review and Adoption Desired routes were refined based on technical input from the consultant. Classifications for both bicycle and pedestrian facilities were reviewed based on the American Association of State Highway Transportation Officials (AASHTO) guidelines and industry standards. Comprehensive Plan text, maps and exhibits were prepared. Priorities and preliminary implementation schedules were included. Additional workshops were held to gather input on the draft BPMP document. Finally, the BPMP was presented to both the Planning Commission and the City Council. 11.0.5 Bike and Pedestrian Master Plan Technical Advisory Group Developing the BPMP resulted in partnerships and collaboration between the City, adjoining jurisdictions and many other interested agencies and individuals. Representatives from many of these groups served on the Bike and Pedestrian Technical Advisory Group (BPTAG). The BPTAG Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 2 of 18 City of Spokane Valley Comprehensive Plan met several times to review and make recommendations on potential routes, facilities and implementation strategies. 11.0.6 Partnerships Preparation of the BPMP has involved a wide range of people and agencies. Partnerships and collaboration contributes to the quality and integrity of the program. Maintaining these partnerships will contribute toward successful implementation and realization of shared goals. a. Spokane Regional Health District The Spokane Regional Health District (SRHD) serves as the area's public health leader and partner in protecting and improving the health of the community. The Health District's Physical Activity program works with community coalitions, elected officials, citizen groups and other organizations to encourage policies that make it easier for people to be physically active. An analysis of existing social, economic and health statistics of the residents of the City of Spokane Valley was prepared by the SRHD epidemiologist. The role of SRHD was to bring awareness of the positive health impact bicycle and pedestrian infrastructure can have on a community. b. School Districts and Safe Routes to School Safe Routes to School is a national program aimed at enabling community leaders, schools and parents across the country to improve safety and encourage more children to be active by safely walking and bicycling to school. In the process, work associated with Safe Routes to School contributes to reducing traffic congestion, improving physical health, and making communities more livable overall. The SRHD along with the City, Bicycle Alliance of Washington, Central Valley School District, East Valley School District, and West Valley School District worked diligently through the 2010/2011 school year to prepare walking audits of all elementary and middle schools. Walking audits are detailed surveys of streets and sidewalks within a one-mile radius surrounding a school using the Safe Walk and Bike Routes: A Guide for Planning and Improving Walk and Bike to School Options for Students (site: WSDOT and WTSC 2010). Results of the audits are used to prepare preferred walking routes for students and to identify and prioritize street and sidewalk safety projects. Continued coordinated efforts between school districts, SRHD and the City will aid in the successful implementation of safe routes for pedestrians of all ages. c. Spokane Transit Authority The Spokane Transit Authority (STA) is a regional public transportation agency providing a variety of transportation options, including bus service to the City of Spokane Valley. The transit system effectively expands the area that pedestrians are able to access for daily services and activities. STA's database of pedestrian paths throughout its service area was used as base data for the City's sidewalk inventory, gap analysis and recommended pedestrian network. The data identified barriers to people using the sidewalk network to access the bus system. d. Bicycle Alliance of Washington The Bicycle Alliance of Washington is a non-profit organization advocating for bicyclists and bike-friendly communities throughout Washington. The Alliance works toward increasing the percentage of all types of bicycle riders and increasing funding available for inclusive, non-motorized transportation facilities. The Alliance works closely with Safe Routes to School programs and serves as a clearinghouse for bicycle education and advocacy. e. Washington State University In 2007, Washington State University Interdisciplinary Design Institute (WSU) created a pedestrian model by mapping pedestrian networks throughout Spokane Transit Authority's service area, identifying barriers such as the absence of sidewalks and curb ramps, and non-ADA compliant variations in the surface condition, height, width, and slope of Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 3 of 18 City of Spokane Valley Comprehensive Plan pedestrian facilities. The data has been used to identify existing routes and to determine sidewalk infill priorities. By partnering with the City, data developed through the Bike and Pedestrian Master Program will be used to update the WSU pedestrian network model. In turn, the model will be useful in prioritizing pedestrian improvements in an effort to increase safety throughout the City. f. Spokane Regional Transportation Council The Spokane Regional Transportation Council (SRTC) is the local metropolitan planning organization encouraging coordination and collaboration between planning and transportation departments throughout the region. SRTC maintains the Transportation Improvement Program, a three-year list of state and federally-funded transportation projects, and the Metropolitan Transportation Plan in Spokane County, a document addressing transportation needs for the next 20 years. SRTC recognizes that walking and bicycling are simple and efficient modes of travel that can increase public transit ridership. Coordination between the City and SRTC will create opportunities to implement effective non-motorized projects and programs. 11.1 Planning Context The Bike and Pedestrian Element of the Spokane Valley Comprehensive Plan expands on the Transportation Element to focus on non-motorized transportation. Also referred to as the Bike and Pedestrian Master Program, this element is consistent with the overall Comprehensive Plan, specifically the Land Use, Transportation, Parks and Recreation and Neighborhood Elements. 11.1.1 GMA The Washington Growth Management Act(GMA), the Revised Code of Washington (RCW) and the Washington Administrative Code (WAC) provide for the inclusion of non-motorized transportation elements in comprehensive plans. Bike and pedestrian planning is sometimes included in the land use, transportation or recreation elements. Using a separate element to address opportunities and constraints specific to these non-motorized forms of transportation allows the City of Spokane Valley to focus on improvements that enhance the livability and economic vitality of our community. 11.1.2 County-Wide Planning Policies County Wide Planning Policies (CWPP) provide a policy framework for the County and its respective cities. Specifically items 10 and 16 under Policy Topic 5—Transportation, state: 10. Each jurisdiction should coordinate its housing and transportation strategies to support existing, or develop new, public multimodal transportation systems. 16. Each jurisdiction shall address energy consumption/conservation by: a. Designing transportation improvements for alternatives to the single-occupant vehicle; b. Locating and adopting design standards for new development to support pedestrian or non-motorized travel; c. Providing regulatory and financial incentives to promote efforts of the public and private sector to conserve energy; and d. Reducing the number of vehicle miles traveled and number of vehicle trips. As described in Section 11.0.6 above, the SRTC is the Metropolitan Planning Organization for the Spokane region. SRTC maintains the Metropolitan Transportation Plan (MTP), a 20-year strategy to meet the transportation needs of the region. MTP goals related to non-motorized transportation include: • Establishing a bicycle and pedestrian program that will increase the mode-share of people walking and bicycling as a means of transportation over the next 20 years; • Eliminating barriers that discourage or prohibit pedestrian or bicycle access; Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 4 of 18 City of Spokane Valley Comprehensive Plan • Identifying the needs and gaps in the regional bicycle and pedestrian system; and • Encouraging connections between residential areas and adjacent land uses to enhance awareness and cooperation between all roadway users. The MTP facilitated the creation of three complementary products: the Spokane Regional Bike Plan (adopted in 2008); the Spokane Regional Pedestrian Plan (adopted in 2009) and the SmartRoutes program. All of these were collaborative efforts with SRTC, the Spokane Regional Health District, the Active Transportation Technical Committee (including representatives from the City of Spokane Valley and other cities and towns) and a citizen-based steering committee. Each of these documents encourages jurisdictions to tailor the regional plans to their own needs and to use them for guidance to develop appropriate bicycle and pedestrian projects that traverse jurisdictional lines. 11.2 Existing Setting 11.2.1 Comprehensive Plan The City of Spokane Valley's Comprehensive Plan includes goals and policies to guide development within the City. All elements within the Comprehensive Plan must be internally consistent. Goals found within other elements encourage the development and implementation of a bike and pedestrian system within the City. The following are from the Land Use, Transportation, Natural Environment and the Parks and Recreation elements: Land Use- Goal LUG-7 Provide a balanced transportation network that accommodates public transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles and integrated parking. Transportation - Goal TG-9 Enhance community livability and transportation by encouraging a connected system of pedestrian and bicycle ways that is integrated into a coordinated regional network. Natural Environment-Goal NEG-20 Support regional efforts to improve air quality. Parks and Recreation -Goal PRG-4 Based upon budgetary resources, promote, develop, operate and maintain a comprehensive trail/bicycle system within Spokane Valley that provides non-motorized travel (walking, bicycling, skating, and horseback riding) to meet city residents recreation, fitness and commuting needs. 11.2.2 Current Activity a. Collision Data The Washington State Department of Transportation maintains records of pedestrian and bicycle collision data. Between 2003 (incorporation) and 2010, there were six fatalities and 295 serious or disabling injuries in Spokane Valley associated with pedestrian and bicycle collisions. On average, there are 41 pedestrian and bicycle collisions per year. The majority of the collisions occurred on major arterials including Argonne, Pines and Sullivan Roads. It is estimated that many bicycle and pedestrian collisions have happened but have not been reported. b. Citizen Input To ensure the bike and pedestrian system reflects the community's desires, an extensive outreach component was built into the process. As described in the previous section, this process included workshops and an on-line survey. The results showed that a majority of respondents walk or bicycle for exercise/health, enjoyment, or to commute to work/school. When asked what prevents a person from biking or walking, an overwhelming 70% of the Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 5 of 18 City of Spokane Valley Comprehensive Plan respondents said it was due to the lack of facilities. The results showed the community's desire to see improved bike and pedestrian facilities in or around the following six routes: 1. Sprague Avenue 2. Pines Road 3. 32nd Ave/Dishman Mica 4. Argonne/ Mullan corridor 5. Valleyway Avenue (as a bicycle friendly route) 6. Sullivan Road Many mentioned the need for more north/south connections to the Centennial Trail. The preferred facilities were bike lanes and shared use paths. The graphs below illustrate the respondent's views. Why do you bike or walk? Note:Respondents were asked to check all that apply 94% 89% 58% 55% 35% 9% 3% 4% — -- - - - 7 tir o�� 0 a5 0°� c, m m� e�°�yor�a •�� o°�\jemy° Q�•��°i� °�\yGr �o�\o`�� 0�eo O`r 5r �J) O C oa\ Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 –Bike and Pedestrian Master Program Page 6 of 18 City of Spokane Valley Comprehensive Plan What prevents you from biking or walking? Note: Respondents were asked to check all that apply 70% 57% 43% 28% 26% 26% 14% 13% 17% 6% eG\�\e5 •Qe�\�� a caa ra,\°c •a.1% �i��o a�`co� ��`�5 orac o� e ��d .t`,e �° 0er °� eye .�r� <2) ,e \a y�5 yti5 ee \se Q \eo ,er ��e oea o�oi� °�• 5Q c, .e a Where would you like to be able to bicyle or walk? Note:Responses were tallied from qualitative data 23% 21% 21% 5% 4% 5% 5% . 4% 2% 2% 2% 2% 1 1% 1 1% • co e cl .el- a ti5 G �5 Je .,(:\ p G P O � Gpa� `a � ooeGo° G � •,i> 'k-\ � 4 � ert. JAGgqc 4'0 � \ � aeeo�e � a m e GeCI oc 5r Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 7 of 18 City of Spokane Valley Comprehensive Plan Which roadways are difficult for bicyclists or pedestrians? Note:Responses were tallied from qualitative data 24% 17% 16% 10% 5% 116% 0 2% 3% 3% ° 3/° 3% ° 3% ° 3% ° PQ�\e, (§53 ct,,b a\��oaa�G ioarm�c�`G��ge c Fo�e��y\oo Qm� Q�se��A� ��F ��e�J�� yr O� What bicycle and pedestrian facilities do you prefer? Note:Respondents were asked to check all that apply 78% 62% 51% 36% ow Bike Lanes Shared Use Paths Signed,Shared Bicycle Boulevard Roadways Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 8 of 18 City of Spokane Valley Comprehensive Plan Which of the following programs would you like to see implemented? Note:Respondents were asked to check all that apply 87% 66% 55% 47% 46% 36% 34% 28% oe wee. _ aQ5 • \Gey �e� ss'�5 \°� y6 p C �� , aJG ��P' ,``O{\ G�\A e °�O \SGP' 0 4`° \5 Q° ec c. Health Data As part of the initial community workshops, the SRHD prepared information correlating active lifestyles, including bicycle and pedestrian commutes, to improved health. Sedentary lifestyles can contribute to obesity. Obesity can be defined as a person with a body mass index of 30 or greater. Obesity can contribute to illnesses including heart disease and strokes, high blood pressure, osteoarthritis, diabetes and some forms of cancer. Lack of physical activity increases health risks, resulting in increased costs for medical care, worker compensation and lost productivity. Obesity and lack of activity contribute to chronic diseases including cancer, heart and respiratory disease. The top five causes of death in Spokane Valley are shown below: Literature reviews have shown that urban design and land use policies creating opportunities for physical activity within communities have been effective and are considered best practices for increasing a community's health and reducing obesity. More than half of Spokane County's carbon monoxide emissions are from vehicle sources. Reducing vehicle trips by accommodating and encouraging active transportation can positively impacts health by improving air quality. SRHD also considers socio-economic factors as they relate to health. A link exists between education, poverty, and mobility choices. In Spokane Valley, between 2004 and 2008, 37.4 percent of the population had less than a high school diploma or GED. The amount of education a person achieves influences their ability to earn a certain standard of living. Between 2004 and 2008, 43.9 percent of the City's population was at or below the 200 percent federal poverty level. That is more than twice the national average. A substantial percentage of the population either cannot afford automobile transportation, or affording it is a financial hardship. For these people, in addition to the young in age and the older population, getting around by other alternatives such as walking, bicycling or transit is a necessity. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 9 of 18 City of Spokane Valley Comprehensive Plan 11.2.3 Existing Bicycle System Though developed as a compilation of rural townships over time, the City of Spokane Valley has a strong grid pattern of streets. The placement of principal and minor arterials, collectors and local access streets overlaid on the relatively flat topography provides an excellent base for non- motorized transportation. a. Types of Bicycle Users There are many types of bicyclists with varying skills and levels of comfort in terms of riding in traffic. While bicyclists can be loosely categorized as experienced adult, casual adult and child cyclists, there are many levels of cycling competency and just as many opinions as to what makes an ideal bike route. Some experienced cyclists ride on busy arterial streets regardless of bicycle facilities. Some cyclists will ride on busy roads only if bike lanes are provided. Some will use the lanes only if parallel residential roads are unavailable. b. Existing Bicycle Facilities A combination of striped bike lanes, posted bicycle friendly routes and separated bike facilities are found throughout the City. In addition, other streets act as informal routes, favored by bicycle commuters as safe and convenient alternatives to bike ways with heavy automobile traffic. The following different types of bicycle facilities, as defined by the American Association of State and Highway Transportation Officials (AASHTO) are found throughout Spokane Valley: i. Shared Use Path: Facilities on separated right-of-way and with minimal cross flow by motor vehicles. Minimum width is six feet; optimal width is ten feet. Shared use paths may also be used by pedestrians, skaters, wheelchair users, joggers and other non- motorized users. • The Centennial Trail is an example of a shared use path in the City. With connections through adjacent jurisdictions, it is an important regional recreational and commuting facility. Other shared use paths exist along the south side of Appleway Avenue from Sprague Avenue to the eastern City boundary and on Sullivan Road, from Centennial Trail to just south of Trent Road. ii. Bike Lanes: A portion of a roadway designated by striping, signing and pavement markings for the preferential or exclusive use by bicyclists. The required width of a bike lane on a given street varies based on several factors, such as existence of a gutter and curb. Parking and traffic volume must be considered as well. AASHTO and SRTC (Spokane Regional Transportation Council) guidelines recommend that for a street without gutter or curb, the minimum width of the bike lane should be four feet. If the street includes curb and gutter, the minimum width should be five feet. In situations where parking is permitted without any striping or stalls, AASHTO guidelines recommend an 11-foot bike lane width. Bicycle lanes improve conditions for cyclists of all abilities within a given corridor and encourage increased bicycle use by providing a greater degree of comfort and perceived safety for less skilled cyclists. • Striped bicycle lanes are located along several arterials, including 32nd Avenue, portions of Broadway, Evergreen Road, Mission Road, Sprague Avenue and 16th Avenue. Mirabeau Parkway from Pines Road to Indiana Avenue and Indiana Avenue from Mirabeau to Evergreen Road are also improved with bike lanes. iii. Signed Shared Roadway: Signed lane allowing both vehicular and bicycle traffic. Minimum width is 14 feet. Signed shared roadways indicate to cyclists that there are particular advantages to using these routes compared to alternate routes. • In the City of Spokane Valley, signed shared roadways exist on 4th Avenue from University to Conklin, and on Trent from Flora to the eastern city boundary. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 10 of 18 City of Spokane Valley Comprehensive Plan iv. Shared Roadway: Lane allowing both vehicular and bicycle traffic. No signing is involved. • All public streets in the City of Spokane Valley can be defined as shared roadways. Existing bike facilities in the City of Spokane Valley are shown in Map 11.1. Other bicycle facilities found throughout the City include bicycle parking facilities at some commercial, public and office facilities and bicycle racks on transit vehicles. c. System Deficiencies Barriers surrounding both recreation and commuting bicycle activity throughout the City include crossing Interstate 90, railroad tracks, and the Spokane River. Currently, principal arterials cross these barriers. However, the limited space for bike facilities on these arterials plus the traffic volume hinders the safety and comfort for many riders. This impacts those trying to access commercial and employment centers in the north part of the City as well as those trying to access the Centennial Trail. Other factors impacting bicycle activity include impaired sight distances, limited street connectivity, cyclist and motorist behaviors, lack of way-finding signs, and maintenance issues. 11.2.4 Existing Pedestrian System a. Types of Pedestrians For trips of a certain length, walking is a simple affordable way to get around. Spokane Valley, with relatively flat terrain and a predominately grid street pattern, has great opportunities for pedestrians of all kinds. People choose to walk for many reasons including recreation and necessity. Pedestrians include adults, children, seniors, people without cars and people with disabilities. Those with higher levels of transportation choice, i.e. those specifically able to afford cars and of driving age, make use of autos for most trips. This situation is not so much a reflection of popular transportation preferences but of the many auto-dominated land use and transportation decisions that created present day Spokane Valley. Citizens, including those driving cars as well as seniors, youth and people with disabilities, need safety, connectivity and accessibility. b. Existing Pedestrian Facilities Sidewalk inventories were performed by City staff as part of the analyses conducted for the Bike and Pedestrian Master Program and the American with Disabilities Act transition plan. Also, in association with the Safe Routes to School program, volunteers from all elementary and middle schools in the City conducted walking audits to determine potential routes to their schools and to identify missing sidewalk segments, potential pedestrian conflicts and existing safe haven areas for students. The existing pedestrian system in Spokane Valley includes sidewalks, shared use paths, wide shoulders on rural roads and residential streets. Generally, sidewalks exist on most of the existing arterials and range in width from three to six feet. In addition, most streets surrounding elementary, middle and high school facilities are improved with sidewalks. Several shared-use paths, intended for all types of non-motorized transportation, are located throughout the City (see section on existing bicycle facilities above). Map 11.3 shows locations of existing sidewalk facilities. Other infrastructure associated with pedestrian activity includes curb ramps, intersection markings, cross walks with and without associated signals, benches and shelters for transit facilities, and street trees. c. System Deficiencies: For the most part, sidewalks on arterials are constructed adjacent to the curb and lanes where cars are traveling in excess of 30 and 40 miles per hour, impacting pedestrian comfort and safety. In addition, while current development standards require separated sidewalks, there are portions where sidewalks were not built with initial street construction. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 11 of 18 City of Spokane Valley Comprehensive Plan Other factors making walking difficult include crosswalk issues on high-volume streets, obstructions such as power poles and utility boxes in the sidewalk, outdated or non-existent curb ramps, poor lighting, limited facilities at transit stops, and maintenance issues. 11.3 Goals and Policies Spokane Valley is intended to become a bicycle and pedestrian friendly City, where bicycling and walking are encouraged and promoted as safe and convenient forms of transportation and recreation. Goals help guide actions towards fulfilling this vision. Policies are more specific statements relating to implementing measures that will achieve the goals. As with many cities, Spokane Valley has limited funds with which to pursue its bike and pedestrian goals. Focused and prioritized resources will aid the City in having a positive impact on non- motorized transportation infrastructure. The City will strive to make strategic investments of the limited resources available and where possible, leverage resources in cooperation with other governmental and private agencies. The following goals and policies are consistent with the goals and policies of other chapters of the Spokane Valley Comprehensive Plan, with the Countywide Planning Policies and the Growth Management Act. Network and Facilities Goal & Policies Goal BP-1 Provide a comprehensive bikeway and pedestrian system connecting residential neighborhoods with parks, schools, commercial areas, trails, and employment areas within the City and to adjacent jurisdictions. Policies BP-1.1 Encourage bike lanes, shared use paths and sidewalks throughout the City where applicable and appropriate. BP-1.2 Encourage bicycle parking facilities at commercial and public facilities as well as at places of employment. BP-1.3 Work with Spokane Transit Authority to develop safe, comfortable and secure pedestrian amenities and bicycle parking facilities at transit stops as well as bike racks on transit vehicles. BP-1.4 Encourage sidewalks, bicycle facilities and shared use paths as part of development where applicable. BP-1.5 Encourage landscaping, bollards and other treatments with new streets, parking lots and other pedestrian activity zones to create an effective safety and visual buffer between the sidewalk and the street. BP-1.6 Coordinate on regional non-motorized efforts in partnership with adjoining jurisdictions and with the Spokane Regional Transportation Council. BP-1.7 Pursue joint funding applications for implementation that will expand the regional bikeway and pedestrian network. BP-1.8 Strive to maintain access for pedestrians, bicycles and emergency response vehicles when a street closure or a vacation request is processed. BP-1.9 Encourage the use of technological advances to provide a safe, user friendly bicycle and pedestrian network. BP-1.10 When considering alternative modes of transportation, priority should be placed on providing sidewalks for children particularly in areas near parks and schools. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 12 of 18 City of Spokane Valley Comprehensive Plan Safety and Accessibility Goal and Policies Goal BP-2 Reduce the number of bicycle and pedestrian injuries through development of safe and accessible routes for bicyclists and pedestrians of all ages and abilities. Policies BP-2.1 Encourage bicycle and pedestrian facilities to meet nationally recognized design standards for safety and accessibility, such as AASHTO. BP-2.2 Encourage bicycle routes and shared use paths to be properly signed and marked to address personal safety. BP-2.3 Encourage safe bicycle and pedestrian crossings of major arterials, railroads, I- 90 and the Spokane River through use of innovative treatments where appropriate. BP-2.4 Encourage the enforcement of pedestrian and bicycle safety rules on City streets and bikeways. Promotion and Education Goal and Policies Goal BP-3 Implement comprehensive education and encouragement programs targeted at all populations in the City. Policies BP-3.1 Continue coordinating with existing agencies and programs, including the Spokane Regional Health District, the Safe Routes to Schools program, the Police Department, SCOPE, the Commute Trip Reduction program and other entities concerned with bicycle and pedestrian safety, to create education programs focused on safe bicycle riding, walking and motorist activity. BP-3.2 Provide current and easily accessible information about the bicycle and pedestrian networks, programs and facilities. Implementation, Funding and Maintenance Goal and Policies Goal BP- 4 Seek funding from all available sources to implement and maintain bicycle and pedestrian facilities as well as ongoing education and enforcement. Policies BP-4.1 Maintain a prioritized and phased implementation plan that takes into consideration the scope, cost and benefits of a facility, and available funding opportunities. BP-4.2 Where feasible, include facilities as described in this Bike and Pedestrian Element as part of the annual Transportation Improvement Program (TIP). BP-4.3 Review and monitor opportunities for multi-modal grant funding as they become available. BP-4.4 City should strive to maintain quality street surfaces that provide a safe environment for vehicles and cyclists. BP-4.5 Ensure internal coordination between departments prior to developing street projects that include bike and/or pedestrian facilities. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 13 of 18 City of Spokane Valley Comprehensive Plan BP-4.6 Use Community Development Block Grant (CDBG) funding to facilitate the construction of safer pedestrian routes serving low and moderate-income neighborhoods throughout the City of Spokane Valley. BP-4.7 Direct the use of the CDBG funds for the benefit of citizens in low and moderate- income neighborhoods to develop pedestrian connections that would provide public transit access to critical services for these citizens and pedestrian routes that enable children to safely walk to school in these neighborhoods. 11.4 Bike and Pedestrian Master Program 11.4.1 Engineering Improvements a. Overall Bicycle and Pedestrian Network The City of Spokane Valley Bike and Pedestrian Master Program is based on field data, citizen input and engineering analysis of constraints and opportunities for bicycle and pedestrian facilities. It should be noted that this is a master program, not a detailed feasibility analysis. As such, exact routing and designations could be modified during the course of more detailed studies of specific projects. The recommended bikeway network is shown in Map 11.2 and recommended pedestrian network is shown in Map 11.4. Map 11.5 shows the recommended travel ways for the schools that participated in the safe routes to school exercise. b. Possible Engineering Solutions The specific types of bike and pedestrian treatments that are applied to roads vary depending on the existing right-of-way, traffic counts, traffic speeds, roadway cross sections, number of approaches or driveways on the street and topography. A brief description of bicycle treatments is provided below. More specific design guidelines including the complete toolbox and typical cross section layouts are found in Appendix 2: Facility Design Guidelines. i. Bicycle Friendly Routes— Bicycle friendly routes are roadways with low speeds and low volumes. The treatments recommended for bicycle routes should strive to improve through movements for bicyclists and other non-motorized modes. Bicycle route treatments are ideal on two-lane roadways where traffic volume is less than 3,000 vehicles per day (although less than 1,500 vehicles per day is preferred) and posted speeds of 25 miles per hour or less. See Appendix 2 for specific bicycle friendly route treatments and cross sections. ii. Bicycle Lanes - Bicycle lanes designate an exclusive part of the roadway (typically on the right side of the roadway) to be used by bicyclists only. A bike lane is typically located between the right most traffic lane and the curb or on street parking area. A bicycle lane should be considered on roadways with traffic volumes greater than 3,000 vehicles per day or posted speeds greater than 25 miles per hour. Appendix 2 includes a variety of bicycle lane treatments from a standard bike lane to buffered bike lanes and climbing lanes. The appendix also includes cross sections showing how bike lanes could be applied to existing City roadways. iii. Cycle Tracks - A cycle track is an exclusive bike facility separated from vehicle traffic and the sidewalk, and is intended to provide improved comfort and safety for the bicyclist as compared to an on-street bike lane. The cycle track can be separated from vehicle traffic using a variety of treatments (curbs, planter strips, on-street parking, pavement markings, or other options). In addition, the cycle track should be clearly defined from sidewalks (grade separated, pavement markings, or an alternate clear indication) to prevent bicycle conflicts with pedestrians. A cycle track requires a wider cross section than a typical bike lane, but should be considered on roadways where bicyclists may not feel comfortable biking directly adjacent to vehicle traffic. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 14 of 18 City of Spokane Valley Comprehensive Plan iv. Shared Use Paths — Shared use paths are physically separated from the roadway and are intended for use by pedestrians, bicyclists, runners and other non-motorized users. Shared use paths supplement bike lanes, bicycle friendly routes and sidewalks and connect to these other facilities at ends of the path as well as midway, depending on the length and location. The number of driveways and crossings should be minimized when designing a shared use path. Generally, if there are more than eight crossings per mile, an on-street facility should be considered instead. v. Bicycle Intersection Treatments - Intersection treatments improve the safety of bicyclists through an intersection (typically a signalized intersection). Depending on the characteristics of the cross streets (traffic and bicycle volumes, traffic and bicycle speeds, type of bicycle facility,- number of vehicles and/or bikes turning, visibility, surrounding land use, and other factors) a range of treatments may be applicable. Appendix 2 provides specific intersection treatment guidelines and criteria. vi. Mid-Block Crossing Treatments - Mid-block crossings can be dangerous for bicyclists because drivers are not typically expecting a crossing at a non-intersection location. The need for a mid-block crossing may arise if two bicycle facilities are off-set or if a trail intersects a roadway at mid-block. In these situations, mid-block crossing treatments can be applied to improve the safety. vii. Wayfinding - Wayfinding is meant to be used by bicyclists while en route to communicate directions, distance and sometimes expected travel time to a particular destination. Wayfinding is typically accomplished through the use of signs supplemented at times with pavement markings. Wayfinding can be beneficial to all types of bicycle facilities. viii. Prioritization Criteria— Bicycle Network The overall bicycle and pedestrian networks will be implemented over time. The criteria contained in Appendix 1 has been used to determine where to focus available funding and staff time to implement bicycle facility projects. Priority is given to those projects anticipated to serve the most number of people and to contribute to overall safety. ix. Prioritization Criteria— Pedestrian Network The criteria contained in Appendix 1 was used to determine where to focus available funding and staff time to implement pedestrian facility projects. Priority is given to those projects anticipated to serve the most number of people and to contribute to overall safety. x. Network Improvements Facility improvements, summarized in Appendix 1, are categorized as short-term and long-term projects based on need and ease of implementation. 11.4.2 Ancillary Facilities Ancillary facilities add to the safety and comfort of using walking and bicycling as modes of transportation. Ancillary facilities can include bicycle parking, showers and lockers, transit features and bicycle and pedestrian maps. Crosswalk design can aid in increasing visibility through the use of specific striping patterns and lights. The following methods address ancillary features: a. Pedestrian Features: Encourage that pedestrian crossing facilities, including crosswalks and signage, alert both motorists and pedestrians to the presence of the facility. Work with developers and utilities to remove existing hazards such as light poles and utility boxes from the sidewalk. Where appropriate, constrain roadway width Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 15 of 18 City of Spokane Valley Comprehensive Plan with bulb-outs and tighter right turns at intersections to slow vehicles as they approach areas with high pedestrian volumes. Provide sidewalks or pedestrian paths between neighborhoods and commercial or public destinations where appropriate. Encourage clearly identified safe walking paths between public sidewalks and commercial buildings. b. Bicycle Parking: Continue to require bicycle racks for new development. Consider developing standards for the size of bicycle parking spaces, clearance, aisles, signs, anchoring, non-interference with pedestrian circulation, and weather protection. c. Shower and Locker Facilities: Continue to coordinate with Spokane County Commute Trip Reduction program to encourage shower and locker facilities as tenant benefits and to encourage employers to consider partnering with nearby gym facilities for use of existing shower facilities. d. Transit Features: Continue as an active partner with the Spokane Regional Transportation Council and the Spokane Transit Authority to encourage the accommodation of bike lockers and bikes on transit vehicles. 11.4.3 Education and Encouragement Unfortunately, too many bicyclists in the United States lack the basic skills or knowledge to safely ride a bicycle in traffic. Many people are afraid of bicycling on streets. Bicycle education programs are designed to increase bicycle safety by improving the ability to ride with traffic as well as improve motorist awareness. The difficulties faced in helping people develop this skill and knowledge stems from the wide range of age groups that require this training and the necessity to tailor the programs to each group. Bicycle education programs should be directed at children bicyclists, adult bicyclists and motorists. The following methods address education and encouragement: a. Child Education and Encouragement: In conjunction with the Health District, school districts and other interested organizations, encourage development of bicycle education programs for several age groups or use existing programs that have demonstrated effectiveness. Programs could be incorporated into existing summer parks programming and existing school programming. Programs could include bicycle helmet safety information, maintenance and repair, safe riding habits and bicycle rides. More specifically, students in grades K-3 could be taught basic pedestrian skills, stranger danger, crossing residential streets, using pedestrian push buttons and taking a school bus. Older students in Grades 4 to 5 could learn bike safety and handling skills, including bike operation on streets with supervised bike rides on neighborhood streets. Later, in Grades 7-9, students could learn basic mobility skills of how to get around town including using transit for utilitarian and recreational trips (e.g., how to read a bus schedule, execute a transfer, take rapid transit), and more on safe bicycling practices. In tenth grade, many students take driver's education. The driver's education curriculum could include focused instruction on how motorists should interact with pedestrians and bicyclists, how to predict their movements, pass safely and learn when different modes have the right-of-way. b. Adult Education and Encouragement: Continue to partner with the Health District, Police Department, SCOPE and other interested organizations to develop adult pedestrian and bicycle programs) which could include a public awareness campaign focused on responsible road behavior. The campaign could be directed to pedestrians, bicyclists and motorists alike and make use of public service space from newspapers, television, radio, bus advertising, posters and flyers included in utility bills. In addition, promote community events such as Bike to Work Week, charity bike rides, costume rides, bike fairs and bicycle rodeos. Include bicycle safety checks and safety information. Incorporate "share the road" signs where appropriate on City streets and include "sharing the road" or other safety campaign information on the City's webpage. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 16 of 18 City of Spokane Valley Comprehensive Plan 11.4.4 Enforcement While laws that address bicyclists' behavior and safety are in place, they are sometimes not fully enforced. Effective enforcement leads to a safer environment for pedestrians, bicyclists and motorists alike. The following methods address enforcement of this Bike and Pedestrian Master Program: a. Law Enforcement: Work with the Spokane Valley Police Department to develop a policy to include the City's intent to enforce existing laws affecting pedestrian, bicyclist and motorist responsibilities, including parking in bike lanes but especially those relating to drunken driving, careless driving, speeding and failing to yield. b. School Crossings: Continue assisting school districts to develop their Safe Routes to School programs to ensure safe crossing activity at school sites. Engage SCOPE as an additional presence where needed. c. Facility Upkeep: Continue existing program of regular maintenance of street and sidewalk facilities. Ensure that asphalt pavement overlays are flush with the concrete gutter and that utility covers are flush with the pavement. 11.4.5 Implementation and Funding Various portions of this Bicycle and Pedestrian Master Program can be implemented with existing procedures (such as paint applied when a road is resurfaced, continuing existing requirements and coordination with other agencies). Other portions will require further study, possible neighborhood input and detailed engineering design. Table 11.4.1 summarizes potential steps involved with implementation: Table 11.4.1 BPMP Implementation Summary Program or Possible Implementation Step(s) Lead Department Improvement Further studies to determine exact facility Community Development; Public Works improvements to be implemented Neighborhood input Community Development Bicycle and Pedestrian Network Improvements Engineering design work Public Works Funding source identification Community Development; Public Works Environmental review Community Development;Public Works Application of requirements with development Community Development; Project Developers Ancillary Facilities Coordination with other agencies Community Development Education and Program research and development Community Development; Parks Department Encouragement Programs Coordination with other agencies in developing Community Development programs Enforcement Programs Funding Source identification Community Development;Public Works As referenced in Table 11.4.1, funding would be required to implement many portions of the Bike and Pedestrian Master Program. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 17 of 18 City of Spokane Valley Comprehensive Plan Detailed descriptions of funding sources, including match requirements and application timing, are contained in Appendix 3. Review of several funding programs reveals that while each grant announcement details specific criteria for funding, certain common threads are present. When applying for funding consider the following criteria: a. Partnership Funding is limited. Therefore, grant sources encourage and support cooperative regional projects and planning efforts that integrate housing, transportation, environmental impact and economic development. Projects that pull together public and private entities and multiple stakeholders are favored. b. Risk Reduction Crash data quantifies dangerous stretches of pedestrian and bicycle commute routes. Increasing safety for pedestrians and bicyclists encourages the larger community to consider these alternative modes of transportation. Projects designed to address a clear and demonstrated safety hazard are therefore encouraged. c. Location Bike and pedestrian facilities that link residential areas with schools, recreation facilities, and shopping areas result in a large benefit to a community. Encouraging alternative transportation to daily activities reduces car commutes and pollution. Well located projects also consider and provide for multi-generational users. d. Broad Project Scope Developing and encouraging use of an overall bike and pedestrian system is an on-going process. Implementing a successful bike and pedestrian master program includes identification of facility improvements, provisions for education, encouragement and enforcement, and program follow-up that provides for evaluation and adjustments over time. 11.4.6 Monitoring and Modifications Monitoring the effectiveness of the overall BPMP can be accomplished as part of the annual Comprehensive Plan review and update. Modifications to the Bicycle Map, the Pedestrian Map, the project implementation tables and other programs described in this Chapter can be accomplished as needed to achieve established goals. The City's web page can be updated with notices of projects that are in the planning, design, build or maintenance phase. Education and enforcement activities can be highlighted on the web page. Adopted 10-25-2011 (Updated 07-24-2013) Chapter 11 —Bike and Pedestrian Master Program Page 18 of 18