Agenda 01/08/2004 .i5
SPOKANE VALLEY PLANNING COMMISSION
AGENDA
Council Chambers - City Hall 11707 E. Sprague Avenue
6:30 p.m.-9:30 p.m.
* * * January 8, 2004 * * *
I. CALL TO ORDER
II. PLEDGE OF ALLEGIANCE
III. ROLL CALL
IV. APPROVAL OF AGENDA
V. APPROVAL OF MINUTES
VI. PUBLIC COMMENT
VII. COMMISSION REPORTS
VIII. ADMINISTRATIVE REPORT
XI. COMMISSION BUSINESS
Old Business: Continuation of Flood Plain Ordinance Public Hearing
New Business: 1)Study Session—Sign Code Revision(Scott Kuhta)
2)Adoption of International Building Codes (Tom Scholtens)
X. FOR THE GOOD OF THE ORDER
XI. ADJOURNMENT
COMMISSIONERS CITY STAFF
Fred Beaulac Marina Sukup,AICP
Robert Blum Greg McCormick,AICP
John G. Carroll Scott Kuhta,AICP
David Crosby Debi Alley
William Gothmann, Chair
Gail Kogle
Ian Robertson,Vice-Chair www.spokanevalley.orq,
CITY OF SPOKANE VALLEY
Request for Commission Action
Meeting Date: January 8 , 2004
Item: Check all that apply: ❑ consent ® old business ❑ new business ® public hearing
0 information ❑admin. report 0 pending legislation
AGENDA ITEM: Public hearing and consideration of an ordinance establishing Article V
—Special Zones of the Spokane Valley Uniform Development Code and - _
providing for flood damage prevention in accordance with the National
Flood Insurance Program (NFIP), designating a Floodplain
Administrator, repealing ordinances in conflict, establishing penalties
for non-compliance, providing for severability and effective date
GOVERNING LEGISLATION: Revised Code of Washington (RCW) 86.12.210
PREVIOUS COUNCIL/COMMISSION
ACTION: City Council received an Administrative Report on participation in the NFIP
and the proposed ordinance on November 12, 2003.
Planning Commission opened a Public Hearing on December 11, 2003, and
continued the hearing until January 8, 2004.
BACKGROUND: The National Flood Insurance Program (NFIP) provides flood insurance for
properties located within the 100-year floodplain designated by the Federal Emergency
Management Agency. Spokane County participates in NFIP pursuant to RCW 86.12.200 and
has developed a comprehensive flood control management plan exceeding the minimum
requirements for participation in the national flood insurance program adopted by the
Department of Ecology pursuant to RCW 86.16.031, as well as rules adopted by the
Department of Ecology (RCW 86.26.050) relating to flood plain management activities.
Approximately 80 residential structures and four non-residential structures are located within
flood hazard areas identified in Spokane Valley. Existing flood insurance policies will be
continued under the umbrella of Spokane County NFIP participation during the one-year period
prior to the City's acceptance into the program.
The proposed ordinance meets the requirements for official action required for participation in NFIP. The
standards for both residential and non-residential construction are a minimum of one foot above base
flood elevation (BFE)as has been required by Spokane County. The minimum elevation for manufactured
housing, however require that the bottom of the crawl space be elevated one foot or more above BFE.
The proposed ordinance also provides that an engineering study be conducted in certain areas to
demonstrate no impact to the ability of the floodplain to infiltrate, store and release floodwaters.
These areas include Chester Creek: downstream of Mohawk Road, Saltese Creek: all areas of
ponding and infiltration; Forker: south of the intersection of Forker Road and Progress Road;
Central Park: west of Park Road; and Glenrose: west of Carnahan Road and south of 8th Ave.
On December 4, 2003, Planning Commission questioned the proposed requirement for a
performance bond. Staff researched the matter and has deleted this provision.
Enforcement of the provisions is better effected through changing procedural
requirements to secure elevation certificates as part of the building permitting process.
RECOMMENDED ACTION OR MOTION: Approval.
BUDGET/FINANCIAL IMPACTS: Not applicable.
STAFF CONTACT: Marina Sukup, AICP—Community Development Director
ATTACHMENTS: Proposed Ordinance - updated
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ORDINANCE NO. 03-
AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, WASHINGTON,
ESTABLISHING ARTICLE 5 SPECIAL ZONES AND PROVIDING FOR
FLOOD DAMAGE PREVENTION IN CONFORMANCE WITH THE
NATIONAL FLOOD INSURANCE PROGRAM; DESIGNATING A
FLOODPLAIN ADMINISTRATOR; REPEALING ORDINANCES IN
CONFLICT; ESTABLISHING PENALTIES FOR NON-COMPLIANCE; AND
PROVIDING FOR SEVERABILITY AND EFFECTIVE DATE.
WHEREAS, the Legislature of the State of Washington has delegated the responsibility to local
governmental units to adopt regulations designed to promote the public health,safety, and general welfare
of its citizenry; and
WHEREAS, flood hazard areas are subject to periodic inundation which results in loss of life
and property, health, and safety hazards, disruption of commerce and governmental services,
extraordinary public expenditures for flood protection and relief, and impairment of the tax base, all of
which adversely affects the public health,safety,and general welfare; and
WHEREAS, the regulation of construction within flood hazard areas assists in maintaining a
stable tax base, ensures that potential purchasers of real property have notice of flood hazard conditions,
and provides for the availability of flood insurance to the owners of real property; and
WHEREAS,management of floodplain hazard areas is authorized pursuant to RCW 86.12.210;
NOW, THEREFORE, the City Council of the City of Spokane Valley, Washington, do
ordain as follows:
Section 1. Article 5 of the Spokane Valley Development Code is hereby established to read as follows:
Section 5.01. Purpose
In order to limit flood damages and associated losses,the City provides for the following:
(1) Restricting or prohibiting uses which are dangerous to health,safety,and property due to water or
erosion hazards, or which result in damaging increases in erosion or in flood heights or velocities;
(2) Requiring that uses vulnerable to floods, including facilities which serve such uses, be protected
against flood damage at the time of initial construction;
(3) Controlling the alteration of natural flood plains, stream channels, and natural protective barriers
which help accommodate or channel flood waters;
(4) Controlling filling, grading, dredging, and other development which may increase flood damage;
and
(5) Preventing or regulating the construction of flood barriers which will unnaturally divert
floodwaters or may increase flood hazards in other areas.
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Section 5.02 Definitions
Unless specifically defined below, words or phrases used in this ordinance shall be interpreted so as to
give them the meaning they have in common usage and to give this ordinance its most reasonable
application.
"APPEAL" means a request for a review of the interpretation of any provision of this ordinance or a
request for a variance.
"AREA OF SHALLOW FLOODING"means a designated AO, or AH Zone on the Flood Insurance Rate
Map(FIRM)and which has the following characteristics:
(1) The base flood depths range from one to three feet;
(2) A clearly defined channel does not exist;
(3) The path of flooding is unpredictable and indeterminate;and,
(4) Velocity flow may be evident.
AO is characterized as sheet flow and AH indicates ponding.
"AREA OF SPECIAL FLOOD HAZARD"means the land in the flood plain within a community subject
to a one percent or greater chance of flooding in any given year. Designation on maps always includes
the letters A or V.
"BASE FLOOD"means the flood having a one percent chance of being equaled or exceeded in any given
year. Also referred to as the"100-year flood." Designation on maps always includes the letters A or V.
"BASEMENT" means any area of the building having its floor sub-grade (below ground level) on all
sides.
"BREAKAWAY WALL" means a wall that is not part of the structural support of the building and is
intended through its design and construction to collapse under specific lateral loading forces, without
causing damage to the elevated portion of the building or supporting foundation system.
"CRITICAL FACILITY" means a facility for which even a slight chance of flooding might be too great.
Critical facilities include, but are not limited to schools, nursing homes, hospitals, police, fire and
emergency response installations, installations which produce, use or store hazardous materials or
hazardous waste.
"DEVELOPMENT" means any man-made change to improved or unimproved real estate, including but
not limited to buildings or other structures, mining, dredging, filling, grading, paving, excavation or
drilling operations or storage of equipment or materials located within the area of special flood hazard.
"ELEVA lED BUILDING"means for insurance purposes, a non-basement building which has its lowest
elevated floor raised above ground level by foundation walls, shear walls,post,piers,pilings,or columns.
"EXISTING MANUFACTURED HOME PARK OR SUBDIVISION"means a manufactured home park
or subdivision for which the construction of facilities for servicing the lots on which the manufactured
homes are to be affixed (including, at a minimum, the installation of utilities, the construction of streets,
and either final site grading or the pouring of concrete pads) is completed before the effective date of the
adopted floodplain management regulations.
"EXPANSION TO AN EXISTING MANUFACTURED HOME PARK OR SUBDIVISION" means the
preparation of additional sites by the construction of facilities for servicing the lots on which the
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manufactured homes are to be affixed (including the installation of utilities, the construction of streets,
and either final site grading or the pouring of concrete pads).
"FLOOD" or "FLOODING" means a general and temporary condition of partial or complete inundation
of normally dry land areas from:
(1) The overflow of inland or tidal waters and/or
(2) The unusual and rapid accumulation of runoff of surface waters from any source.
"FLOOD INSURANCE RATE MAP (FIRM)" means the official map on which the Federal Insurance
Administration has delineated both the areas of special flood hazards and the risk premium zones
applicable to the community.
"FLOOD INSURANCE STUDY" means the official report provided by the Federal Insurance
Administration that includes flood profiles, the Flood Boundary-Floodway Map, and the water surface
elevation of the base flood.
"FLOODWAY" means the channel of a river or other watercourse and the adjacent land areas that must
be reserved in order to discharge the base flood without cumulatively increasing the water surface
elevation more than one foot.
"LOWEST FLOOR" means the lowest floor of the lowest enclosed area (including basement). An
unfinished or flood resistant enclosure,usable solely for parking of vehicles,building access or storage,in
an area other than a basement area, is not considered a building's lowest floor, provided that such
enclosure is not built so as to render the structure in violation of the applicable non-elevation design
requirements of this ordinance found at Section 5.06.8.1(2).
"MANUFACTURED HOME"means a structure,transportable in one or more sections, which is built on
a permanent chassis and is designed for use with or without a permanent foundation when attached to the
required utilities. The term"manufactured home"does not include a"recreational vehicle."
"MANUFACTURED HOME PARK OR SUBDIVISION"means a parcel(or contiguous parcels)of land
divided into two or more manufactured home lots for rent or sale.
"NEW CONSTRUCTION"means structures for which the"start of construction" commenced on or after
the effective date of this ordinance.
"NEW MANUFACTURED HOME PARK OR SUBDIVISION" means a manufactured home park or
subdivision for which the construction of facilities for servicing the lots on which the manufactured
homes are to be affixed (including at a minimum, the installation of utilities, the construction of streets,
and either final site grading or the pouring of concrete pads) is completed on or after the effective date of
adopted floodplain management regulations.
"RECREATIONAL VEHICLE"means a vehicle which is:
(1) Built on a single chassis;
(2) 400 square feet or less when measured at the largest horizontal projection;
(3) Designed to be self-propelled or permanently towable by a light duty truck; and
(4) Designed primarily not for use as a permanent dwelling but as temporary living quarters for
recreational, camping,travel,or seasonal use.
"START OF CONSTRUCTION" includes substantial improvement, and means the date the building
permit was issued, provided the actual start of construction, repair, reconstruction, placement or other
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improvement was within 180 days of the permit date. The actual start means either the first placement of
permanent construction of a structure on a site, such as the pouring of slab or footings, the installation of
piles, the construction of columns, or any work beyond the stage of excavation; or the placement of a
manufactured home on a foundation. Permanent construction does not include land preparation, such as
clearing, grading and filling; nor does it include the installation of streets and/or walkways; nor does it
include excavation for a basement, footings,piers, or foundations or the erection of temporary forms;nor
does it include the installation on the property of accessory buildings, such as garages or sheds not
occupied as dwelling units or not part of the main structure. For a substantial improvement, the actual
start of construction means the first alteration of any wall, ceiling, floor, or other structural part of a
building,whether or not that alteration affects the external dimensions of the building.
"STRUCTURE" means a walled and roofed building including a gas or liquid storage tank that is
principally above ground.
"SUBSTANTIAL DAMAGE" means damage of any origin sustained by a structure whereby the cost of
restoring the structure to its before damaged condition would equal or exceed 50 percent of the market
• value of the structure before the damage occurred.
"SUBSTANTIAL IMPROVEMENT" means any repair, reconstruction, or improvement of a structure,
the cost of which equals or exceeds 50 percent of the market value of the structure either:
(1) Before the improvement or repair is started; or
(2) If the structure has been damaged and is being restored,before the damage occurred. For
the purposes of this definition"substantial improvement" is considered to occur when the
first alteration of any wall, ceiling, floor, or other structural part of the building
commences, whether or not that alteration affects the external dimensions of the
structure.
The term does not,however,include either:
(1) Any project for improvement of a structure to correct existing violations of state or local
health, sanitary, or safety code specifications which have been identified by the local
code enforcement official and which are the minimum necessary to assure safe living
conditions, or
(2) Any alteration of a structure listed on the National Register of Historic Places or a State
Inventory of Historic Places.
"VARIANCE"means a grant of relief from the requirements of this ordinance which permits construction
in a manner that would otherwise be prohibited by this ordinance.
"WATER DEPENDENT" means a structure for commerce or industry which cannot exist in any other
location and is dependent on the water by reason of the intrinsic nature of its operations.
Section 5.03
5.03.01 APPLICABILITY
This ordinance shall apply to all areas of special flood hazards within the jurisdiction of Spokane Valley,
Washington.
5.03.02 BASIS FOR ESTABLISHING THE AREAS OF SPECIAL FLOOD HAZARD
The areas of special flood hazard identified by the Federal Insurance Administration in a scientific and
engineering report entitled "The Flood Insurance Study Spokane County" dated May 17, 1988, and any
revisions thereto, with an accompanying Flood Insurance Rate Map (FIRM), and any revisions thereto,
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are hereby adopted by reference and declared to be a part of this ordinance. The Flood Insurance Study
and the FIRM are on file at the office of the Spokane Valley Floodplain Administrator.
5.03.03 STOP WORK ORDERS
Whenever any work is being done contrary to the provisions of this chapter,the Floodplain Administrator
may order the work stopped by notice in writing directed to the owner of record and/or taxpayer and/or to
those persons who are engaged in causing or contributing to such violation. Such persons shall forthwith
stop or shall cause to be stopped any such work until authorized to proceed.
5.03.04 PENALTIES FOR NONCOMPLIANCE
No structure or land shall hereafter be constructed, located, extended, converted, or altered without full
compliance with the terms of this ordinance and other applicable regulations. Intentional violations of the
provisions of this ordinance by failure to comply with any of its requirements (including violations of
conditions, stop work orders, and safeguards established in connection with conditions), shall constitute a
misdemeanor, with each day of continuing violation constituting a separate offense. Any person who
intentionally violates this ordinance or fails to comply with any of its requirements shall upon conviction
thereof be fined not more than $1,000 or imprisoned for not more than 90 days, or both, for each
violation, and in addition shall pay all costs and expenses involved in the case. Nothing herein contained
shall prevent the City of Spokane Valley from taking such other lawful action, including seeking civil
penalties, as is necessary to prevent or remedy any violation.
SECTION 5.03.05 ABROGATION AND GREATER RESTRICTIONS
This ordinance is not intended to repeal, abrogate, or impair any existing easements, covenants, or deed
restrictions. However, where this ordinance and another ordinance, easement, covenant, or deed
restriction conflict or overlap,whichever imposes the more stringent restrictions shall prevail.
5.03.06 INTERPRETATION
In the interpretation and application of this ordinance, all provisions shall be:
(1) Considered as minimum requirements;
(2)Liberally construed in favor of the governing body;and,
(3)Deemed neither to limit nor repeal any other powers granted under State statutes.
5.03.07 WARNING AND DISCLAIMER OF LIABILITY
The degree of flood protection required by this ordinance is considered reasonable for regulatory purposes
and is based on scientific and engineering considerations. Larger floods can and will occur on rare
occasions. Flood heights may be increased by man-made or natural causes. This ordinance does not
imply that land outside the areas of special flood hazards or uses permitted within such areas will be free
from flooding or flood damages. This ordinance shall not create liability on the part of the City of
Spokane Valley, any officer or employee thereof, or the Federal Insurance Administration, for any flood
damages that result from reliance on this ordinance or any administrative decision lawfully made
hereunder.
SECTION 5.04. ADMINISTRATION
5.04.01 DEVELOPMENT PERMIT REQUIRED
A development permit shall be obtained before construction or development begins within any area of
special flood hazard established in Section 5.03.2. The permit shall be for all structures including
manufactured homes, as set forth in the "DEFINITIONS," and for all development including fill and
other activities, also as set forth in the"DEFINITIONS."
5.04.02 APPLICATION FOR DEVELOPMENT PERMIT
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Application for a development permit shall be made on forms furnished by the City and may include,but
not be limited to, plans in duplicate drawn to scale showing the nature, location, dimensions, and
elevations of the area in question; existing or proposed structures, fill, storage of materials, drainage
facilities,and the location of the foregoing. Specifically,the following information is required:
(1)Elevation in relation to mean sea level, of the lowest floor(including basement)of all
structures;
(2)Elevation in relation to mean sea level to which any structure has been flood-proofed;
(3)Certification by a registered professional engineer or architect that the flood-proofing methods
for any nonresidential structure meet the flood-proofing criteria in Section 5.06.8.2; and
(4)Description of the extent to which a watercourse will be altered or relocated as a result of
proposed development.
5.04.03 DESIGNATION OF THE LOCAL ADMINISTRATOR
The Community Development Director is hereby designated as Floodplain Administrator and appointed
to administer and implement this ordinance by granting or denying development permit applications in
accordance with its provisions.
5.04.04 DUTIES AND RESPONSIBILITIES OF THE LOCAL ADMINISTRATOR
Duties of the Floodplain Administrator shall include,but not be limited to:
5.04.04.1 PERMIT REVIEW
(1) Review all development permits to determine that the permit requirements of this ordinance
have been satisfied.
(2) Review all development permits to determine that all necessary permits have been obtained
from those Federal, State,or local governmental agencies from which prior approval is required.
(3) Review all development permits to determine if the proposed development is located in the
floodway. If located in the floodway, assure that the encroachment provisions of Section 5.06.10
are met.
5.04.04.2 USE OF OTHER BASE FLOOD DATA(In A and V Zones)
When base flood elevation data has not been provided (A and V Zones) in accordance with Section
5.03.02, BASIS FOR ESTABLISHING THE AREAS OF SPECIAL FLOOD HAZARD, the Floodplain
Administrator shall obtain, review, and reasonably utilize any base flood elevation and floodway data
available from a Federal, State or other source, in order to administer Sections 5.06.8, SPECIFIC
STANDARDS,and 5.06.10 FLOODWAYS.
5.04.04.3 INFORMATION TO BE OBTAINED AND MAINTAINED
(1) Where base flood elevation data is provided through the Flood Insurance Study, FIRM, or
required as in Section 5.04.4.2, obtain and record the actual elevation (in relation to mean sea
level) of the lowest floor (including basement) of all new or substantially improved structures,
and whether or not the structure contains a basement.
(2) For all new or substantially improved flood-proofed structures where base flood elevation
data is provided through the Flood Insurance Study,FIRM, or as required in Section 5.04.4.2:
(i) Obtain and record the elevation(in relation to mean sea level)to which the structure
was flood-proofed and
(ii) Maintain the flood-proofing certifications required in Section 5.04.2(3).
(iii) Maintain for public inspection all records pertaining to the provisions of this
ordinance.
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5.04.04.4 ALTERATION OF WATERCOURSES
(1) Notify adjacent communities and the Department of Ecology prior to any alteration or
relocation of a watercourse, and submit evidence of such notification to the Federal Insurance
Administration.
(2) Require that maintenance is provided within the altered or relocated portion of said
watercourse so that the flood carrying capacity is not diminished.
5.04.04.5 INTERPRETATION OF FIRM BOUNDARIES
Make interpretations where needed, as to exact location of the boundaries of the areas of special flood
hazards (for example, where there appears to be a conflict between a mapped boundary and actual field
conditions). The person contesting the location of the boundary shall be given a reasonable opportunity
to appeal the interpretation as provided in Section 5.05.
5.05 VARIANCE PROCEDURE
5.05.01
(1) The duly appointed Hearing Examiner shall hear and decide requests for variances from the
requirements of this section pursuant to the procedural requirements of Section 2.02 of this Code, as
adopted or hereafter amended, following notice of not less than fifteen (15) days and public hearing. In
passing upon such applications,the Hearing Examiner shall consider all technical evaluations, all relevant
factors, standards specified in other sections of this ordinance,and:
(i) The danger that materials may be swept onto other lands to the injury of others;
(ii) The danger to life and property due to flooding or erosion damage;
(iii) The susceptibility of the proposed facility and its contents to flood damage and the effect
of such damage on the individual owner;
(iv)The importance of the services provided by the proposed facility to the community;
(v) The necessity to the facility of a waterfront location,where applicable;
(vi) The availability of alternative locations for the proposed use which are not subject to
flooding or erosion damage;
(vii) The compatibility of the proposed use with existing and anticipated development;
(viii) The relationship of the proposed use to the comprehensive plan and flood plain
management program for that area;
(ix) The safety of access to the property in times of flood for ordinary and emergency
vehicles;
(x) The expected heights, velocity, duration,rate of rise, and sediment transport of the flood
waters and the effects of wave action,if applicable, expected at the site; and,
(xi)The costs of providing governmental services during and after flood conditions,including
maintenance and repair of public utilities and facilities such as sewer, gas, electrical, and
water systems,and streets and bridges.
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(2) Upon consideration of the factors and the purposes of this ordinance, the Hearing Examiner may
attach such conditions to the granting of variances as it deems necessary to further the purposes of this
ordinance.
(3) The City shall maintain the records of all appeal actions and report any variances to the Federal
Insurance Administration upon request.
(4) The decision of the Hearing Examiner on any appeal shall be final and conclusive, subject to an
appeal filed timely pursuant to Chapter 36.70C RCW.
5.05.2 Conditions for Variances
(1) Generally,the only condition under which a variance from the elevation standard maybe issued is for
new construction and substantial improvements to be erected on a lot of one-half acre or less in size
contiguous to and surrounded by lots with existing structures constructed below the base flood level,
providing items (i-xi)in Section 5.05.1 have been fully considered. As the lot size increases the technical
justification required for issuing the variance increases.
(2)Variances may be issued for the reconstruction,rehabilitation, or restoration of structures listed on the
National Register of Historic Places or the State Inventory of Historic Places, without regard to the
procedures set forth in this section.
(3) Variances shall not be issued within a designated floodway if any increase in flood levels during the
base flood discharge would result.
(4)Variances shall only be issued upon a determination that the variance is the minimum necessary,
considering the flood hazard,to afford relief.
(5)Variances shall only be issued upon:
(i) A showing of good and sufficient cause,pursuant to Section 5.05(1) of this chapter;
(ii) A determination that failure to grant the variance would result in exceptional
hardship to the applicant;
(iii) A determination that the granting of a variance will not result in increased flood
heights, additional threats to public safety, extraordinary public expense, create
nuisances, cause fraud on or victimization of the public, or conflict with existing local
laws or ordinances.
(6) Variances as interpreted in the National Flood Insurance Program are based on the general zoning law
principle that they pertain to a physical piece of property; they are not personal in nature and do not
pertain to the structure,its inhabitants, economic or financial circumstances.
(7) Variances may be issued for nonresidential buildings in very limited circumstances to allow a lesser
degree of flood-proofing than watertight or dry-flood-proofmg, where it can be determined that such
action will have low damage potential, complies with all other variance criteria except 5.05.2(1), and
otherwise complies with Sections 5.06.2,5.06.4,and 5.06.5 of the GENERAL STANDARDS.
(8) Any applicant to whom a variance is granted shall be given written notice that the structure will be
permitted to be built with a lowest floor elevation below the base flood elevation and that the cost of flood
insurance will be commensurate with the increased risk resulting from the reduced lowest floor elevation.
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5.05.03 APPEALS
The duly appointed Hearing Examiner shall hear and decide appeals pursuant to Section 2.02 of this code,
as adopted or as hereafter amended. following notice of not less than fifteen(15) days and public hearing.
The Hearing Examiner shall hear and decide appeals when it is alleged there is an error in any
requirement, decision, or determination made by the Floodplain Administrator in the enforcement or
administration of this ordinance.
The decision of the Hearing Examiner on any appeal shall be final and conclusive, subject to an appeal
filed timely pursuant to Chapter 36.70C RCW.
SECTION 5.06.PROVISIONS FOR FLOOD HAZARD REDUCTION
5.06.01 GENERAL STANDARDS
In all areas of special flood hazards,the following standards are required:
5.06.02 ANCHORING
(1) All new construction and substantial improvements shall be anchored to prevent flotation,collapse, or
lateral movement of the structure.
(2) All manufactured homes must likewise be anchored to prevent flotation, collapse, or lateral
movement, and shall be installed using methods and practices that minimize flood damage. Anchoring
methods may include, but are not limited to, use of over-the-top or frame ties to ground anchors
(Reference FEMA's "Manufactured Home Installation in Flood Hazard Areas" guidebook for additional
techniques).
5.06.03 AH ZONE DRAINAGE
Adequate drainage paths are required around structures on slopes to guide floodwaters around and away
from proposed structures.
5.06.04 CONSTRUCTION MATERIALS AND METHODS
(1) All new construction and substantial improvements shall be constructed with materials and utility
equipment resistant to flood damage.
(2) All new construction and substantial improvements shall be constructed using methods and practices
that minimize flood damage.
(3) Electrical, heating, ventilation, plumbing, and air-conditioning equipment and other service facilities
shall be designed and/or otherwise elevated or located so as to prevent water from entering or
accumulating within the components during conditions of flooding.
5.06.05 UTILITIES
(1)All new and replacement water supply systems shall be designed to minimize or eliminate infiltration
of flood waters into the systems;
(2)The proposed water well shall be located on high ground that is not in the floodway(WAC 173-
160-171);
(3)New and replacement sanitary sewage systems shall be designed to minimize or eliminate infiltration
of flood waters into the systems and discharges from the systems into flood waters;and,
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(4) Onsite waste disposal systems shall be located to avoid impairment to them or contamination from
them during flooding.
5.06.06 SUBDIVISION AND OTHER PROPOSED DEVELOPMENTS
(1)All development proposals shall be consistent with the need to minimize flood damage;
(2)All subdivision proposals shall have public utilities and facilities,such as sewer, gas, electrical, and
water systems located and constructed to minimize or eliminate flood damage;
(3) All subdivision proposals shall have adequate drainage provided to reduce exposure to flood damage;
and,
(4) Where base flood elevation data has not been provided or is not available from another authoritative
source, it shall be generated by a civil engineer licensed in the state of Washington for subdivision
proposals and other proposed developments.
5.06.07 REVIEW OF BUILDING PERMITS
Where elevation data is not available either through the Flood Insurance Study, FIRM, or from another
authoritative source (Section 5.04.4.2), applications for building permits shall be reviewed to assure that
proposed construction will be reasonably safe from flooding. The test of reasonableness is the Floodplain
Administrator's judgment and includes, but is not limited to use of historical data, high water marks,
photographs of past flooding, etc., where available. The Floodplain Administrator may require the
applicant to locate the lowest floor at least two feet above the highest adjacent natural ground surface.
Failure to elevate at least two feet above the highest adjacent natural ground surface in these zones may
result in higher insurance rates.
5.06.08 SPECIFIC STANDARDS
In all areas of special flood hazards where base flood elevation data has been provided (Zones Al-30,
AH, and AE) as set forth in Section 5.03.2, BASIS FOR ESTABLISHING THE AREAS OF SPECIAL
FLOOD HAZARD, or Section 5.04.4.2, Use of Other Base Flood Data, the following provisions are
required:
5.06.08.1 RESIDENTIAL CONSTRUCTION
(1)New construction and substantial improvement of any residential structure shall have the lowest floor,
including basement, elevated one foot or more above the base flood elevation. See Section 5.06.4 for
additional requirements.
(2) Fully enclosed areas below the lowest floor that are subject to flooding are prohibited, or shall be
designed to automatically equalize hydrostatic flood forces on exterior walls by allowing for the entry and
exit of floodwaters. Designs for meeting this requirement must either be certified by a professional
engineer or architect licensed in the state of Washington or must meet or exceed the following minimum
criteria:
(i)A minimum of two openings having a total net area of not less than one square inch
for every square foot of enclosed area subject to flooding shall be provided.
(ii) The bottom of all openings shall be no higher than one foot above grade.
(iii) Openings maybe equipped with screens,louvers,or other coverings or devices
provided that they permit the automatic entry and exit of floodwaters.
5.06.08.2 NON RESIDENTIAL CONSTRUCTION
New construction and substantial improvement of any commercial, industrial or other nonresidential
structure shall either have the lowest floor, including basement, elevated one foot or more above the base
flood elevation; or,together with attendant utility and sanitary facilities,shall:
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(1) Be flood-proofed so that below one foot or more above the base flood level the structure is
watertight with walls substantially impermeable to the passage of water;
(2) Have structural components capable of resisting hydrostatic and hydrodynamic loads and
effects of buoyancy;
(3) Be certified by a professional engineer or architect licensed in the state of Washington that
the design and methods of construction are in accordance with accepted standards of practice
for meeting provisions of this subsection based on their development and/or review of the
structural design, specifications and plans.
(4) Nonresidential structures that are elevated,not flood-proofed, must meet the same standards
for space below the lowest floor.
(5) Applicants flood-proofing nonresidential buildings shall be notified that flood insurance
premiums will be based on rates that are one foot below the flood-proofed level (e.g. a
building flood-proofed to the base flood level will be rated as one foot below).
5.06.08.3 MANUFACTURES HOMES
(1) All manufactured homes to be placed on substantially improved sites
(i) Outside of a manufactured home park or subdivision,
(ii) In a new manufactured home park or subdivision,
(iii) In an expansion to an existing manufactured home park or subdivision,or
(iv)In an existing manufactured home park or subdivision on which a manufactured home
has incurred "substantial damage" as the result of a flood; shall be elevated on a permanent
foundation such that the bottom of the crawl space of the manufactured home is elevated one
foot or more above the base flood elevation and be securely anchored to an adequately
designed foundation system to resist flotation, collapse and lateral movement. See also
Section 5.06.4 for additional requirements.
(2) Manufactured homes to be placed on substantially improved sites in an existing manufactured home
park or subdivision that are not subject to the above manufactured home provisions shall be elevated so
that either:
(i) The bottom of the crawl space of the manufactured home is elevated one foot or more
above the base flood elevation, or
(ii)The manufactured home chassis is supported by reinforced piers or other foundation
elements of at least equivalent strength that are no less than 36 inches in height above grade
and be securely anchored to an adequately designed foundation system to resist flotation,
collapse,and lateral movement.
5.06.08.4 RECREATIONAL VEHICLES
Recreational vehicles placed on sites are required to either:
(i)Be on the site for fewer than 180 consecutive days,
(ii) Be fully licensed and ready for highway use, on its wheels or jacking system, is attached to
the site only by quick disconnect type utilities and security devices, and has no permanently
attached additions; or
(iii) Meet the requirements of 5.06.8.3 above and the elevation and anchoring requirements for
manufactured homes.
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5.06.09 BEFORE REGULATORY FLOODWAY
(1) In areas where a regulatory floodway has not been designated, no new construction, substantial
improvements, or other development (including fill) shall be permitted within Zones Al-30 and AE on
the community's FIRM,unless it is demonstrated that the cumulative effect of the proposed development,
when combined with all other existing and anticipated development, will not increase the water surface
elevation of the base flood more than one foot at any point within the community.
(2) In the unnumbered A and B zones,the development may not increase the water surface elevation of
the base flood by more than one(1) foot at any point.
(3) In the A zones where base flood elevations have been provided, but floodways have not been
established, the development may not increase the surface water elevation of the base flood by more than
one-tenth(1/10th) of a foot at any point.
(4) In the A zones where base flood elevations have been provided and floodways have been established,
the development may not increase the surface water elevation of the base flood at any point.
(5) All adjacent or other property owners impacted by the development within the floodplain must give
their written,notarized approval for increased base flood elevations upon their property.
5.06.10 FLOODWAYS
Located within areas of special flood hazard established in Section 5.03.2 are areas designated as
floodways. Since the floodway is an extremely hazardous area due to the velocity of floodwaters which
carry debris,potential projectiles, and erosion potential,the following provisions apply:
(1) Prohibit encroachments, including fill, new construction, substantial improvements, and other
development unless certification by a registered professional engineer is provided demonstrating through
hydrologic and hydraulic analyses performed in accordance with standard engineering practice that the
proposed encroachment would not result in any increase in flood levels during the occurrence of the base
flood discharge.
(2) Construction or reconstruction of residential structures is prohibited within designated floodways,
except for (i) repairs, reconstruction, or improvements to a structure which do not increase the ground
floor area; and (ii) repairs, reconstruction or improvements to a structure, the cost of which does not
exceed 50 percent of the market value of the structure either, (A) before the repair, or reconstruction is
started, or(B) if the structure has been damaged, and is being restored,before the damage occurred. Any
project for improvement of a structure to correct existing violations of state or local health, sanitary, or
safety code specifications which have been identified by the local code enforcement official and which
are the minimum necessary to assure safe living conditions or to structures identified as historic places
shall not be included in the 50 percent.
(3)If Section 5.06.10(1)is satisfied, all new construction and substantial improvements shall comply with
all applicable flood hazard reduction provisions of Section 5.06. PROVISIONS FOR FLOOD HAZARD
REDUCTION.
5.06.11.Water-Dependent Works.
For water-dependent utilities and other installations which by their very nature must be in the flood fringe
and/or floodway (such uses as, but not limited to, roads, bridges, marinas, dams for domestic/industrial
water supply, flood control and/or hydroelectric production; water diversion structures and facilities for
water supply, irrigation, and/or fisheries enhancement; flood water and drainage pumping plants and
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facilities; hydroelectric generating facilities and appurtenant structures; structural and nonstructural flood
damage reduction facilities, and stream bank stabilization structures and practices), these provisions
apply:
(1) The applicant shall supply convincing evidence that a flood fringe and/or floodway location is
necessary in view of the objectives of the proposal and provided further that the proposal is consistent
with other provisions of this title and relevant local,state and federal regulations.
(2) In all instances of locating utilities and other installations in floodway locations, project design must
incorporate flood-proofing certified by a professional civil engineer registered as such by the State of
Washington to be capable of withstanding 100-year flood flows and velocities.
(3) For any works that impound water, the applicant shall provide documentation of easements,flowage
rights or ownership of the impoundment area and certification by a professional civil engineer registered
as such by the State of Washington that the works will cause no increase in the 100-year flood elevation
•
outside the impoundment areas and that the works and associated impoundment area will not impair the
ability of natural drainageways to drain floodwaters adequately during a flooding event.
5.06.12 STANDARDS FOR SHALLOW FLOODING AREAS (AO ZONES)
Shallow flooding areas appear on FIRMs as AO zones with depth designations. The base flood depths in
these zones range from 1 to 3 feet above ground where a clearly defined channel does not exist, or where
the path of flooding is unpredictable and where velocity flow may be evident. Such flooding is usually
characterized as sheet flow. In these areas,the following provisions apply:
(1) New construction and substantial improvements of residential structures and manufactured homes
within AO zones shall have the lowest floor (including basement) elevated above the highest adjacent
grade to the structure, one foot or more above the depth number specified in feet on the community's
FIRM (at least three feet above the highest adjacent grade to the structure if no depth number is
specified).
(2) New construction and substantial improvements of nonresidential structures within AO zones shall
either:
(i) Have the lowest floor(including basement) elevated above the highest adjacent grade
of the building site, one foot or more above the depth number specified on the FIRM
(at least three feet if no depth number is specified); or
(ii) Together with attendant utility and sanitary facilities, be completely flood proofed to
or above that level so that any space below that level is watertight with walls
substantially impermeable to the passage of water and with structural components
having the capability of resisting hydrostatic and hydrodynamic loads and effects of
buoyancy. If this method is used, compliance shall be certified by a registered
professional engineer or architect as in subsection(3) of Section 5.06.8.2.
(3) Require adequate drainage paths around structures on slopes to guide floodwaters around and away
from proposed structures.
(4)Recreational vehicles placed on sites within AO Zones on the community's FIRM either:
(i)Be on the site for fewer than 180 consecutive days,
(ii)Be fully licensed and ready for highway use, on its wheels or jacking system, is
attached to the site only by quick disconnect type utilities and security devices, and
has no permanently attached additions; or
(iii)Meet the requirements of 5.06.11(1) and 5.06.11(3) above and the anchoring
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requirements for manufactured homes (Section 5.06.2(2)).
5.06.13. SPECIAL REQUIREMENTS — CHESTER CREEK, SALTESE CREEK, FORKER, AND
CENTRAL PARK FLOODPLAINS.
In addition to the other requirements of this chapter, the following areas shall not be covered by
impervious surfaces or fill unless an engineering study is prepared by a professional civil engineer,
registered as such by the state of Washington, that shows no impact to the ability of the floodplain to
infiltrate, store and release floodwaters:
(1) Chester Creek: downstream of Mohawk Road,
(2) Saltese Creek: all areas of ponding and infiltration,
(3) Forker: south of the intersection of Forker Road and Progress Road,
(4) Central Park:west of Park Road.
(5) Glenrose:west of Carnahan Road and south of 8th Ave
5.06.14 CRITICAL FACILITIES
Construction of new critical facilities shall be, to the extent possible, located outside the limits of the
Special Flood Hazard Area(SFHA) (100-year floodplain). Construction of new critical facilities shall be
permissible within the SFHA if no feasible alternative site is available. Critical facilities constructed
within the SFHA shall have the lowest floor elevated three feet or to the height of the 500-year flood,
whichever is higher. Access to and from the critical facility should also be protected to the height utilized
above. Flood-proofing and sealing measures must be taken to ensure that toxic substances will not be
displaced by or released into floodwaters. Access routes elevated to or above the level of the base flood
elevation shall be provided to all critical facilities to the extent possible."
Section 2. Appendix "B" of the Spokane Valley Development Code is established to assess fees for
Floodplain Development Permits by resolution of City Council.
Section 3. Severability.
If any provision of this chapter or the application to any person or circumstances is held invalid, such
invalidity shall not affect other provisions or applications of the chapter which can be given effect without
the invalid provision or application, and to this end the provisions of the chapter are declared to be
severable.
Section 4. Effective date. This ordinance shall be in full force and effect five (5) days after publication
of this ordinance or a summary thereof in the official newspaper of the City as provided by law.
Approved by the City Council this day of ,2004.
Michael DeVleming,Mayor
ATTEST:
Christine Bainbridge,City Clerk
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Approved as to form:
Cary P.Driskell,Deputy City Attorney
Date of publication:
Effective date:
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CITY OF SPOKANE VALLEY
Planning Commission
January 8, 2004
Name (Please Print):
Address: __3.> Z 2 Al / 7G? c% it7c%
Agenda Item: %� Gl (41 Jc'
For Proposal
❑ Opposed to Proposal
❑ Neutral
Wish to Speak: :1 Yes 0 No
CITY OF SPOKANE VALLEY
Request for Planning Commission Action
Meeting Date: January 8, 2004
Item: Check all that apply: 0 consent ❑ old business ® new business 0 public hearing
0 information 0 admin. report 0 pending legislation
AGENDA ITEM TITLE: Proposed Amendment to Chapter 14.804—Signage Standards—
Interim Spokane Valley Zoning Code.
GOVERNING LEGISLATION: Spokane Valley Interim Zoning Code
APPLICANT: Doug Heyamoto, AIA, Northwest Architectural Co., P.S., representing Valley
Hospital and Medical Center.
PREVIOUS COMMISSION ACTION TAKEN: None
BACKGROUND: The Applicant requests an amendment to allow greater flexibility in size and
location of signage for hospitals located in the Urban Residential-22 (UR-22) Zone (see
Applicant's Code Amendment Submittal).
RECOMMENDED ACTION OR MOTION: Proposed amendment is scheduled for January 22,
2004, public hearing.
BUDGET/FINANCIAL IMPACTS: N/A.
STAFF CONTACT: Scott Kuhta
ATTACHMENTS:
1. Code Amendment Submittal
2. Proposed Zoning Code Amendment—Chapter 14.804
ri
COMMUNITY DEVELOPMENT DEPARTMENT
41
Iltik° e3T
CODE AMENDMENT SUBMITTAL
$ithinittals should he sent to:
City sof Spokane Valley
ctirrent planning Division
11707 E..Sprague-Ave.,Suite'106
Spokane Valley,.WA 99.71)6
Suggested revision to the
ZONING CODE El ::SUBDIVISION:ORDINANCE] 1 OTHER
Date: October 30. 2003.
Proponent Valle' Hospital and Medical Center
Name: David Martin
Address:s 12606 East Niission City Spokane ZIP 99216
Phone: (509) 473-5465
Proponent's Agent: Northwest Architectural Co., P.S.
Name: Doug I:Leval/Into, MA
Address: 1203'West RiversideCity Spokane ZIP 99201
Phone: (509)838-8240
iSninniary of Amendment Valley Hospital and Medical Center is requesting an
amendment to the City of Spokane Valley Zoning Code Chapter 14 804 Signage Standards.
The proposed amendment will.allow Vl-IMC greater flexibility in the ie.and quantity of
wall and freestanding building signage currently regulated by the ....provisions of Section
14:804.070. the. 0-ithiddiont will permit hospitals"located in the UR-22 Zone
to follow the same standards for wall and freestanding signs as allowed for permitted uses
within the B-1, 13-3,1-:.2 and 1-3 Zones The following..submittal contains background
'information and JustifteatiOri.irt'Support of the requested amendment,
Attachments: 'Exhibit A DrawingA1.1
Phdt.OgraP11 ;:itif Proposed F-D.
RECEk
OW .3-2533
$POKANEVALI.EY
DSPARTMENT.OF
COMMUNTMOPIP-OPMEN.1.
Ccide Amendment Submittal
Valley Hospital and Medical Center
•
If the facility is located adjacent to more than one arterial, it will be allowed a freestandin..sign
for each additional arterial. The..square footage allowance.from one arterial,shall not be transferable
to another.
The•hospital cunenti) has multiple freestanding directional signage located in the parkino lot to
•
assist patients in locating specific hospital Serviees. Non-illuminated wall signs are also installed at
various locations surrounding the building to-identity the entrances into these specialized areas.
Section 14.804.010 removes these signs from being regulated by the Signage code.
•
. .
ITT. Proposed Amendment-to Chanter..14.804..Siotatte Standards
This -amendment Will a llOW...hoSpital: Facilities permitted :in:the,UR-22.Zone to follOW the same
standards for all and:freestandingsigti$as Aljpv•iof.bi:perMitted OSes.-Within
and.1-3 ZOttes.
•
•
• Wall Signs arc permitted within the B-.:1,1372,'&13,"1:2,and Zonesa,s fellows: •
. .
• •-
Wall signs are pehnittei1 on Lich•wall•Of-a building provicteci.the vall sign does not
c..:kteeiltWerity--five-perceitt-(25%)Or the:total;area.of the wall or a Initx iir).•uiii'iarc...a Of 250
square feet, WhieheiYer:pitiVidettliesirialler area, iFalse fronts'.and mansard tOofs.shall
be'ill ItiCiecl•.•vite.p.calettlating•the total ate:teofthe.Wal I." •
. .
Freestancling•signs:.aropermittect.withihtheBl„.13-2,5A,12,andj-3.:-70.riesas,follOWS . • •
axim Lira:Ai-ea Maxittiufn Area •
„ .
.2one
•il.OIT'Street.frontage -street'frontage •
.••:
50 ft2. . 50 TO :20feet
•
100
200 30 feet:
• ••
LIO ft2 80 ft-,
20 feet
•
7theproposed amendment.shall,read f011ows;
•..
CAA OTEtt:14.S0A.:Stb.NAGIE•:.STANDARD.g
. . .
REVISE P aragraPh14.804.070.3a(ii).to read:
•
"School/Pubhic us.mcludc a.::. Sehool(kinderiatte.rthrcfgh isieSty),iii$01cri.Poi ice.statiOri
:fire statien, post Office.oi :golf course incinerator, SOlid:Wastc•Teeyelfr:tg.transfer site,
. _
. .
Abb.Paraeraph14•::SO4.070 3b(i).-.t.Oread;
. . . . .
WOspitat its Zones shrill be allowed to cantbrm tolth sitnage standards as
permitted in• coni B-1, B-3 Zones and all hirlustrird14,..tr3 Zones tinder
Section 14.8041/80.'!
Paragraph
•
. . .
.1lospitat.uses in ('R-22 Zones shrill berillowerito con inrin with:freestandinstsis,,,ii standards
• as permitted in all commercial 13-2:11-3 Zones:ander.Settwii 1.1 804 080
•
•
• ..•
••
-... ...
•
. .
. .
, „ . . • . . -
• . • . • .. . . .
• . . .
Code Airldlidinerit•Submittal
Valley Hospital and Medical Center
Page:2
L Introduction•
•
Valley-Hospital and Medical Center(VHMC) is the oniv.hiJoitai sin_the City of Spokane Valley;and
provides patient'care in e :rogiohal -Capacity by serving:the eastern portion of SPOlone.CO* and •
adjacent counties, including its.:neighbers irldaho•arid:M6n-tana. VEIMC, highly regarded for the
quality of-medical....care:it--proyides to all its patients, is a 'fltili.service regional hospital offering
complete „emergency Tooth s.erVices,:.medieal helicopter.:transportgeneral surgery,. ...adt4-and
pediatrie.care, and Other.speCialiZed:Services. The hospital is in.the process of completing a major
building addition and remodel to help fulfill the need f6r.; ,\.--panded•patient cate. The construction
includes significant to the etnergeney.:-depattinerit, operating rooms, radiology; and
outpatient set vices Patients Who .Make reOlarly':Schedhled visits to tho:h6spitaliaSikelf-as those
requiring emergency tare approach the hospital froinnntrierdUS:direCtiOnS: Emergency nceds
.include lieliCOpterservices,:which'transports::criticallY;ininiedipatients'iii and out of the facility on a
•regidarbasis.
VEMC,..as a medical service.destihatiOn.point;.preoiPitates the.need:'fOr:viSibility-.and.clear signage
.
to idLntll) its
loCation. For an individual in an eitwgeney or lif&threatening. -Situation, :.the
Hospital's :loOation must be apparentand: iinthediate: The durreriLsignage..Standards perthitted
within Chaptet 14'...804:,6f#ie•••City Of Spokane Valley Zoning Code do not allow the:OPPOrtunitYlo
provideThis needed identification
. . . .
..r:atiler-thisyear, VHMC applied:fOr..a.signaRe•pqrmft through.the•County.of:Spolcane:toinstall wall
signage in quantities and sie which far exceeded the .allowablelinhts of Chapter 14:804 of the
Cohrity'S Sign Ordinance: Upon steyiew and consideration- of tilL Hospital s request, Spokane
County agreed.to allow one sign not to exceed 300 84: ft Th.i .*size-exeeeded •
the.CtinntY-sigif,Ordinariee by 268 sq ft. but a "grandfathered!'ekcePtion-by.Virtue of the
2size of the existing sign it was replacing The Counts Ii4*ever.:-,:tdok no further action on l.hc
balance VHMC's sign due the:p6adifig::transfer of the;;Hospital's. joisoietio
•
and code-:enforcement to the City of Spokane Valley signage needs have not..diminished
since:Sther.previnus-:application to the County of Spokane,and is thereThre-requesting:an.hrheadinent:
to the City of Spokane Valley Zoning Code Chapter 14 804, Signage.:StandardS,. This request is
heinginitiated:by:the.proViioris.safoith.inz Chapter 14.402 Anienditents.
II
:Sigraae.:StandiArdS Undeethe Chi-rent ZoninsCodel(Chaidteel.4..804):
VFINK! is located in.the:Vrban'ReSidetitial422 zone (UR-22) by which sign strilettirOAN.Ig00iiitii
,per Section 1494,070. A hospital facility is clissif tiedas a"0(iblit.1,1ise7-wiltlipg *.hieh robj;4*.ii)
signs-and freestanding signsto.::the following sizes;
. . .
'Wall Si gris-(LIR-22 Zone
Max;No Of Signs -Max: Sin:Area MaX:•SiO'Height.
. .
;;;24t.1::.11. NA
-
Freestanding Signs-(1A-22:Zona
M of Signs ::Max.•;Sigrt Area •-Max. Sign
1."•4 :32 Sq.:
•
Code Amendment Submittal
Valley Hospital and Medical Center
Page 4
IV. . Kriteria for Amendment
.
Chapter 14.402 Amendments outline the process and procedures fcr the application of an
Airiendment.:to'the Zoning telt. Seet.ion 14:402:020 allows for amending the.Code, subject to the
proponent demonstrating cause and justificationOf any of the folloWdng ci•i:teria:
1. Such amendment is consistent witl':the Comprehensive .Plan and-isnot detrimental.to the
public welfare.
:.L he:proposed amendment to increase the siannge limits for a hospital usage iii,the tUR-22 Zone does
not contradict`oi diiii.inish the policies of the Comprehensi e ('lain. 'Clic amendment.is consistent
With'the:'Plain in:reinforcin the following fo oWing goals:
a: Chapter 2 iJiban Land Use,-'``Develop centers witl iii uthait:pope lations,by creating fora]
points which identify a..;sense:of place ana..offcr services:to the surrounding.residential
neighborhood."
1i. Chapter S Economic. Dc clopriten;t- "Cr4atc:a healthy;and sustainable:regional economy
by..the±etetition,expansion,;aird:recn.iitinent of.businesses."
,Adjaccn prope'ltics s> rrolinding 4'll °[C arc. also Toned UIQ.=22: Several properties:located nc.ai the
inteisecti.on of Mission d;Pines are zoned B-.2. and I3-3; Which are Less restrtcti e than tfIt 2 n
their signage mitations Expanded:siknage for l HUIC will he consistent with tliesezones,and;will
not have;an ach,..e se:e_ffect.:on the visibility of their neighbors nor their piropertv..values. :Iinproved
identification will ill improve the hospita:l's presence, thereby providing a.posits e influence of :the
cotriniunitv's.public wel#are and.sa:fety.
Change :its >eeonoarki, teelmfrologicrrl, or: bend use :Conditions has occurred to warnarit
modification.of this Code:
Over the years; VHIvIC has 'been pro essive: iii servicing 'tile medical:needs pf the advancing
population of bite:.Spokane Valley and :its regional vicinity. 'This :.is cvidcneed` by their recent.
'expansion in emergency :.ser ice s, operating rooms, radiology, outpatient rare, and further
demonstrated•.by.theircotrimitmcrit.in providing tliese;seivices using•state-of-the=art.technoloit ;In
order to better sere thecorrimti nit `.'s public:v-elfare and.safety,'it becomes significant that .the
Hospital be allowed.:to ieiitforcc its idiintity and Improve :public visibility similar to the type:of
signage now present at Deaconess Medical Center, Sacred Heart li%I.edical:Center, and Holy:Family
Hospital in-the City of Spokane::
•
.The vicinity surrounding VAMC is:primarily zoned UR-22 ‘c°ith 13=f and 13 .2:zones adjacent Pines
Road anti.UR 3 5.zoness:further to the-:east. this;area of the.City of;Spokane Valley is becoming a
"lttab. for medical and.dental providers.with VHMC serving,as.:an.anchor and focal point
growing pattern:of land tist. dedicated 0 health care services: Their presenbe and:lutute vision has
attracted health care agencies to adjacent:propei•ties Which were previouslyvacant; or. non.heal h.
related: This has dramatically changed the landscape and fabric of land use patterns:tivrithin this local
neighborhood As a.p iblic.destina.ti:on point,the Ho petal iriust'ni�ilcc::itst ll'accessible aliicl:tisible to
all of its patrons. Approval to increase the:level of signage Will, only benefit..ptublic safety, but
will reinforce t] e C�rrl nance's._ciiteria ofser ng.a broader community:need.
• Code.Ainendment Submittal
Valley Hospital and Medical Center
Page.5.
3. It is foundthat an amendment is necessary to correct an error or clarify the meaning and
'intent of this.Code.•
Section 14:301.070 3a(ii).defines`a hospital.asci"School/Public Use" facility. It.is classified under
the same 1ieadmgas police stations, fire.stations, post-offices, public golf courses,incinerators,solid
waste'recycling transfer..sites or landfills.
Part of:the basis behind-the proposed amendment-is•to establish how hospitals differ from these
other building types'in terms:afppublic usage, and further define how their:signage demands vary •
due:to these differences. Public hospitals serve a much broader population.base than post-offices,
• fire-stations,public golf courses,etc-: VHHMC;:Deaconess Sacred Heart, and lioly•Family Hospital,
for ekainplc,provide regional service care to outlying counties as Well as residents in northern Idaho
and.-Wester :Montana. `Hospitals-are public destination i points'wlose services-have a:significant
effect on public•welfare and the health of our'residents. They are a business enterprisewhich
provides a much higher .level :of public oriented service when compared to post Offices, fire •
•
stations,golf courses,and Other.building types characterized.in.Section 14.804.070 3a(ii).
David Tanner,who served.on.the'Spokane'County Sinn Ordinance Review Committee;'concurs that
althoughthheir group discussed the various types ofpublic building and businesses typical tri the OR-
22-Zone,theydid not examine etiery possibility.He states that."At,no time-were hospitals;thought
to be included in the signrequirements:of.pernritted-uses'Within the UR-22 Zone. i-iaci Vi i:c
•or ahy any similar facility been irieiitioned,it would have been:given.nor full consideration to the
I highly restricted code requirements,of the UR-22 Zone, Common sense would have dictated
• the•need for large,readable.graphics in the Hospitsi's case." •
-Public oriented services.are crucial to thi safety:anct welfare of the:people,<and further.reinforce:the
• need for visibility.and stronger building;identification.for hospitals. This amendment.Wilt Correct an
•
• oversight.or error and revise the intei-pretation of"hospitals thereby:providing for higher limits:of •
• signage equal tci ilitit allowved for in•all B:and.r Zone.businesses.
•
4... .Jt:is joined:that are amendment is;:fleeeSs(1rj to provide for:a use() that was not previorrsl�
addressed by this Code;
•
Chapter:14.804:070 3a(ii)addresses.hospitals;is a ``school/P;ublic Use' facili 4.,. si,�it
As edm fin;ite
above, one#3f Mie criteria amendment:is to justify.that'hospitals provide a higher
level Of public oriented service,:and that .they should be given a higher`•level o'f.flexibility in
. building signage. This=amendment provides for:removing hospitals from "School/Public:Use"'and
allowing them tdi fcillow'the same signage standards for Peri fitted rises located in the B:and,I Zones.
5: Thoseamenldnlents.asdeemedlrecessari.by the Commission a ld/or city Council as beint,Y ire
the public interest.
Public,welfare and interest,ts the:priinaryJ'impetus in requesting thal hospita s located in the UR.-22
Zone be.:allowed to follows the signage standards as presented in Section III of:this
Application. For 'first time :.users, visitors; regularly .scliedtilel patients, and those requiring
inirnediate care,the:facility s location mast he:apparent:and:ifiVitingmu
. Itmust be:readily visible:by
thcise ; horn patients. arriving the Surrounding arterials :and the. Iiiterstate freeway vho are eitl-ii
•unfamiliar- with :the hospital Vicinity, or in: need of:ernergeirc care, :Elderly and ph},sic ills
disadvantaged patients rely heavily on the Hospital';s: serviecs, and many can easily become
• confused or disoriented wVitlrout.clear and distinguishable signage it's;been proven:thac.a call-pipe •
environment can e`fest the emotional state of a patient:: Such•a supportive environment includes
case.of:wayfinding which begins •'with a clear sense of huil.ding.orientation and patient service
. ......
. ...
Code Amthdincht S ltbfili Ira I
Valley.HOsiiital and Medical Center
Page 6
•
direction. Easily finding one's way to and within the facility.helpsthe patient.overcome fear and
anxiety while incmajorating.a logical progression ofpatientflow.
. ..
Public•juriSdietiOnShittside'of theCity of Spokane Valley Set a precedence iii:allowitighospital:
facilities a Ili..gher„)eel Of.',. cibilit(-in building identification• The City ofSPokane is the public •
authority.governing:Saared.Heart:Medical Ce.riter,ipe.aerittess Medical Center, and.71:101y-,family •.•
. .
Hospital. The City of Spokane Zoning Ordinance allows the Hearing Examiner, through a Special .•
...
Permit process,to adjuSt.the„Sign.regulatiens.for•fiospitals uses ..:
. . .. .
.. . .
Deaconess Medical .Cente.t.re.eentry received:a variance' through the Special :Permit Process to '-..
.. •.
increase the sizeof wall signage on the north wall of the main hospital building fronting thc: 1-90
freei„ifay. The:perniit process consisted of iieighborhoid notification of the Variance applicationa
hearing which included public testimonyand a final ruling Made in.favor.,:of•the Hospital by the ' •.,
( it7 ,of Spokane Oep.ririg-z.t.,-.1Notiiirier, Tile' Special Perniit as a i.90ci4s,..pyoeess..',i;!biek included ....,
•-
public:appeal:periptis.. ...:,: .:
•
A further example-of...another:nearby jurisdiction is the City of Coeur d'Alene whose Sign Ordinance
claSSi(ies.„.hospitals as a".coininercial businessb::and.1 iTil itsfr.p.estatiiiiiig.and wail signs a .ifolly :
. ..
. i.
"Vsilierea-single NMiltss.Ottupies:orie lot, ot.%vben.-rtiore That:one business occupies the
• Sarrielot, the total display surface signs' combined on any business premises shall.
........ .....: „ ..... .
:not exceed Sixty-00)square fleet or...three(3).square feet pur.lineal loot of Streef.:11Mitage, . "••••:. .-. '=
facing-the addressed Street frontage.tif the premises, whicheyer is..larger. The cOthbitied..
..
area of all:Signs!except..for.single surface wall Signs:shall:not exceed one hundred:(100)
square fect.per'sign,:hor..three.-hundred (300) square feet per:bi.5iness.:prernises. '(Ord..” • • •
:248a.:Sec,'2 I, 1992:f Ord. 1181 Sec:.1 (pdrt), 1.983: prior code Set:,..:4ts-2op.)y.'
. .
Applying•thc, city., of Coeur d'Alene!s forniula"]feir.'signage.limitations.baSed on street frontage,and ...
...
. .
- ... . • . . .
:subtracting; the larger atriciptit•0...30q sq ft to account for all ficestanding signs yields atOtal of
-.
....
1,560.. sq. ft of allowable wall Signage, This is well over four tinsthe amount of signage: ,eir.4
proposed.by VlilvIC through this:Arnqndinpt; • -•. :-:•:,
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Chapter 14.804
SIGNAGE STANDARDS
(Res.2-0188,dated February 19,2002)
Section:
14.804.010 Purpose,Intent and Scope
14.804.020 General Provisions
14.804.030 Definitions
14.804.040 Exempt Signs
14.804.050 Prohibited Signs
14.804.060 Signs Permitted in All Zones in Connection with Specific Uses
14.804.070 Sign Standards in Agricultural and Residential Zones (EA,GA,RS,RR-10,RC,UR,
R-5 through UR-22)Zones
14.804.080 Sign Standards for Business and Industrial(B-1,B-2,B-3,I-2 and I-3)Zones
14.804.085 Comprehensive Sign Plan Standards(B-1,B-2,B-3,I-2 and I-3)Zones
14.804.090 Freestanding Sign Standards for Aesthetic Corridors(Res.2-0315,dated March 26,
2002)
14.804.095 Sign Standards for the Industrial Park(I-1)Zone
14.804.100 Sign Standards for Mining(MZ)Zone
14.804.110 Sign Location and Setback
14.804.120 Sign Area and Calculation
14.804.130 Maintenance of Signs
14.804.140 Nonconforming Signs
14.804.150 Landscaping for Freestanding and Monument Signs
14.804.160 Sign Illumination
14.804.010 Purpose,Intent and Scope
The purpose and intent of this section is to promote commerce,traffic safety and community identity
while improving the visual environment of residential,commercial and industrial areas.
This section of the Code shall not regulate traffic and directional signs installed by a governmental
entity or in a private parking lot;signs not readable from nor intended to be viewed from a public
right-of-way;merchandise displays;point-of-purchase advertising displays,such as product
dispensers;national flags;flags of a political subdivision;symbolic flags of an institution;legal notices
required by law;barber poles;historic site monuments/plaques;gravestones;structures intended for
a separate use,such as phone booths,donation and recycling containers;lettering or symbols applied
directly onto or flush-mounted magnetically to a motor vehicle operating in the normal course of
business.
14.804.020 General Provisions
1. Permit Required:
Any on-premises sign shall hereafter be erected,re-erected,constructed,painted,posted,applied
or structurally altered in accordance with this chapter and pursuant to a sign permit signed off by
the Division of Planning and issued by the Division of Building and Code Enforcement. A sign
permit shall be required for each group of signs on a single supporting structure installed
simultaneously. Thereafter,each additional sign erected on the structure must have a separate
sign permit.The owner of a sign shall produce a permit upon request.Building permits shall be
required as specified in Title 3 of the Spokane County Code.
Chapter 14.804 Zoning Code
Printed: March 2002 Page 804-1 of Spokane County
2. Permit Applications:
All permit applications for signs shall include a site plan that provides the following information:
a. The location of the affected lot,building(s)and sign(s);
b. The scale of the site plan;
c. A drawing of the proposed sign or sign revision,including size,height,copy,structural
footing details,method of attachment and illumination;
d. All existing signs on the site including their size and height;and
e. Tax parcel number.
3. Subarea Plans:
Subarea plans approved by the Board of County Commissioners may include requirements other
than those provided in this chapter.
14.804.030 Definitions
The following words and phrases are listed in Chapter 14.300,Definitions.
Billboard,Bulletin Board,Electric Sign,Electronically Changeable Message Sign,Flashing Sign,
Freestanding Sign,Freeway Oriented Sign,High Intensity Illumination,Incidental Sign,
Individual Business,Low Intensity Lighting,Monument Sign,Multiple Businesses,
Nonconforming Sign,On-Premises Sign,Portable Sign,Readerboard,Roof Sign,Sign,Support
Structure(s),Three-Sided Sign,Two-Sided Sign,Video Board,Wall Sign.
14.804.040 Exempt Signs
The following shall not require a sign permit,provided that these exemptions shall not be construed
as relieving the owner from the responsibility to comply with the provisions of this Code or any other
law or ordinance,including the Uniform Building Code.
a. The changing of the advertising copy or message on a lawfully erected sign,readerboard or
similar sign specifically designed for replaceable copy.
b. Painting,repainting or normal maintenance,unless a structural or electrical change is made.
c. Temporary banners and temporary signs as permitted herein.
d. Real estate signs as permitted herein.
e. Incidental signs.
f. Political signs.
g. Bench signs on county rights-of-way,provided approval has been granted for location by the
Spokane County Engineer.
14.804.050 Prohibited Signs
The following signs are prohibited in all zones unless otherwise specifically permitted.
1. Signs which by coloring,shape,wording or location resemble or conflict with traffic control signs
or devices.
2. Signs that create a safety hazard for pedestrian or vehicular traffic.
3. Flashing signs.
4. Portable signs exceeding nine(9)square feet.
5. All portable readerboards.
6. All portable electric signs.
7. Signs attached to or placed on a vehicle or trailer parked on public or private property,provided
that this provision shall not be construed as prohibiting the identification of a firm or its product
on a vehicle operating during the normal course of business. Franchised buses and taxis are
exempt from these provisions.
8. Roof signs.
9. Video Boards.
Chapter 14.804 Zoning Code
Printed: March 2002 Page 804-2 of Spokane County
10. Billboards.
14.804.060 Signs Permitted in All Zones in Connection with Specific Uses
The following signs may be permitted in any zone,subject to the limitations as provided herein.
1. Bulletin Boards:
Bulletin boards may be permitted on the premises of public,charitable or religious institutions,
subject to the following.
a. Such sign shall contain not more than thirty-two (32)square feet in area on a face and may be
double-faced.
b. No part of the sign shall exceed a height of six(6)feet above the ground.
c. The sign,if lighted,shall use low-intensity lighting.
d. A thirty-two (32)-square-foot,double-faced sign,no higher than fourteen(14)feet above
grade,is authorized for a public or private school on property not less than three (3)acres in
size.
2. Temporary Residential Subdivision or Area Name Signs:
• A temporary real estate sign advertising the prospective sale or lease of a group of lots or
dwellings within a tract or apartment complex shall be permitted,subject to the following
conditions.
a. The freestanding sign shall be located on the premises being sold or leased.
b. The sign shall not exceed forty(40)square feet in area on a face and may be double-faced.
c. The sign shall remain only as long as property remains unsold or un-leased for the first time
within the tract,but not to exceed one(1)year. The Division may extend the one (1)year time
period upon written request by the owners/developers of the project.
d. The sign shall be non-illuminated.
e. The top of the sign shall be no higher than ten(10)feet above grade of the lot or parcel on
which the sign is located.
3. Permanent Residential Subdivision or Area Name Signs:
Decorative subdivision or area name signs of a permanent character at the street entrance or
entrances to the subdivision or area that identifies the name of the subdivision or area only,shall
be permitted,subject to the following conditions.
a. The sign shall consist of decorative building materials with illuminated,indirectly lighted or
non-illuminated name plates or letters,and be located in a maintained landscaped area;and
b. The wall(s) and/or sign(s)shall not exceed six(6)feet in height.
4. Temporary Banners,Flags,Pennants,Searchlights and Inflatables:
a. A banner,flag,pennant,or inflatable,may be permitted by the Division for temporary on-
premises use only,provided that such display does not have a significant adverse impact on
nearby residences or institutions.The temporary use shall be restricted to thirty(30)days per
quarter with one thirty(30) day renewal per quarter.If the permit is renewed,the thirty(30)
day period for the following quarter is expended and the sign is not permitted during that
quarter.
b. A searchlight may be permitted by the Division for temporary on-premises use only,not
exceeding ten(10)days,provided that such display does not have a significant,adverse
impact on nearby residences or institutions.
5. Contractor,Architect,Surveyor or Engineer Signs:
One(1)on-premises sign identifying the project,developers,building contractor and/or
subcontractors,architect,surveyor and engineer engaged in the construction may be permitted on
a property during the period of construction,provided that:
Chapter 14.804 Zoning Code
Printed: March 2002 Page 804-3 of Spokane County
a. Location of the sign shall be approved by the Division prior to installation;
b. The sign shall not exceed forty(40)square feet in area;and
c. The top of the sign shall not exceed ten(10)feet above grade of the lot or parcel on which the
sign is located. The sign shall be removed prior to final building inspections. However,no
such sign shall be maintained for a period in excess of twelve(12)months without approval
from the Division. The Division may extend the one(1)year time period upon written
request of the owners/developers of the project.
6. Real Estate Sign:
a. Residential/Agricultural use or property—Temporary on-premises sign(s)advertising the sale,
lease or rental of the building,property or premises,one(1)per frontage road. Such sign(s)
shall be unlighted,limited in size to five(5)square feet and limited in height to five(5)feet
above grade. A thirty-two (32)square foot sign is allowed on agricultural property of twenty
(20)acres or more,with or without a dwelling on site.
b. Commercial/Industrial use or property—One(1)temporary on-premises sign advertising the
sale,lease or rental of the building,property or premises. Such sign shall be unlighted,
limited in size to thirty-two (32)square feet and limited in height to ten(10)feet above grade.
c. Open house/directional sign—For(a)and(b)above,an open house/directional sign(s)shall
be allowed on each access street(to the property).Such sign(s)shall not be placed in such a
manner as to interfere with vehicular or pedestrian traffic,shall be used when the property is
actually open for immediate inspection,shall be unlighted,and shall be limited in size to five
(5)square feet and limited in height to three(3)feet above grade.
7. Electronically Changeable Message Sign:
a. Electronically changeable message signs shall be permitted in Business (B-2 and B-3)and
Industrial(1-2 and I-3)zones in accordance with the standards of Sections 14.804.080 through
14.804.160 and their definition.
14.804.070 Sign Standards in Agricultural and Residential Zones (EA,GA,RS and RR-10,RC,
UR,R-5 through UR-22)Zones
Sign structures are permitted in the agricultural and residential zones in accordance with the
following uses and standards:
1. A nameplate,which indicates no more than the name and address of the occupant of the
premises,is permitted,provided that such sign shall not exceed a maximum area of five (5)
square feet and a maximum height of four(4)feet above grade.
2. A freestanding or wall sign identifying a community residential facility,family day-care home,
child day-care center in a residence,nursery school,or similar institution is permitted,provided
that such sign shall not exceed a maximum area of five(5)square feet,a maximum height of four
(4)feet above grade and is unlighted.
3. Permitted Signs by Use
a. The following categories of uses are defined to apply to signage standards provided in Tables
1 and 2 below:
i. Residential/Semi-Public uses include a church,public park,multiple-family dwelling,
dormitory,fraternity,sorority,nursing home,retirement apartment,public building,
child day-care center,family day-care provider,nonprofit community hall or lodge,
animal clinic,cemetery or sanitarium.
ii. School/Public uses include a school(kindergarten through university),hospital,police
station,fire station,post office or public golf course,incinerator,solid waste recycling
transfer site,or landfills.
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iii. Office uses include a business or professional office.
iv. Commercial Use/Other shall include commercial uses other than those listed in"i"
through"iii" above and other than home industry or home profession.
b. On-Premises wall signs are permitted,not to exceed the maximum number and size as shown
in Table 1. Wall signs shall be unlighted or have low-intensity lighting,and shall be placed
flat against the outside wall of the main building.
i. Hospital uses in UR-22 Zones shall be allowed to conform with wall signage
standards as permitted in all commercial B-1,B-2,B-3 Zones,and all
Industrial 1-2,1-3,Zones under Section 14.804.080.
Table 1-Wall Signs-Agricultural and Residential Zones(EA,GA,RS and
RR-10,RC,UR,R-5 through UR-22) Zones
Use per 14.804.070 (3) Maximum Number Maximum Sign Area
of Signs
Residential/Semi-Public 1 20 sq.ft.
Schools/Public Use 1 32 sq.ft.
Office 1* 32 sq.ft.**
Commercial Uses,Other 1 20 sq.ft.
*Multiple office complexes shall be allowed one wall sign per building.
**An office building containing multiple offices shall be allowed a 60 sq.ft.
maximum sign area.
c. On-Premises freestanding signs are permitted,not to exceed the maximum number,size,and
height as shown in Table 2. On-Premises freestanding signs shall be unlighted or have low-
intensity lighting.
i. Hospital uses in UR-22 Zones shall be allowed to conform with freestanding sign
standards as permitted in all commercial B-2,B-3 Zones under Section 14.804.80.
Table 2-Freestanding Signs-Agricultural and Residential Zones (EA,GA,RS
and RR-10,RC,UR,R-5 through UR-22)Zones
Use per 14.804.070(3) Maximum Maximum Maximum
Number Sign Area Sign Height
of Signs
Residential/Semi-Public 1 16 sq.ft. 6 feet
Schools/Public Use 1 32 sq.ft.* 15 feet
Office 1 32 sq.ft.* 15 feet
Commercial Uses,Other 1 32 sq.ft.* 15 feet
*Maximum sign area may be increased to 60 sq.ft.for monument signs seven(7)
feet or less in height.
4. Multiple Arterials
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In the event the use or group of uses is adjacent to more than one arterial(including through and
corner lots),they will be allowed a freestanding sign(s)exclusively oriented to the additional
arterial(s).The above allowance shall be calculated independently,using only the additional
arterial(s)frontage.However,in no instance shall the square footage allowance from one arterial
be transferred to the other(s).
14.804.080 Sign Standards for Business and Industrial (B-1,B-2,B-3,I-2 and I-3) Zones
Any sign,which pertains only to the identification of a permitted use in the B-1,B-2,B-3,I-2 and I-3
zones and is located entirely on the property with the use or business,is permitted,provided that it
complies with the following standards.
1. Wall Signs-Individual and Multiple Businesses
Wall signs are permitted on each wall of a building provided the wall sign does not exceed
twenty-five percent(25%)of the total area of the wall or a maximum area of 250 square feet,
whichever provides the smaller area."False fronts" and mansard roofs shall not be included
when calculating the total area of the wall.
2. Freestanding Signs (pole or monument design)-Individual Business
One(1) on-premises freestanding sign is permitted. Signs shall not exceed the area and height
limits as provided in Table 3.Businesses with multiple frontages may be allowed additional
signage per 14.804.080(5).
Table 3-Standards for on-premises sign for individual business
Maximum Area Maximum Area
Zone Maximum Height
<I00' street frontage >100'street frontage
B-1 50 ft2 50 ft2 20 feet
B-2/B-3 100 ft2 200 ft2 30 feet
1-2/I-3 40ft2 80 ft2 20 feet
3. Freestanding Signs (pole or monument design)-Multiple Businesses
a. Freestanding on-premises sign(s)for multiple businesses are permitted,not to exceed the
number,area and height limits as provided in Table 4.
b. Freestanding signage allowed for an individual business under 14.804.080(2)shall not be
combined with the signage allowed for multiple businesses under 14.804.080(3).
c. The minimum separation between signs shall be 500 feet,as measured from the center of the
sign.
d. One(1)of the signs allowed under table 4,may be increased to a maximum height of forty
(40)feet above grade and a maximum area of 250 square feet,provided the parcel is
contiguous with Interstate 90 and the underlying zoning is Community Business (B-2)or
Regional Business(B-3).
Table 4-Standards for on-premises signs for multi-jle businesses
Zone Maximum number of signs Maximum Area Maximum Height
B-1 1 100 ft2 20 feet
B-2/B-3 1 per 500 feet of street frontage* 200 ft2 30 feet
I-2/I-3 1 per 500 feet of street frontage* 80 ft2 20 feet
*One(1)freestanding sign is permitted on parcels with less than 500'of lineal street frontage.
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Multiple business parcel
B-2 and B-3 zones
200 ft2 signs with minimum 500'
spacing
500' ►I
arterial 1000' r-
Figure 1-Example of allowed signage on a parcel with 1000 feet of frontage.
Multiple business parcel •c
B-2 and B-3 zones
200 ft2 signs with minimum 500'
spacing
500' ►I
[161 161
4 arterial 1000'
Figure 2-Example of allowed signage on a parcel with dual frontage.
4. Incentive to Substitute Height Restricted Monument Sign(s)for Freestanding Sign(s)
a. Monument signs,not to exceed seven(7)feet in height,may substitute for individual and
multiple business signs under 14.804.080(2 and 3)with maximum sign number(s) and area(s)
as provided in Tables 5 and 6. There is no minimum separation requirement between signs.
Table 5-Standards for on-premises monument signs for individual businesses
Zone Maximum number of signs Maximum area/each sign
B-1 1 75 ft2
B-2/B-3 2 90 ft2
I-2/I-3 2 90 ft2
Table 6-Standards for on-premises monument signs for multiple businesses
Zone Maximum number of signs Maximum area/each sign
B-1 2 75 ft2
B-2/B-3 2 per 500 feet of street frontage* 90 ft2
I-2/I-3 2 per 500 feet of street frontage* 90 ft2
*Two (2)freestanding signs are permitted on parcels with less than 500'of
lineal street frontage.
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Multiple business parcel
B-2 and B-3 zones
Monument sign incentive
using 90 ft2 signs
Q Q 0
1000'
arterial
Figure 3-Example of allowed signage using the incentive for monument signs.
5. Multiple Arterials
In the event the use or group of uses is adjacent to more than one arterial(including through and
corner lots),they will be allowed a freestanding sign(s)exclusively oriented to the additional
arterial(s).The above allowance shall be calculated independently,using only the additional
arterial(s)frontage.However,in no instance shall the square footage allowance from one arterial
be transferred to the other(s).
6. Entrance Sign for Industrial Park or Planned Industrial Area
An industrial park or planned industrial area may have one(1)entrance/identification
monument sign not to exceed 150 ft2 in area and 7 feet in height above grade.
14.804.085 Modification To Sign Standards (B-1,B-2,B-3,I-2 and I-3)Zones
For shopping centers,industrial parks,mixed use developments,and hotel conference centers;the
Director may approve a comprehensive sign plan that deviates from the provisions set forth in section
14.804.080 above,provided the following standards and conditions are met:
1. The development exceeds the following minimum square foot floor area requirements:
a. 250,000 ft2 for a shopping center or hotel conference center.
b. 250,000 ft2 of commercial/industrial floor space for a mixed use development.
c. 300,000 ft2 for an industrial park.
2. The applicant shall submit a sign plan that includes the size,location,height,lighting,
construction materials and orientation of all proposed signs in addition to any other information
deemed necessary by the staff.
3. The sign plan shall conform to the following standards:
a. Signage shall conform to the standards of section 14.804.080;except that a maximum of three
(3)of the allowed signs under 14.804.080 may be allowed an increase of 20%in sign height
and area over the maximum allowed in the underlying zone.
b. The cumulative sign area of all signs,including 3a above,shall not exceed the maximum that
would be allowed under 14.804.080.
c. The maximum number of signs shall not exceed the maximum that would be allowed under
14.804.080.
4. The sign plan shall be consistent with the Spokane County Comprehensive Plan and the purpose
and intent of this chapter,as determined by the Director.
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5. Signage shall be installed in conformance with the approved sign plan and the Division of
Building and Code Enforcement shall flag parcels subject to the sign plan to ensure that future
signage for phased development is in compliance with the plan.
6. The applicant/owner(s)shall sign a binding agreement ensuring compliance with the approved
sign plan. The agreement shall be filed as a deed restriction and shall run with the land and shall
apply to present as well as future property owners.
7. Modifications to the approved sign plan shall require reapplication and approval by the Director.
14.804.090 Freestanding Sign Standards for Aesthetic Corridors (Res. 2-0315, dated March 26,
2002)
1. The standards of 14.804.090 shall apply to parcels adjacent to the following designated aesthetic
corridors:
a. Spokane Valley Couplet(eastbound Appleway Avenue segment only)
b. Evergreen Road(between Sprague Avenue and Indiana Avenue)
c. Mirabeau Parkway
d. Indiana Avenue (between Pines Road and Flora Road)
2. Wall signs shall be as per Section 14.804.070 or 14.804.080,respective of zoning.
3. Freestanding sign structures adjacent to the aesthetic corridors shall only be permitted in
accordance with the following uses and standards:
a. All signs shall be of monument type,not to exceed eight(8)feet in height.
b. In Agricultural and Residential Zones (EA,GA,RS,RR-10,RC,UR,R-5 through UR-22),one
monument sign identifying professional office(s)shall be allowed not to exceed thirty-two
(32)square feet in area.
c. In Business(B-1,B-2 and B-3)Zones and Industrial(I-1,I-2 and I-3) Zones monument signs
shall be allowed for individual and multiple businesses with maximum sign numbers and
areas as provided in Tables 7 and 8.
Table 7-Standards for on-premises monument signs for individual businesses
Zone Maximum number of signs` Maximum area
B-1 1 75 ft2
B-2/B-3 2 per 500'street frontage* 90 ft2
I-1/I-2/I-3 2 per 500'street frontage* 90 ft2
*Two (2)monuments are permitted on parcels with less than 500'of lineal street frontage
Table 8-Standards for on-premises monument signs for multiple businesses
Zone Maximum number of signs Maximum area/each sign
B-1 2 75 ft2
B-2/B-3 2 per 500'street frontage* 90 ft2
I-1/I-2/I-3 2 per 500'street frontage* 90 ft2
*Two (2)monuments are permitted on parcels with less than 500'of lineal street frontage.
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4. Entrance Sign for Industrial Park or Planned Industrial Area
An industrial park or planned industrial area may have one(1)entrance/identification
monument sign not to exceed 150 ft2 in area and 7 feet in height above grade.
5. Any business that was lawfully established in accordance with the Spokane County Zoning Code
and had purchased or had a duly executed contract to purchase signage along a designated
aesthetic corridor prior to May 1,2001,shall be allowed to apply for a building permit for said
signage.Said permit shall conform to the signage regulations in place immediately prior to May 1,
2001.
14.804.095 Sign Standards for Industrial Park(I-1)Zone
1. Two(2)square feet of sign,up to a maximum of one hundred (100)square feet,shall be permitted
on the front of the building for every lineal foot of building frontage,or the same sign footage
encompassed within a freestanding sign of the same architectural style as the building,no higher
than six(6)feet from ground level and placed within a lawn or totally landscaped area.
2. One(1)square foot of sign,up to a maximum of fifty(50)square feet,shall be permitted on the
side or rear of a building for every lineal foot of building frontage when said side or rear is
oriented to or faces a public parking area or street or,in the case of a side yard of a corner lot,the
same sign footage encompassed within a freestanding sign of the same architectural style of the
building,no higher than six(6)feet from ground level and placed within a lawn or totally
landscaped area.
3. All wall signs shall be flat against the building or structure and shall not extend above the top of
the wall. Freestanding signs shall not exceed six(6)feet in height.
4. One(1)name plate for each tenant accessed by that entrance,not exceeding two(2)square feet in
area,containing the name and address of an occupant will be allowed at every exterior entrance
to a building.
5. Unimproved property shall be permitted one(1)freestanding for sale,lease,or rent sign not to
exceed six(6)feet in height and thirty-two (32)square feet of surface area.
6. No sign may encroach upon,or overhang,adjacent property or public right-of-way.
7. Painted signs on buildings,including those attached on or to the surface of windows,are
prohibited.
8. All sign illumination shall be from the interior of the sign,provided that indirect lighting shall be
permitted if the light source is not visible from public parking,public road or street. Exposed
neon tubing shall not be permitted. Normal sign maintenance shall be permitted,including name
change of the firm or company.
9. Logos or identification symbols shall be considered signs and shall conform to all provisions of
this section.
10. No sign visible from a public road or street shall be constructed or maintained to flash,rotate or in
any way simulate motion. Lights that resemble traffic signals are not allowed.
11. The square footage of a sign made up of letters,words or symbols shall be determined from the
outside edge of the frame itself. The square footage of a sign composed of only letters,words or
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symbols shall be determined from imaginary straight lines drawn from high point to high point
around the entire copy or grouping of such letters,words or symbols. Those portions that are an
integral part of the sign display shall be considered in the determination of square footage
allowed. An obvious border designed as an integral part of a sign shall be calculated in the total
square footage allowed.All measurements for sign height shall be from grade to the topmost part
of the sign.
12. No sign in an Industrial Park site shall be constructed or located as to constitute a nuisance or in
any way be detrimental to immediately adjacent uses as determined by the Planning Director.
Signs will be allowed in any yard,provided the"clear view triangle"requirements in Section
14.810.020(2) are met. No sign shall be allowed adjacent to points of ingress or egress as to
obstruct or impair site distances.
13. A parking directional sign shall be permitted at each major entrance to a parking lot,provided
that such signs shall not exceed six(6)feet in height and fifteen(15)square feet per face,and are
located within a landscaped area.
14.804.100 Sign Standards for Mining(MZ)Zone
Any sign which pertains only to the identification of a permitted use in the Mining Zone(MZ)and is
located entirely on the property of such use is permitted,provided that it complies with the following
conditions.
1. An individual establishment may have one(1)permanent freestanding sign not to exceed thirty
two (32)square feet in area.
2. No sign shall project more than fifteen(15)feet above grade.
3. In the event a use is nonconforming but could be outright permitted in the B-2 and/or B-3 zones,
the Mining Zone signage requirements will follow those for B-2/B-3 zones under Section
14.804.080.
14.804.110 Sign Location and Setback
1. All signs shall be located so that they:
a. Do not interfere with vehicular or pedestrian accessibility or sight distance;
b. Conform to the provisions of Section 14.810.020(2),the clear view triangle;
c. Do not overhang or be located in any public right-of-way;and
d. Comply with any restrictions of the Federal Aviation Administration(FAA) and Airport
Overlay(AO)Zone.
2. All signs shall be located and set back as follows:
a. Any portion of a sign(including structural supports)that is higher than three(3)feet and less
than seven(7)feet above grade shall be located a minimum of ten(10)feet back from any
public right-of-way,unless it can be demonstrated that the location of a structural support or
monument sign will not create an adverse impact with regard to sight distance of vehicles
entering and exiting the site.
b. Structural supports less than two(2)feet in width,measured at any point on the support,and
three (3)to seven(7)feet above grade,shall be exempted from(a)above.
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14.804.120 Sign Area and Calculation
1. Sign area for wall signs is equal to the message area of a sign,including graphics,letters,figures,
symbols,trademarks or written copy as shown in Figure 4.
PETE'S PRO GOLF.
Figure 4
2. The sign area of a freestanding sign consisting of one sign shall be calculated as shown in Figure 5
below. The sign area of a freestanding sign consisting of more than one(1)sign shall be
computed by adding together the total area(s) of all signs as shown in Figure 6 below.Any
portion of the sign not necessary for structural support of the sign or any structural support
greater than two (2)feet in width shall be considered in the determination of the square footage of
the sign.A 10%increase in sign area is allowed for decorative framing or borders.Area
calculation does not include decorative rocks or landscaping adjacent to a monument sign.
4 A
SIGN B SIGN 1 B
1
SIGN 2 4
Ar
SIGN 3 IB
Figure 5 Figure 6
3. The sign area for multiple-sided signs shall be calculated as follows:
a. The total sign area for a two-sided sign shall be calculated using one(1)face,therefore
allowing both faces to be of equal size(for example a two-sided sign has two (2)faces with 18
square feet per side,therefore the sign area is 18 square feet).
b. The sign area for a three-sided sign shall be equal to the total amount of sign area a one-sided
or two-sided sign is allowed(for example,in item 3a above,a two-sided sign is allowed 18
square feet of sign area per side which equals 36 total square feet. If a three sided sign is used
instead of a one-sided or two-sided sign,the three-sided sign may allocate the 36 total square
feet among three sides,therefore allowing three sides with 12 square feet per face for a total of
36 square feet of sign area)
14.804.130 Maintenance of Signs
1. Any signage that has been approved or that has been issued a permit shall be maintained by the
owner or person in possession of the property on which the sign is located. Maintenance shall be
such that the signage continues to conform to the conditions imposed by the sign permit.
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2. Any damaged sign base shall be repaired within sixty(60) days.
3. Any signage which has been damaged to such extent that it may pose a hazard to passersby shall
be repaired or removed immediately.
14.804.140 Nonconforming Signs
Nonconforming signs (those that were permanently installed and legally erected prior to the adoption
of this Code),shall be allowed to continue in use so long as they are continuously maintained,are not
relocated,and are not structurally altered or made more nonconforming in any way. Signs over 40
years old that are classified as historically significant by the historic preservation officer shall not be
considered as nonconforming signs.
14.804.150 Landscaping for Freestanding and Monument Signs
All freestanding and monument signs shall be located in a landscaped area.Landscaping should be
appropriately sited to ensure that signs are not blocked or obscured by trees or bushes.
14.804.160 Sign Illumination
Externally illuminated signs shall have low intensity lighting,confined to the sign,and positioned
and shielded to minimize impacts to the surrounding area(s).Internally illuminated signs shall have
low intensity lighting.
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Chapter 14.804 Zoning Code
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CITY OF SPOKANE VALLEY
Request for Council Action
Meeting Date: City Manager Sign-off:
Item: Check all that apply: ❑consent ❑old business 0 new business 0 public hearing
®information ❑admin. report 0 pending legislation
AGENDA ITEM TITLE : Article III City of Spokane Valley Uniform Development Code
City of Spokane Valley Building Code
GOVERNING LEGISLATION:
SHB 1734
RCW 19.27 State Building Code
WAC 51-50-007 Exceptions
PREVIOUS COUNCIL ACTION TAKEN:
City of Spokane Valley Ordinance #40
City of Spokane Valley Ordinance #41
City of Spokane Valley Ordinance #42
City of Spokane Valley Ordinance #43
BACKGROUND:
Washington statute requires all jurisdictions in the state to adopt by reference and
enforce the same building code throughout Washington. Although local jurisdictions
may amend those referenced codes to address special local conditions, the intent is to
have the same rules for construction across the state.
Over the last six years building codes have undergone a huge change. Prior to 2000
there were three major building code writing/enforcement organizations— ICBO, SBCCI
and BOCA. Although many of the provisions of the individual codes were the same and
many of the provisions were similar, many of the provisions of the different codes were
at odds with their sister codes across the country. This created very expensive conflicts
when a designer or contractor began to become more global in their business. The
result was a combination of the three model code groups into one group, the
International Code Council, or ICC.
The ICC promulgated the International family of codes, and Washington chose those
codes as the basis of the new State Building Code in SHB 1734 and RCW 19.27. The
exceptions to the International Codes are the 2003 Uniform Plumbing Code published by
the International Association of Plumbing and Mechanical Officials and the National
Electrical Code, published by the National Fire Protection Association.
In addition to the referenced codes, Washington previously developed an energy
conservation code and a code for the elimination of physical barriers to promote
accessibility. The Washington State Energy Code is a stand alone code while the
accessibility provisions reside as a state amendment to the International Building Code.
Although there are substantial changes in the International Codes from the previous
Uniform Codes, those changes are no more difficult to understand than changes
typically presented every three years as the methods or materials of construction
changed and a new code was adopted.
One of the more useful codes that evolved from the development of the International
Codes is the International Residential Code. This code gives all the rules for building a
one or two family dwelling in one book, rather than having all the code books to sort
through to determine the rules for construction. It was meant to simplify the process.
The Washington Association of Building Officials passed resolution 2003-02 that, in part,
promotes the local adoption of the International Codes and Uniform Plumbing Code with
as few local amendments as possible. The Building Division has followed that direction
and is offering a very simple adoption ordinance for approval. The five pages of the
proposed ordinance replace four ordinances.
This RCA is informational. The first public hearing is scheduled in front of the Planning
Commission on 22 January 2004. After their review the ordinance will be before Council
during the first Study Session in February. With Councils advice, subsequent readings
will be scheduled in the near term.
OPTIONS: None. The enforcement of a state wide building code is mandated by
statute.
RECOMMENDED ACTION OR MOTION: None.
BUDGET/FINANCIAL IMPACTS: None.
STAFF CONTACT: Spokane Valley Building Official Scholtens
Attachment: Draft Ordinance
Article III Spokane Valley Uniform Development Code/Spokane Valley Building Code
Attachment: 1
•
CITY OF SPOKANE VALLEY
SPOKANE COUNTY,WASHINGTON
ORDINANCE NO. 04-
AN ORDINANCE OF THH; CITY OF SPOKANE VALLEY, WASHINGTON, ESTABLISHING
ARTICLE HI OF THE SPOKANE VALLEY UNIFORM DEVELOPMENT CODE RELATING
TO BUILDING CODES; REPEALING ORDINANCES IN CONFLICT; ESTABLISHING
PENALTIES FOR NON-COMPLIANCE; AND PROVIDING FOR SEVERABILITY AND
EFFECTIVE DATE.
WH N;REAS, Washington statutes require all jurisdictions in the state to adopt by reference and
enforce the same building code throughout Washington; and
WHEREAS, Washington established the 2003 International Codes, promulgated by the
International Code Council(ICC), as the basis of the new State Building Code pursuant to SHB 1734 and
RCW 19.27. The exceptions to the International Codes are the 2003 Uniform Plumbing Code published
by the International Association of Plumbing and Mechanical Officials and the National Electrical Code,
published by the National Fire Protection Association.
WHEREAS, Washington previously developed an energy conservation code and a code for the
elimination of physical barriers to promote accessibility; and
WHEREAS,the Washington State Energy Code is a stand alone code while the accessibility
provisions reside as a state amendment to the International Building Code; and
WHEREAS,the Washington Association of Building Officials passed resolution 2003-02.that,in
part,promotes the local adoption of the International Codes and Uniform Plumbing Code with as few
local amendments as possible;
NOW, THEREFORE, the City Council of the City of Spokane Valley, Washington, do ordain
as follows:
Section 1. Article III of the Spokane Valley Development Code is hereby established to read as
follows:
ARTICLE HI
SPOKANE VALLEY BUILDING CODE
Section 3.01. Adoption of Referenced Codes.
The City of Spokane Valley hereby adopts the following codes,as amended by the Washington State
Building Code Council pursuant to RCW 19.27.074 for the purpose of establishing rules and regulations
for the construction,alteration,removal, demolition,equipment,use and occupancy,location and
maintenance of buildings and structures,including permits and penalties:
1. a).The 2003 International Building Code published by the International Code Council,
Inc.(IBC). The following Appendix is specifically adopted:
Appendix H, Signs.
Appendix I,Patio Covers.
Ordinance 2004—
Article 111 Uniform Development Code Page 1 of 6
b).The 2003 International Residential Code published by the International Code Council,Inc.
(IRC)The following Appendices are specifically adopted:
Appendix A(IFGC), Sizing and Capacities of Gas Piping.
Appendix B (IFGC), Sizing of Venting Systems Serving Appliances Equipped with Draft Hoods,
Category I Appliances and Appliances Listed for Use and Type B Vents.
Appendix C,Exit Terminals of Mechanical Draft and Direct-Vent Venting Systems.
Appendix F,Radon Control Methods.
Appendix H,Patio Covers.
Appendix J,Existing Buildings and Structures.
2. The 2003 International Mechanical Code published by the International Code Council,Inc.
(IMC) except that the standards for liquefied petroleum gas installations shall be NFPA 58
(Storage and Handling of Liquefied Petroleum Gases)and ANSI Z223.1/NFPA 54(National Fuel
Gas Code).
3. The 2003 International Fire Code,published by the International Code Council,Inc.(IFC),
including those standards of the National Fire Protection Association specifically referenced in
the International Fire Code: PROVIDED,That,notwithstanding any wording in this code,
participants in religious ceremonies shall not be precluded from carrying hand-held candles. The
following Appendices are specifically adopted:
Appendix B,Fire Flow for Buildings.
Appendix C,Fire Hydrant Locations and Distribution.
Appendix D. Fire Apparatus Access Roads.
Appendix E,Hazard Categories.
Appendix F,Hazard Ranking.
Appendix G, Cryogenic Fluids-Weight and Volume Equivalents.
4. Except as provided in RCW 19.27.170,the 2003 Uniform Plumbing Code(UPC) and Uniform
Plumbing Code Standards,published by the International Association of Plumbing and
Mechanical Officials: PROVIDED,that any provisions of such code affecting sewers or fuel gas
piping are not adopted; and
The rules adopted by the Washington State Building Code Council establishing standards for
making buildings and facilities accessible to and usable by the physically disabled or elderly
persons as provided in RCW 70.92.100 through 70.92.160.
In case of conflict among the codes enumerated in subsections 1,2, 3,and 4. of this section,the
first named code shall govern over those following.
5. The 2003 International Fuel Gas Code as published by the International Code Council,
Inc.(IFC).
6. The 2001,Second Edition,Washington State Energy Code Chapter 51-11 WAC.
7. The 1997 Edition of the Uniform Code for the Abatement of Dangerous Buildings published
by the International Conference of Building Officials,Whittier California.
8. The 2003 International Property Maintenance Code as published by the International Code
Council,Inc.
Section 3.02. General Requirements for all Referenced Codes:
Ordinance 2004—
Article III Uniform Development Code Page 2 of 6
Section 3.02.01 Conflict between Codes. Whenever there is a conflict between a referenced code
and the General Requirements contained in Section 3.02. of this code, the General Requirements
shall apply.
Section 3.02.02 Reserved.
Section 3.02.03 Design Requirements:
Grou Wind Seismi Wint
nd Spee c Frost er Ice Flood Air Mean
Weather Termit Deca Shield Freez Annu
Snow d Design ing line es y Desig Underl Hazar e al
Load (Gust Catego depth n ay ds Index Temp
ry Temp
Slight None 2003
39 85
lbs ft2 mph C Severe 24" to
Moder to 2° Yes 1992 1232 47.2°
ate slight FIRM
* Minimum roof snow load to be 30 lbs/ft2 in the City of Spokane Valley.
Section 3.02.04 Professional Preparation of Plans. The City of Spokane Valley shall require a
Washington licensed design professional, licensed under the provisions of 18.08 RCW and 18.43
RCW to prepare or oversee the preparation of plans for any building over 4000 sq ft in roof area,
if plans are required.
Section 3.02.05 Construction Plans.All submitted construction documents must be of sufficient detail to
show the entire project with emphasis on the following:
• Structural integrity
• Life safety
• Architectural barriers(ADA handicap compliance)
• Compliance with all codes having jurisdiction
• Scope of work
• Deferred Submittal Schedule
In general,the amount of detail required will vary, depending on the nature and complexity of the
project.
Section 3.02.06 Permits.
Section 3.02.06.1 Ownership. The ownership of a Spokane Valley Development Permit inure to
the property owner. The Permit Applicant is,by definition, an agent of the property owner if not
the property owner.
Section 3.02.06.2 Expiration of Permits. All permits shall expire by limitation and be declared
void if a) work is not started within 180 days of obtaining a permit, or b) work is abandoned for
180 days or more after beginning work, or c) after two years from the date of permit issuance,
regardless of whether the work is finished. If a permit is expired for time, a new permit may be
obtained for '/2 the permit fee for the value of the remainder of the work to finish the original
permit.
Section 3.02.07 Referenced Codes. All referenced codes are available for review at the City of Spokane
Valley Permit Center.
Ordinance 2004—
Article III Uniform Development Code Page 3 of 6
Section 3.02.08 Fees. All Spokane Valley Permit fees shall be established by a City of Spokane Valley
Resolution and may be found in Appendix B, Schedule C of the Spokane Valley Uniform
Development Code.
Section 3.02.08.1 Investigation Fees: Work without a Permit.
a. Investigation.Whenever any work for which a permit is required by this code has been
commenced without first obtaining said permit,a special investigation shall be made before a
permit may be issued for such work.
b. Fee.An investigation fee,in addition to the permit fee, shall be collected whether or not a
permit is then or subsequently issued. The investigation fee shall be equal to the amount of
the permit fee required by this code.The minimum investigation fee shall be the same as the
minimum fee set forth in Schedule C.This fee is an additional,punitive fee and shall not
apply to any Spokane Valley Grading or Building Permit Fee that may subsequently be
issued. Payment of the investigative fee does not vest the illegal work with any legitimacy,
nor does it establish any right to a Spokane Valley Permit for continued development of that
project. If the work done remains illegal for 90 days after service of the Stop Work Order,it
shall be considered hazardous.
c. The payment of such investigation fee shall not exempt any person from compliance with all
other provisions of this code nor from any penalty prescribed by law.
Section 3.02.08.2 Fee Refunds.
The building official may authorize the refunding of:
1. 100%of any fee erroneously paid or collected.
2. Up to 80%of the permit fee paid when no work has been done under a permit issued in
accordance with this code.
3. Up to 80% of the plan review fee paid when an application for a permit for which a plan review
fee has been paid is withdrawn or canceled before any plan reviewing is done.
The building official shall not authorize refunding of any fee paid except on written application filed by
the original permitee not later than 180 days after the date of fee payment.
Section 3.02.09. Appeals. All appeals of any Building Official decision,order or determination
relative to the application and interpretation of Article III of the Spokane Valley Uniform
Development Code shall be made in conformance with the City of Spokane Valley Uniform
Development Code Section 1.20.39.B.
Section 3.02.10. Floodplain Development. All development within a designated floodplain
located in the City of Spokane Valley jurisdiction shall comply with Section 5.01 of the Spokane
Valley Uniform Development Code and the construction specifications detailed in the 2003 IRC
Section R323 Flood-Resistant Construction as amended.
Section 3.02.11. Reserved.
Section 3.03 Amendments to the referenced codes.
Section 3.03.1 2003 International Building Code.
a) Amend Section 105.2 Work exempt from permit.Building: 1.by substituting"200"for
"150"in the square feet of floor area exempt from building permits.
Section3.03.2 2003 International Residential Code.
a) Add Section R 310.1.5 Replacement of Emergency Escape and Rescue Openings. If
emergency escape and rescue openings are replaced or renewed,except for glazing replacement
or renewal,the opening sizes shall be as required for new construction.
Ordinance 2004—
Article III Uniform Development Code Page 4 of 6
b). Amend R323.2.1 Elevation Requirements by rewriting#1. to read: Buildings and
structures shall have the lowest floors elevated to or above base flood elevation plus one foot.
Also by rewriting#3 to read: Basement floors that are below grade on all sides shall be elevated
to or above base flood elevationp/us one foot.
c). Add a second paragraph to R323.3.6 Construction documents to read: The documents shall
include a verification of foundation elevation prior to footing inspection approval and a
verification of lowest floor elevation to be base flood elevation plus one foot prior to framing
inspection approval.
d). Delete Part IV—Energy Conservation in its entirety.
e). Delete Part VII-Plumbing in its entirety. References to chapters in Part VII shall be made
instead to the appropriate sections of the 2003 Uniform Plumbing Code published by IAPMO.
f). Delete Part VIII—Electrical in its entirety. References to chapters in Part VIII shall be made
instead to the National Electrical Code published by the NFPA and enforced in Spokane Valley
by the state of Washington Department of Labor and Industries.
Section 3.03.3 2003 International Mechanical Code-Reserved.
Section 3.03.4 2003 International Fire Code-Reserved
Section 3.03.5 2003 Uniform Plumbing Code-Reserved
Section 3.03.6 2003 International Fuel Gas Code-Reserved.
Section 3.03.7 2001 Second Edition,Washington State Energy Code-Reserved.
Section 3.03.8 1997 Uniform Code for the Abatement of Dangerous Buildings
3.03.8.1 Section 302 Dangerous Buildings. Add additional definitions of a dangerous building:
19. Drug Properties and Structures. It is hereby declared that any building,structure and/or
associated property,identified by the City of Spokane Valley Chief of Police,wherein or upon
which the manufacture, distribution,production or storage of illegal drugs or the precursors to
create illegal drugs has taken place in a manner which could endanger the public, such building,
structure and/or associated property is not only a dangerous property as defined by the City of
Spokane Valley but is also a classification of property calling for the special procedures set forth
in this section. The Building Official is authorized to abate such dangerous buildings,structures,
and/or associated properties in accordance with the dangerous building procedures set forth in this
code and Washington statute,RCW 64.44.010,with the following modifications:
19.1. Due to public safety hazard in drug production facilities, the utilities shall be
disconnected;
19.2. Building(s) and structures shall be inspected to determine compliance with all city
ordinances and codes;
19.3. Building(s) and any entry gates to the property shall be secured against entry in the
manner set forth in this code;
19.4. No reconnection of utilities or occupancy of the building(s), structures or property shall
be allowed until all violations have been successfully addressed, all dangerous conditions
abated and a notice—of release for re-occupancy has been received from the health
department aneriff>dffice; and , r
`o ,gIt2EC V CLQ-G-� j ,tC'}5 Ob
19.5. If dangerous conditions carrorbe abated, occupancy shal_ be prohibited. Resolution of
said property shall be in conformance with RCW 35.80A.010, Condemnation of blighted
property.
Ordinance 2004—
Article III Uniform Development Code Page 5 of 6
20. Blighted Property. In conformance with RCW 35.80A.010,the City of Spokane Valley
may acquire by condemnation,in accordance with the notice requirements and other procedures
for condemnation provided in Title 8 RCW, any property,dwelling,building, or structure which
constitutes a blight on the surrounding neighborhood. A"blight on the surrounding
neighborhood"is any property, dwelling,building, or structure that meets any two of the
following factors:
20.1 If a dwelling,building, or structure exists on the property,the dwelling,building,or
structure has not been lawfully occupied for a period of one year or more;
20.2 the property,dwelling,building, or structure constitutes a threat to the public health,
safety,or welfare as determined by the executive authority of the City of Spokane Valley
or the designee of the executive authority; or
20.3 the property,dwelling,building,or structure is or has been associated with illegal drug
activity during the previous twelve months.
Prior to such condemnation,the City of Spokane Valley City Council shall adopt a resolution
declaring that the acquisition of the real property described therein is necessary to eliminate
neighborhood blight. Condemnation of property,dwellings,buildings,and structures for the
purposes described in this chapter is declared to be for a public use.
Section 303.9 The 2003 International Property Maintenance Code- Reserved.
Section 2. Severability. If any section, sentence, clause or phrase of this ordinance shall be held to be
invalid or unconstitutional by a court of competent jurisdiction, such invalidity or unconstitutionality shall
not affect the validity or constitutionality of any other section, sentence, clause or phrase of this
ordinance.
Section 3. Effective date. This ordinance shall be in full force and effect five (5) days after publication
of this ordinance or a summary thereof in the official newspaper of the City as provided by law.
Approved by the City Council this day of ,2004.
Michael DeVleming,Mayor
ATTEST:
Christine Bainbridge,City Clerk
Approved as to form:
Cary P. Driskell,Deputy City Attorney
Date of publication:
Effective date:
Ordinance 2004—
Article III Uniform Development Code Page 6 of 6
Research Of Couplet Solutions in Other Cities
by
William H. (Bill) Gothmann,P.E. (electrical)
Dec. 27, 2003
Introduction:
Over the past week, I've had a chance to do some research on couplets that I want to
share with you. The research includes information both in favor of and against couplets.
Even more important, it provides a discussion of the issues that should be considered
when we consider transportation issues within the Spokane Valley.
Sources of Information
This paragraph lists some sources of information for this report.
1. Gothmann, William H., P.E., "Analysis of Cities with Downtown Couplets" Dec.
22, 2003. This report analyzes all the cities having populations of greater than
40,000 within the states of Washington, Oregon, and Idaho,to determine whether
they have couplets or not. We shall refer to this as the Gothmann report.
2. "One Way Couplets Impact Analysis,Final Report, July 2003",prepared by
Development Consulting Group and Typlan Consulting, Ltd. This 67 page report
analyzes Kelowna,British Columbia, to determine whether that city should have a
couplet or not. The couplet proposed is addition of two, one-way streets, one to
the east going north, and one to the west going south. The authors ultimately
conclude that, for Kelowna, the advantages of a couplet outweigh the
disadvantages. We shall refer to this as the Kelowna Report.
3. "Downtown Bozeman Traffic Improvement Study" by Downtown Bozeman
Partnership, Feb. 14, 2003. Bozeman has an existing couplet--two streets that
parallel its main business district. Increased population has put stress on the
transportation system. A 46-page report, "The purpose of the study is to identify
and propose changes to the downtown Bozeman transportation network that
support downtown as a destination in addition to its role as a primary travel
corridor through the City.i1 We shall refer to this as the Bozeman Report.
4. "Getting Around Downtown". This report is about the Eugene, Oregon efforts to
vitalize their downtown. One of the essential elements was to reduce their one-
way streets in favor of two way streets. The report is a part of a draft report to.the
City. We shall refer to this as the Eugene Report.
I Bozeman Report,page 2
1
5. "Great Falls' 10th. Avenue South", John Williams, Great Falls Tribune, July, 1994.
This is an editorial on making streets more pedestrian and community friendly.
We shall refer to this as the Great Falls Article.
6. "Laramie Plan Project", City of Laramie,Aug. 31, 2001. This plan refers to a
downtown revitalization plan that proposes street changes. We shall refer to this
as the Laramie report.
7. "Portland Transportation System Plan, Transportation Plan, Chapter 2." Portland
is reevaluating its one-way system to see if things would improveby changing the
one-way streets to two way streets. We shall refer to this as the Portland Report.
8. "Recommendations on the Downtown Access and Circulation Study" by a
Working Group, June 4, 2002. This report analyzes whether to convert San Jose's
one-way streets to two way. We shall refer to this as the San Jose Report.
9. "Should Cities Convert One-Way Streets to Two Way?", Thoreau Institute. This
is a planning contrarian view suggesting that one-way streets have significant
advantages over two-way streets. We shall refer to this as the Thoreau article.
Couplet Prevalence
Couplets are very prevalent throughout the Northwest. Gothmann2 summarizes the use
of couplets for cities greater than 40,000 population as follows:
Table 1: Number of Cities Having Couplets
State Couplets-Yes Couplets-No
Idaho 2 2
Oregon 8 2
Washington 9 9
TOTALS 19 13
Further examination of the list of cities having couplets finds that they are very evenly
distributed in every population category except those greater than 100,000. Note the
following distribution:
2 Gothmann Report
2
Table 2: Distribution of Cities Having Couplets
Couplets-Yes Couplets-No
40,000-49,999 3 (50%) 3 (50%)
50,000-59,999 4 (50%) 4 (50%)
60,000-69,999 1 (50%) 1 (50%)
70,000-79,999 1 (33%) 2 (33%)
80,000-89,999 1 (50%) 1 (50%)
90,000-99,999 1 (50%) 1 (50%)
100,000 up 8 (89%) 1 (11%)
Advantages and Disadvantages of Couplets
Couplets have both an up-side and a down-side. The advantages include safety,
capacity, and convenience. The disadvantages include confusion,possibly more travel
time to vehicles and pedestrians, and intersection clogging.
Advantages of the One-Way Couplet:
Safety:
"In general, intersections of one way couplets have significantly less vehicular
and pedestrian conflict points. These are points of conflicting circulation between
vehicles and/or vehicles and pedestrians. Studies have illustrated that one way
couplets reduce pedestrian accidents and vehicular accidents.
"As an illustrative example the following comments are provided:
"Intersections of two way streets with a single pass through lane approach,
right and left turn lanes,permitted right turns on red, (RTOR)have twenty
(20)vehicular and pedestrian conflict points.
"Similar intersections of one way streets with turns and RTOR permitted
(similar to above)have only four(4)vehicular and pedestrian conflict points.
Wiley in 1959 found New York City had a 25% reduction in intersection
pedestrian accidents at one way intersections after conversion from two way streets
were undertaken.i3
The Thoreau Report also touts the safety of one-way streets. "One review of two-
way to one-way conversions found that two-way streets caused 163%more
pedestrian accidents in Sacramento, and 100 percent more pedestrian accidents in
Portland, OR,Hollywood FL, and Raleigh,NC.4
3 Kelowna Report,page 17.
4 Thoreau Article,page 4
3
Capacity:
"... in New York City,the use of one way couplets has also proven to reduce the
number of stops along the network by 66%. Intersection delays were reduced by
nearly 50%, and overall trip time was reduced by 22%to 33%. i5
The Bozeman Study agrees -- one-way streets have more capacity.6 The Eugene
Report also concurs.
Convenience to Pedestrians:
"... one way systems usually allow for better pedestrian crossing times and fewer
accidents provided enough time is allocated on the signal crossing.i8 It should be
noted that crossing a particular one-way street in Bozeman required the addition
of a signal light to permit more gaps in the traffic.9
Disadvantages of the One Way Couplet
Confusion--Infrequent users may be confused about the couplet.
More Travel--Motorists may have to travel around the block to get to their
destinations. Thus, the tradeoff may be speed along the main highway versus the
requirement to go around the block, if the destination is not along the present
highway.
Longer Walk Paths--Transit users may have to walk longer paths to reach the transit
site.
Emergency Vehicles--The response time for emergency vehicles may be increased
because they have to travel around the block.
Intersection clogging--Vehicles located at a red light may fill the intersection.
Transit Times:
It is generally thought that transit times are lower for one-way streets,than for two way
streets. However, this depends upon how often signalized intersections occur along the
road. On Dec. 26, this author did an analysis of stopping times between Fancher and
Sullivan, postulating a two way street with properly sequenced signal lights. If the signal
5 Kelowna Report,page 18
6 Bozeman Report,page 25
7 Eugene Report,page 30
8 Kelowna Report,page 18
9 Bozeman Report,pages 41-42
4
lights were all red/green(no other cycles), and each were to be set to 25.7 seconds of red
and 25.7 seconds of green, and the speed were set to 35 miles per hour,there would be
zero delay at stoplights in both east to west and west to east traffic directions. It was
assumed that stoplights were placed only at 1/2 mile or one mile intervals,which is the
usual case on Appleway,but not on Sprague. The correct signal light time turns out to be
one fourth the time it takes to travel one mile. The Thoreau Report concurs, "A
semblance of synchronization can be approached on a two-way grid only if signals are
more than a half mile apart, and even then it is less than perfect. Traffic on two-way
streets, for example,bis often delayed by special left-turn signals,which aren't needed on
one-way grids.il
Cities Converting from Couplets to Two-Way Streets
It is evident from the literature that a number of communities have chosen to convert to
two-way or are considering such a move. A list of such communities would include West
Palm Beach, Toledo OH, Lafayette IN, Dubuque IA, Hickory NC,New Haven CT,
Charleston NC, Lubbock TX, Portland OR,Eugene OR, Austin TX, Cincinnati,
Chattanooga, San Jose, and Sacramento.
The Kelowna Report examined the first eight of the above list and concluded that each of
these cities considered the conversion a success. However when they closely examined
the conversion itself, they concluded,
"A review of case studies in which one way couplets were reconfigured into two way
streets, generally supported the conversion based on the comments provided by the
local business community after such a transition was complete. Some impacts such
as congestion and increased accidents were also identified.
"However one of the most significant limitations associated with this study was the
lack of acknowledgement that during these conversions, streetscape design
improvements and downtown beautification was also being implemented. In
addition, economic cycles (i.e. expanding and contracting economic cycles) were also
not discussed. These external factors have had tremendous implications on the
success of downtowns. Identifying that the one way couplet was the sole cause of the
problems is not a valid or rational argument.i11
We also note that different cities have different objectives. In San Jose, motorists were
using one-way residential streets to avoid the freeway. Thus, they converted some
streets, and left others one way.12 In West Palm Beach, the objective was traffic calming
(slowing down)within the business district. In Dubuque, the city wanted to eliminate
bypass traffic going several blocks around the central business district. Eugene's
preference to two way streets is based upon their desire to emphasize the downtown as a
destination, rather than a traffic corridor: "A two way traffic operation enhances local
access for all vehicles, including emergency vehicles. Two-way streets also provide
to Thoreau Article,page 2
i1 Kelowna Report,page 23
12 San Jose Report,pages 4-5
5
better access to local shops or other destinations,making it easier to get around
downtown,not just through downtown. This plan supports the conversion of one-way to
two-way operation for as many downtown streets as practical."13
A few days ago,the author traveled through Colfax. It was apparent to me that the
objective of the community was to slow down traffic,making a very pedestrian friendly
place,rather than provide a convenient way of getting from one side of the town to the
other. Thus, each community sets its own priorities to meet their individual needs.
Effect of a Couplet Upon the Business Community
The Kelowna Report does an extensive study of the effect of the couplet upon their
business community. The first thing to note is that impact upon business depends upon
the particular business sector:
"The literature also suggests that specific businesses along the couplets themselves
will be impacted. Those impacted businesses that rely on through traffic such as gas
stations and convenience stores, highway oriented motels,restaurants, and cafes may
be potentially impacted."14
They further note that other factors are more important than couplet influence:
"The success of a downtown business district is dependent upon a variety of factors
including planning initiatives, streetscape design, downtown beautification and
market factors that are far more important in the determination of a successful
downtown than a one-way couplet."15
Evaluating the Effect Upon the Business Segment:
It is also very interesting to examine their methodology for determining the impact of
the couplet. Note that it wasassumed that the couplet would have a generally
negative effect upon business. They asked each of the businesses how the couplet
would influence their business: Low Negative,Medium Negative,High Negative,or
Low Positive. "Businesses along all three streets were inventoried [that is, the
number of square footage was recorded] and classified, and an assessment of the
potential revenue loss, and in some instances gain was calculated.i16 (My brackets).
The projected net sale loss as a result of implementing the couplet was estimated to
be$2.08-4.07 million. "This projected loss of sales for businesses ... would amount
to 2%-4% of current revenue for downtown as a whole. In our opinion,most of these
lost sales (80%-100%)will simply be transferred to competing businesses located
elsewhere in downtown Kelowna.i 17
13 Eugene Report,page 30
14 Kelowna Report,page 3
15 Kelowna Report,page 3
16 Kelowna Report,page 3
17 Kelowna Report,Page 4
6
Examining the Whole Problem
Kelowna also evaluated the impact upon a number of non-business factors: smart
growth objectives,potential for high density development,parking, residential,
emergency response, demographic mix, social interactions of neighborhoods, crime
rates,tourist choices, and many others.
Once they determined the impacts, they then listed how they might mitigate expected
impacts: improved signage,parking,pedestrian access and crossing,neighborhood
livability, traffic calming in neighborhoods,pedestrian oriented improvements for
the downtown sector, streetscape improvements, and promotion of the downtown
area.
The Bozeman Report also spent a great amount of effort in solving problems. They
identified several problem areas,taking an overall view. Let me list a few of the
suggested improvements:
Convert Main St. to three lanes (rather than four lanes)
Signalize certain intersections
Install curb extensions, pavement treatments, countdown timers to make
downtown more pedestrian friendly
Install a mid-block pedestrian refuge island with curb extensions on Main St.
Maintain and improve the couplet as follows:
Convert Rouse Ave. back to two way. (This makes entrance and exit from the
couplet easier).
Signalize Babcock/Rouse intersection. This improves pedestrian crossing.
Rerouting portions of the couplet to increase its access.
Thus, the process in both Kelowna and Bozeman was very heavy on taking an overall
view of their transportation and downtown problems. This was also echoed in the
Great Falls Article,
"What's the solution? We need to reclaim our cities and towns,making them
more compact and pedestrian-friendly; the primary purpose of our public spaces
should be to foster life and community,not to move greater and greater numbers
of single-occupant cars and trucks from the suburbs to work centers. To
accomplish this vision,we should rebuild roads like 10th. avenue South to include
continuous sidewalks with curb cuts and safe pedestrian crossings for nearby
7
residents, shop customers, and employees, We need to improve transit
connections and reverse the trend of building isolated stores and shopping centers
surrounded by seas of free parking and monster roads. We need to re-discover the
benefits of sidewalk-oriented shops like we still see in Small Town Montana, and
in some of our city centers.i 18
The Laramie Report also emphasized multiple solutions,
"The plan suggests angling parking on 1st. Street, and changing it to a one-way
street which has been done. Specific streetscape improvements including
improved lighting and landscaping were also suggested.i 9
Conclusion
In most reports, such as this, a conclusion is presented. However, this report is meant to
• cause all of us to think about the problems we wish to solve, and examine solutions.
Thus, I leave it to the reader to reach his/her own conclusion about Spokane Valley's
future.
18 Great Falls Article,page 2
19 Laramie Report,page 2
8
S"'�'okane
Valley
11707 E Sprague Ave Suite 106 ♦ Spokane Valley WA 99206
509.921.1000 ♦ Fax: 509.921.1008 ♦ cityhall@spokanevalley.org
Memorandum
To: Planning Commissioners
From: Marina Sukup,AICP, Community Development Director
CC: Neil Kersten; Chris Bainbridge
Date: January 2,2004
Re: Excerpts from the Literature on Couplets
Following are excerpts from information available on the Internet from communities in the
northwest and elsewhere. There are at least two mutually exclusive opinions about couplets,
how they function and why they are needed. Both hinge on the ability of one-way streets to
move greater volumes of traffic at higher speeds. Both points of view are argued passionately by
their proponents.
One-Way Couplets are pairs of one-way streets that function as a single higher-capacity street.
Couplets are usually separated by one city block, allowing travel in opposite directions. One-
Way Couplets serve many different areas of Denver from higher-density commercial and mixed-
use areas such as Downtown and regional centers to lower-density residential areas and Main
Streets. One—Way Couplets are designed to have a higher transportation capacity than an
equivalent two-way street.
One-Way Couplets can be designated any of the five street typologies: Residential, Main,Mixed-
Use, Commercial, and Industrial. One-Way Couplets typically consist of two tofour lanes,and
emphasize mobility over land access. Because all vehicular travel is flowing in the same
direction on each street in the couplet, One-Way Couplets have fewer movements at intersections
and better synchronization of traffic signals. In addition, because there are usually fewer lanes
than an equivalent two-way street,pedestrian crossing distances are shorter. This configuration
of One-Way Streets may potentially provide a more pedestrian-friendly setting. Traffic
management measures may be needed, however,to slow traffic and ensure pedestrian safety and
comfort.
Source: Denver.gov
The History of One-Way Streets
Most one-way streets in this nation were first created from two-way streets in the 1930s through
the 1950s. These conversions took place in areas built before the automobile became the
prevalent form of transportation. Such areas tend to have narrower streets and smaller blocks
than post-auto cities. One-way streets were thus an attempt to accommodate auto traffic in
areas not built for the auto. The wider streets and longer blocks typical of post-auto areas often
allow improved traffic flows without one-way streets.
Before the 1990s, transportation policy was firmly in the hands of traffic engineers, whose
primary goal was safety and secondary goal was the movement of people and goods. Cities that
converted two-way to one-way noted a significant decline in accidents.
One-way streets have the obvious advantage that pedestrians and drivers need only look one
way when watching for traffic. How many times have you looked both ways when crossing a
two-way street, only to be nearly hit by a car coming from the direction in which you weren't
looking at the moment you entered the intersection?
One-way streets also permitted higher average speeds because signals on a one-way grid
could be synchronized to allow drivers in all directions to proceed indefinitely at a fixed rate of
speed. A semblance of synchronization can be approached on a two-way grid only if signals are
more than a half-mile apart, and even then it is less than perfect. Traffic on two-way streets, for
example, is often delayed by special left-turn signals, which aren't needed on one-way grids.
Faster speeds on signal-synchronized one-way streets increased road capacities without laying
more pavement. Since the increase was in the average rate of speed, not the top speed,
increased speeds posed no loss in safety. One-way streets not only have greater capacity than
two-way streets, they save the space that two-way streets require for left-turn lanes.
In the 1970s, a new goal—reduced air pollution—led to more conversions of two-way streets to
one-way. The smooth flow of traffic allowed by signal synchronization meant less auto
emissions. Since cars pollute more at slower speeds and in stop-and-go traffic, one-way streets
can generate significantly less pollution than two-way.
Source: Reason Public Policy Institute
A literature review was undertaken to benchmark experiences of other communities, in particular
experiences of communities that have converted one way couplets back to two way roadways.
Based on the case studies it was found that communities generally supported the conversion from
couplets to two way streets. Some impacts such as congestion and increased accidents were
identified as a result of the conversion. However, a significant limitation associated with this
review was a lack of acknowledgment that during these conversions, streetscape design
improvements, downtown beautification and innovative planning policy initiatives supporting
renewal were also being implemented to address the problems with declining business in
downtown. In addition, economic cycles (i.e. expanding and contracting economic cycles), and
the type of couplet system were not discussed. These factors play a significant role in the success
of renewal projects. In addition no attempt to quantify the impacts was undertaken in this review.
The proposed Kelowna couplet includes the creation of a one way couplet system while at the
same time maintaining the majority of the two way network circulation pattern throughout the
downtown core. The proposed couplet is located at the outer boundaries of downtown, as
opposed to being proposed in the immediate centre of the central business district as was the case
in many of the benchmarked communities. In addition the main commercial street in downtown
Kelowna,Bernard Avenue is not impacted by the proposed couplet,this was not the case in the
benchmarked communities. To make direct comparisons between what is being proposed in
Kelowna with that of the other couplets referenced in the literature review is not justifiable,but it
does provide a general understanding of what the perceptions are of other communities.
The review does illustrate however,that if the couplet were proposed along the historic main
commercial corridor of a city, (i.e. Bernard Avenue)the impact to those streets will be
significant. If non core commercial streets are considered as potential couplets, it is our opinion
that the impacts will be limited, however certain businesses will be impacted based on our
assessment of the literature.
This couplet(Kelowna)is combined with improvements along Highway 97/Harvey Avenue and
the widening of the Lake Okanagan Bridge from three to five lanes.
General Conclusions
• , The smaller the community the greater the impact of a by-pass or network improvement
on the communities Main Street(i.e. defined as the major historical commercial and retail
street for communities) because a greater percentage of the business revenues originate
from through traffic; and,
• , Customers find the by-passed business districts to be more comfortable and safer
environments to shop in as a result of decreased conflicts with traffic.
Specific Conclusions
• , Service stations, small cafes, convenience stores and highway oriented motels are the
most likely to experience some decrease in retail sales. However, many of the businesses
find that the total volume of business from the"through traveler" is very small in
comparison to the number of local customers;
• Service stations which do more than just sell gas, experience little or no noticeable
deceases in overall sales;
• _ Truck stops and motels which cater to truck drivers were identified as most likely to
experience a significant decrease in businesses: and,
• , Restaurants and cafes that have a good local reputation draw a very high percentage of
their business from local people within a range of five miles or so. Many cafes found that
by-pass traffic had minimal effect on their business.
Comments
The larger the community the greater the local market area upon which to draw customers from,
resulting in less impact from a by-pass or road improvement that impacts the downtown. Greater
impacts are anticipated for smaller towns which are more dependent upon highway oriented
traffic to support local businesses. These communities that are most impacted are not
destinations (i.e. tourist destinations) and do not offer recreational amenities that attract
visitors. These are smaller towns in the 10,000 population range. Kelowna's primary market
trade area consists of 200,000 people and is a major tourist destination. In terms of business
categories, gas stations highway motels and small cafes are most likely impacted.
5.1 The Emergence and Rationale for One Way Couplets
After World War 2, cities throughout North America experienced tremendous growth, and along
with this growth traffic congestion became a critical issue in downtowns. In the 1950's the one
way couplet was introduced in an attempt to rid downtowns of traffic congestion. The relative
efficiency of one way streets in moving traffic precluded the need to acquire additional right of
way in order to minimize displacement and disruption impacts to downtowns, which was
identified as a key benefit to existing business operators and owners during this period. In
addition one way couplets were so effective in relieving congestion and increasing traffic flow it
was also seen from a policy point of view as a key economic development tool to attract
businesses to downtown. The Chamber of Commerce of the United States advocated this
technique in their publication "One Way Business Streets".
Couplets consist of a variety of couplet types. Some cities established one way systems on their
main commercial street, and other larger cities reconfigured their entire downtown into a system
of one way couplets.
Advantages and Disadvantages of One Way Couplets
There are both advantages and disadvantages of one way couplets,A review of case studies in
which one way couplets were reconfigured into two way streets, generally supported the
conversion based on the comments provided by the local business community after such a
transition was complete. Some impacts such as congestion and increased accidents were also
identified.
However, one of the most significant limitations associated with this study was the lack of
acknowledgment that during these conversions, streetscape design improvements and downtown
beautification was also being implemented. In addition economic cycles (i.e. expanding and
contracting economic cycles)were also not discussed. These external factors have had
tremendous implications on the success of downtowns. Identifying that the one way couplet was
the sole cause of the problems is not a valid or rational argument.
The proposed Kelowna couplet includes the creation of a one way couplet system while at the
same time maintaining the majority of the two way network circulation throughout the
downtown core. In addition,the proposed couplets are located at the extremities of the
downtown core, as opposed to being proposed in the immediate centre of the central commercial
district. The main historical business street, Bernard is not impacted by the proposed
transportation initiative.
To make direct comparisons between what is being proposed in Kelowna with that of the other
couplets referenced in this study is not justifiable, but it does provide a general understanding of
what the perceptions are of other communities.
The following general comment can be provided:
• If the couplet is proposed along the main historic and commercial corridor of a city, (i.e.
Bernard)the impact to those streets will be significant. If non core roads that are located
in the downtown core but are not major commercial streets are considered as couplets ,
the impacts will be limited.
Source: Kelowna Study Excerpts (TyPlan Consulting Ltd.)
Great Falls' 10th Avenue South
by John Williams
(Great Falls Tribune, 7/94)
Reading the articles on 10th Avenue South reminded me of several points that get lost in the
frenzy to widen roads and serve only the motoring public. Simply widening roads like 10th is
like taking Alka Seltzer; it provides temporary relief but doesn't solve the problem for a number
of reasons. For example
(1) Such projects encourage more traffic as people move to suburbs farther and farther out of
town and drive more. Planners sometimes claim that bigger and wider roads don't help create
more traffic but common sense tells us otherwise. The easier it is for people to live in the
boondocks and drive to town five times a day,the more people will move out there and do just
that. How much do auto-dependent suburbanites drive?According to one Oregon study,they
drive twice as many miles as those who live in older neighborhoods and make 20 to 30 percent
more car trips. By subsidizing car-dependent commuter lifestyles, we ensure more traffic in the
future.
(2) By facilitating higher traffic volumes, major widening projects focus pressure on nearby
roads that must then be widened themselves. We're seeing this in Missoula with our newly-
widened South Reserve Street.Now that motorists can fly up South Reserve at 55mph, they get
even angrier creeping along North Reserve-one motorist recently pulled a gun on another who
wouldn't yield! So, there's a big push to widen North Reserve; the most vocal proponents live in
low-density suburbs west and north of town.Now we must build a 5-lane section, a new freeway
overpass, and a four-lane bridge. Then, of course, we'll have to widen something else.
(3) Monster road projects harm those "in the way." Traffic noise and pollution increase for
people living in the impacted area, neighborhoods are cut in half,residential streets become one-
way couplets, houses are moved or torn down, five lane roads come between kids and their
schools or playgrounds. A study from San Francisco showed that, as traffic increased on a
residential street, fewer people knew their neighbors and more folks considered their
neighborhood "unfriendly." Typically,none of this damage occurs to those who most benefit
from road projects, however.
Our newly rebuilt South Reserve Street is so wide, residents have more trouble than ever getting
across the darn thing, especially on foot. In my own neighborhood, Missoula's Northside,
exurbanite commuters flood off I-90 onto Orange Street at rush hour, making it almost
impossible for people living there to get across. Drivers routinely whiz past mothers with baby
carriages trying to cross in the crosswalk. The message: Forget it, mom. Get a car and move to
the country.
(4) The ultimate result of road widening is the creation of a hellish no-man's land where humans
fear to tread. To see what it looks like, visit a place like Irving,Texas. I was recently stranded
there for a week at a Holiday Inn on a two-lane one-way frontage road on one side of an 8-lane
freeway. On the other side was another two-lane one-way frontage road going the other direction
twelve traffic-filled lanes all together. The frontage roads were lined with restaurants, motels,
Walmarts, and K-Marts. Few sidewalks. Every two or three miles there was a bridge over the
freeway. To go from the Holiday Inn to a restaurant you could see just across the freeway,you'd
have to go 3 or 4 miles.
Even more interesting was this strip's relationship to nearby residential areas. As is typical of
many suburbs,the neighborhoods turn their backs on stores, often with tall walls blocking
pedestrian access. To walk to the 7-11 for a quart of milk, a distance less than 1/4 mile,you'd
have to scale the wall or walk about half a mile out of your way. The message: Drive or else.
Especially since sidewalks were long ago sacrificed for more traffic lanes.
It shouldn't surprise anyone that, as our communities spread out, encouraging more people to
drive and making our streets more "pedestrian-hostile" and "auto-friendly," we ultimately create
ugly places that shame us. In Missoula,visitors often poke fun at our Brooks/93 Strip. Sadly, it's
what many remember about our town.
What's the solution? We need to reclaim our cities and towns, making them more compact and
pedestrian-friendly; the primary purpose of our public spaces should be to foster life and
community, not move greater and greater numbers of single-occupant cars and trucks from the
suburbs to work centers. To accomplish this vision, we should rebuild roads like 10th Avenue
South to include continuous sidewalks with curb cuts and safe pedestrian crossings for nearby
residents, shop customers, and employees. We need to improve transit connections and reverse
the trend of building isolated stores and shopping centers surrounded by seas of"free" parking
and monster roads. We need to re-discover the benefits of sidewalk-oriented shops like we still
see in Small Town Montana, and in some of our city centers.
We should eliminate our sacred single-purpose residential zoning and start building neo
traditional neighborhoods, complete with compact mixed land uses and street grids and alleys
coupled with traffic calming measures. The purpose: to eliminate extraneous car trips and make
short walking trips to the market or the park possible and pleasant once again. At the fronts of
our homes,porches and sidewalks should replace three car garages and huge driveways.
Neighborhoods should again be places to live, rather than just places to drive or park.
We should reward employers who encourage carpooling and other alternatives. Subsidized
employee parking should give way to an employee transportation subsidy that can be spent on
transit, car-pooling, biking, walking, or, as a last resort,to rent a parking space. In short, we
should move beyond banking on the single-option car-oriented transportation system represented
by a 6- 8- and 10-lane 10th Avenue South, and enter the 21st century encouraging a range of
travel options and enhanced community life
Gateways
The entrances to downtown Eugene are important opportunities to improve the character and
identity of downtown. Entrance beautification projects can also provide information and
directions for visitors to key destination or special events. The most direct and attractive routes
into downtown should be identified, so that the quality of the entrance experience along these
routes can be creatively enhanced.
GETTING AROUND DOWNTOWN
A well functioning transportation system is a key component of a well designed, economically
healthy,livable city.
Great Streets
Great Streets are a design issue, a marketing issue, and a transportation issue. In Eugene, our
Great Streets, Willamette,Broadway, Eighth and Fifth Avenues, are special because of their
history and development patterns. These streets need a public improvement strategy and
coordinated design to reinforce their character and their role of connecting special places,
including downtown to the river. These streets must also serve as streets that work—carrying all
modes of transport, serving residents, businesses and property owners, and allowing the
downtown to function well as a regional and civic center.
Two-way Streets
Many of the streets downtown function as one-way couplets, including Pearl and Oak, Lincoln
and Lawrence Streets. Other streets are oneway for a portion, such as Tenth Avenue or
Charnelton Street. A one-way street typically can carry more traffic volume than a street that has
traffic in two directions. While one-way streets simplify traffic operations, especially with a
signalized system, the pattern may induce extra travel, force more traffic on some routes, and
limit access to and from businesses.
A two-way traffic operation enhances local access for all vehicles, including emergency vehicles.
Two-way streets also provide better access to local shops or other destinations, making it easier
to get around downtown,not just through downtown.
This plan supports the conversion of one-way to two-way operation for as many downtown
streets as practical.
Pedestrian System
A high quality pedestrian system creates a walkable downtown, enhancing the experience of
downtown at a very tangible level. Sidewalks that are safe, accessible, and aesthetically pleasing
invite pedestrian traffic, and support other goals such as downtown livability. Increased
pedestrian traffic provides very real benefits to downtown, supporting retail,reducing
automobile traffic, and increasing safety. Well-designed sidewalks become places for people to
be,to stroll or to chat in a comfortable urban space.
For our downtown to function well, a network of well-designed and maintained sidewalks is
essential. Planned transportation improvements will connect the Federal Courthouse area to the
downtown commercial core with a pedestrian crossing at Eighth Avenue and Mill Street. These
improvements will provide a safe, convenient route along Eighth Avenue from downtown east to
the river.
The pedestrian system needs thoughtfully placed urban design elements to create a well-designed
walking environment. These elements include pedestrian amenities such as mid-crossing
sanctuaries, benches, bus shelters,trash receptacles, and lights, as well as inclusion of public art.
Sometimes it is the smallest details—a well placed bench, a historic plaque, special plantings—
that provide a degree of comfort or interest that makes walking in downtown a pleasure.
The sidewalks on the Great Streets need a cohesive urban design scheme to set these streets apart
as special places in downtown. The improvements to Broadway between Lincoln Street and
Pearl Street are a good example of a well-designed pedestrian environment. Each of the other
Great Streets, Willamette, Eighth Avenue and Fifth Avenue needs a public improvement design
to enhance its unique history, identity and character.
Eugene has a well-deserved reputation for accommodating individuals with disabilities. These
accommodations include improvements such as textured sidewalk edges and ramps at curbs.
These make downtown more welcoming and accessible for all individuals,regardless of ability.
The city should continue to invest in improvements that maintain and improve accessibility
downtown.
Bicycle System
Bicycle riders throughout Eugene are a hallmark of our city's environmentally conscious
character, and a product of local topography and weather. The number of bicycle riders increases
as the practical elements required for safe and pleasurable riding are more routinely incorporated
into new development and street improvements. Many of the suggested improvements for
bicycles in the 1993 Central Area Transportation Study have been accomplished. Bicycle lanes
and routes have been added on several streets in the CATS area,providing improved access and
increased safety for cyclists on these university area to downtown, from east along Franklin and
south along Hilyard.
Transit System
Our existing transit system facilitates travel to,through and around downtown. In addition to
fixed-route service,the downtown shuttle will continue to operate at fifteen minute intervals,
with frequency increasing as ridership grows. The first Bus Rapid Transit(BRT) route is
scheduled to begin operating in late 2004, and will provide a higher level of transit service from
downtown Eugene to the University of Oregon and downtown Springfield. Fixed-route service
will be adjusted to accommodate the addition of the BRT to the system, and coordinate with
emergency vehicle access needs.Both the BRT and fixed-route service will use downtown as a
transportation hub, connecting downtown to other areas of the city. A fixed-rail circulating/loop
streetcar could be a potential transit and economic development strategy to link downtown,the
university and the Courthouse neighborhood. streets. Bicycle parking has been included with
recent street improvements, and is now a required element for new buildings. Some long-term
bicycle access projects remain, including improvements to Lincoln Street between Eleventh and
Thirteenth Avenues, and Tenth Avenue between Oak and High, in conjunction with construction
of the Bus Rapid Transit project on Tenth Avenue.
Source: City of Eugene, Oregon
Published Monday, June 3, 2002, in the San Jose Mercury News
S.J. may restore some 2-way streets
By Janice Rombeck
Mercury News
The one-way corridors that have moved cars quickly across San Jose for decades -- and have
created nearly unlivable neighborhoods--could be restored to two-way streets in the next three
to five years, according to a plan the city council will consider Tuesday.
The $15.4 million project, which is not expected to tie up traffic,has long been sought by
residents who feel divided by the "mini-freeways" and worry constantly about getting hit by
speeding cars.
"I'm thrilled," said Autumn Gutierrez,president of the Washington Area Community Coalition.
For years, she said traffic experts told residents, "We can't do it because capacity of the streets
has to be where they can maintain traffic flow. This the first time the staff really came to the
table with the community and took a real hard look
at it."
The Northside Neighborhood Association has been working on the issue
for 20 years, said Don Gagliardi,president of the group.
"All of the downtown neighborhoods are affected by this and see the
one-way streets as very serious safety concerns," he said. "They
also add to blight and disrespect the neighborhood fabric."
Walk San Jose, a pedestrian advocacy group, has also been a strong
lobbyist for the conversion. The plan,which was developed in about 18 months by residents,
business and community leaders,recommends converting to two-way segments of Second,
Third, Fourth, 10th, 11th, Julian, St. James,Almaden and Vine streets. It adds up to about five
miles.
Segments of streets in the downtown core--Julian, St. James, Third, Fourth, 10th and 11th
would remain one-way for now, but would be studied again later. Officials are concerned that
restricting traffic flow near the core area would cause congestion on surrounding streets.
Some segments, such as 10th and 11th south of Santa Clara Street, would remain one-way but
would be tightened to two lanes by adding bike lanes or traffic calming devices.
Traffic on all the converted streets would be slowed to 25 mph,the same speed limit as other
residential streets.
"Most of the projects would generally take about two years to implement," said Hans Larsen,
deputy transportation director. "The most labor-intensive is the conversion of traffic signals."
Signals costly
It's also the most expensive, he said. There are 50 to 60 signals in the conversion plan,which
could cost$11.4 million to replace or redesign.Another$4 million would be needed for signs,
striping and landscaping.
The streets were converted to one-way in the 1960s when the area did not have a regional system
for traffic flow,Larsen said. Interstate 280 was not built,there was no light-rail system or
Highway 87, and Highway 101 was four lanes.Access to downtown San Jose was dependent on
arterial streets such as the southbound 10th and northbound 11th.
"We essentially have a regional system now," Larsen said. "The purpose for creating the
couplets really isn't there."
Findings of the Downtown Circulation and Access Study supported the shift in thinking about
the one-way streets. The study showed that the three-lane one-way streets were being used by
motorists to avoid freeway congestion only at peak commute times and that nearly half the traffic
entering the downtown area on north-south corridors was bound for destinations other than
downtown.
Even with growth expected in downtown San Jose and at San Jose State University, the
converted streets could handle the volume and keep intersections at an acceptable "Level D," a
standard that traffic engineers use to evaluate conditions. Level D means there could be
"significant congestion,"but the intersection would be functional.
Speeding drivers
Gutierrez, who lives on Vine Street and was a member of the committee, sees that every day.
One-way residential streets not only encourage drivers to speed but also invite a freeway
mentality.
"Seventy-five percent of people driving through my neighborhood couldn't tell you any
neighborhood characteristics," she said. "They're not paying attention to cross streets, not
looking at pedestrians. . . . They're treating it like a freeway."
Residents also feel disconnected from each other by the wide streets that are difficult to cross,
she said. "It's not a wall, but it creates a sense that we're on one side and you're on the other."
Councilwoman Cindy Chavez,who has worked with neighborhoods on the conversion plan, said
Friday that she thinks the council will probably approve the plan,but she also wants to see"a
good funding strategy to get this done."
Some neighborhoods felt so strongly about converting the one-way streets that they made it a top
priority in their Strong Neighborhood Initiative improvement plans sent to the city council.
About$5 million of redevelopment funding has been earmarked for the project in those plans.
Transportation and landscape design
From slow stroll to fast lane,people and places connect with planning
By ERIC SCHMIDT
Cascade Design Collaborative
From road to sidewalk to rail, getting there I
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towns and large urban areas, that means •1 � `v " •" t , r � - ;r /�
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different scales, for pedestrians and vehicles. ° , e : 1
Sight is a way for people to experience Courtesy of Cascade Design Collaborative
different scales. We are constantly taking The central business district of Snoqualmie
visual cues from our surroundings for will accommodate fast and slow traffic with a
decisions such as where to shop, park or "three-way triplet."
cross a street.
Cascade Design Collaborative studies a
range of sight-related issues for both pedestrians and drivers, including those related to
development aesthetics and parking visibility.
State Route 202 through Snoqualmie—from 0 to 50 miles per hour
State Route 202 runs through the historic town of Snoqualmie. Cascade Design helped the
state Department of Transportation balance future roadway capacity, speed and safety needs
with the desire for improved parking, pedestrian accessibility and non-motorized trails.
The small town's limited street grid, severely restricted right of way, its historic buildings, an
existing railroad facility and the natural features of the adjacent Snoqualmie River created
unique constraints on developing the right solution.
Our greatest challenge was to find relationships between pedestrians strolling at 3 miles per
hour, bicyclists and shoppers looking for parking at 5 to 15 miles per hour, local traffic moving at
20 to 30 miles per hour—and those commuters wishing to return to 50 just as soon as possible
—all in a very constrained built environment. Visibility issues for roadway safety and for parking
and retail storefronts became the "common ground"for finding the right-of-way design.
Based on these issues, we challenged typical solutions that involve one-way couplets with off-
street parking, and proposed a "two-way triplet."The idea was to use three parallel two-way
roadways to achieve future capacity needs without widening the roadway and thus impacting
the historic features of the downtown area. This solution includes three street use types: one for
local commercial activities, the second for retail activities and the third for tourist and through
traffic. Roundabouts, on-street parking, creative channelization and streetscape amenities will
improve visibility, safety and shopping opportunities.
The end result will disperse the future traffic demand onto all three streets, improving the
visibility needs for drivers at varying speeds—including shoppers—while preserving the
existing historic two-way street grid. Existing businesses will remain, and the character and
scale of the historic town will be preserved
Standing at the Crossroads
Katherine Shriver
At a recent meeting someone said "•it seems like all WALK Austin cares about is sidewalks." It's
good to know we're getting a clear message across; in reality, our members reached a
consensus that sidewalks are the most basic problem for pedestrians in Austin. They chose the
sidewalk issue as the first one to tackle in 1996. WALK Austin is of the opinion that sidewalks
are one of numerous "pedestrian environment factors." These factors include sufficient shade,
ADA compliance, mixed compact land uses and access to transit. Most critical to the pedestrian
environment is the friction between pedestrians and vehicles at intersections.
Intersections are a current political issue. A number of City Council candidates recently stated
that one way to solve traffic congestion is to "improve" signal timing. Did they mean the City
should time the lights for fast cars? Tripping lights for cars is a quick fix. It's a driving-oriented
solution to treat the symptoms of congestion, a driving-oriented problem. Let's take the
pedestrian point of view and talk about crossing the street as we stand at the crossroads and
contemplate Austin's growth.
Crossing the street is the most dangerous aspect of being a pedestrian. On the average, a
pedestrian is killed or injured by an automobile every six minutes in the United States. Over
100,000 pedestrians are injured and about 6,000 killed every year; a death tool that exceeds air,
rail and marine transport deaths by more than three times. Roughly ninety percent of these
accidents involve a pedestrian who is crossing a suburban or urban roadway. Pedestrians at
greatest risk include pedestrians with disabilities, pedestrians over age seventy, and children,
especially poor and minority children. That these populations are less inclined to choose to drive
is beside the point; everyone should have the right to cross the street safely.
The automobile has reigned supreme in American culture since the 1950s. During this period,
road-building dollars increased but pedestrian facilities were reduced or eliminated, and the
fundamental right of pedestrians to safe and convenient passage eroded. The 1970s
temporarily cast guilt on this supremacy and alliances of advocates formed to challenge the
auto's near monopoly. Today in Texas, pedestrian right of way law is comparatively weak
because it only gives the right of way to pedestrians at intersections with marked crosswalks
and/or the "white"WALK signal. In spite of this lax law, the culture among Austin drivers is to
not always yield the right of way to pedestrians when they are legally in the roadway.
Cultural attitudes of drivers toward pedestrians can tell us something about ourselves and our
ways.. Did you know that the definition of a pedestrian is a man looking for his car? How many
of us don't know of the point system that drivers earn by imagining they are about to run over
different types of pedestrians (the more helpless the ped the higher the score)?What do these
urban myths say to you and how much do you agree? In Texas, the rights of pedestrians and
the laws giving pedestrians the right of way must be strengthened and enforced. In some states,
regular enforcement of pedestrian right of way laws has created a culture of motorists who
routinely yield to pedestrians in the roadway. In Washington State, the law was changed in 1990
to require motorists to "stop and stay stopped"for pedestrians in the crosswalk. In Seattle, good
results came of an assertive enforcement campaign.
Aside from pedestrian laws, pedestrian traffic models are comparatively weak because they are
based on limited pedestrian traffic data. This is partly because in the 1950s the entire craft of
transportation engineers became intent on moving vehicles down highways and through
intersections. Traffic engineers consider crosswalks as an impediment to the smooth flow of
automobile traffic. Too often, potential conflicts between pedestrians and cars are resolved by
prohibiting pedestrian crossings. This gives the impression that the way to reduce the number of
people injured or killed in pedestrian/vehicle collisions is to reduce the number of people who
walk! Downtown Austin has one of the best pedestrian environments in the city, but there, too,
cars are given preferential treatment. The short block faces make for a lively streetscape, but
they also mean many crossings, and the signals are timed for automobile rather than walking
speeds. The couplets of one-way streets also privilege cars at the expense of pedestrians.
These four-lane thoroughfares increase capacity for cars, encourage drivers to accelerate and
make more engine noise. These street conditions are stressful to walkers. Exhaust fumes,
engine noise and wind disturbances from fast cars discourage people from congregating on the
sidewalk and are a significant factor in the lackluster retail activity downtown. Faster cars turn
fast and drivers are less likely to see people walking across the street.
Source: WALK Austin
Sacramento Tries Area-wide Traffic Calming
A new traffic plan adopted in Sacramento, Calif. will reverse a 1950 decision to convert
downtown streets from two-way to three lane, one-way couplets. G and H Streets will be
converted back to two-way operation,joining several other streets that have already been re-
converted. The plan will also place "diagonal diverters" and other traffic calming elements in
neighborhoods along the edge of downtown--the system will force one diversion off of a
straight path for drivers with local destinations, and at least two diversions for anyone trying to
drive through the area. Provisions will be made to permit direct routing by bicycles and buses.
The "Neighborhood Preservation Transportation Plan" was approved unanimously by the
Sacramento City Council.
Redesigning Main Streets in Small Communities
The Viagra of Transportation Investment
Traditions and Challenges
Main Streets define civic pride and create an important"place" in American towns. The birth of
the classic American Main Street is rooted to the early part of this century--when our civic
identity was reflected by closely knit shops, homes, offices, churches, and public spaces. Main
Streets illustrated America's greatest tradition of success.
By the latter half the 20th Century, Main Street districts were in decline. Increasing competition
from super regional shopping centers,power centers and sprawling suburban development,fed
largely by state and federal highway projects that focused on increasing capacity for a
burgeoning suburban populaton which resulted in an emphasis on mobility rather than
preservation. These policies and social changes led towards a decline in Main Street investment,
and in many cases a loss of traditional civic character.
The recent shift in federal and state transportation and land use policies, as embellished by the
Intermodal Surface Transportation Efficiency Act of 1991, and the Transportation Equity Act of
the 21st Century(TEA-21), emphasize moving people and goods (rather than vehicles) and
enhancing transportation-efficient communities.
A National Main Street movement is also underway, with a host of successful case studies,
lessons learned, and impressive results. In fact,the National Main Street Center estimates that
over$5.8 billion has been reinvested in tangible improvements in 1,200 communities in 42 states
since the 1980s. This represents a return of nearly$40 in private investment for each$1 of local
public dollars spent [Johnson, Jan. 1998. Great American Main Street Awards Salute Downtown
Revitalization in Five Communities, Preservation Magazine]. It is fair to say that these results
please all player participants involved in Main Street planning, design and development.
Main Streets Defined
Main Street is an important place in the landscape of American towns. From a traveler's
perspective, a town's "main street" is often an abrupt change in their continuous route along a
state highway. It is also a traveler's dominant experience of a community's economic and
architectural images. For some travelers , it may be a momentary stop with a pedestrian
experience in a setting of more complexity than they would have noticed as a motorist. From a
resident's perspective, a main street provides access to the town's public places and a setting for
shared activities such as shopping, conducting business, and going to school. While main street
is may not be a resident's dominant experience of their community, it does contribute to their
sense of place and civic pride.
The classic American main street can be categorized in two basic types. The first type, found in
thousands of communities with 2,000 to 25,000 population, is a linear main street which is really
a state highway passing through the town on its way to the next town. The highway becomes a
commercial street, reaching an architectural climax that is usually only a few blocks long. Those
few blocks create the sense of place thought of as"downtown" in most communities. What lies
beyond downtown, visually and functionally, are vast corridors where mobility dominates with
higher operating speeds.
The second type of main street is less common. This main street may also be part of a highway
corridor and is equally linear.However, it leads to something more interesting than the rest of the
highway. This main street is usually no more than a few blocks long, ending at a strong visual
focus, such as a public square, a school, a civic building, or the junction of two roads. There is
often a stronger sense of enclosure and architectural space compared to the first type of main
street.
For both types of main street, aesthetic factors and the overall environment are critical factors in
attracting and retaining businesses, shoppers,pedestrians, and motorists. Successful
redevelopment efforts require careful planning to overcome the tendency of main streets in small
communities to become little more than corridors and access points for vehicles in a hodge-
podge of architecture and roadway signs.
What makes Main Streets successful?
The impact of transportation and changing consumer preferences have forced many Main Streets
to change or suffer a slow death. Vacant department stores may get converted into smaller retail
stores, offices or libraries. Specialty themes often emerge: antiques, eating and drinking, and
retail boutiques--to lure consumers away from the "plain vanilla" shopping malls and power
centers. Civic minded business leaders craft effective downtown promotions, events and
coordinated marketing campaigns to offer choices to local residents. As transportation and land
use specialists we can influence the continuing success of Main Streets. To do so,we first must
understand the fundamental components of successful main streets.
Key ingredients of successful Main Streets in small to medium sized communities include:
• Dollars and Sense of Location
• . Pedestrian is King(or Queen)
• Accommodate the Sunday Drive
• Streetscapes that Speak for Themselves
• , Incremental Change--Attention to "Little Things"
• . Proactive Champions that Leverage Returns
Dollars and Sense of Location -population density and demographics undergird the long-term
success of Main Streets. A recent study titled, The Long Branch Main Street Project report, "41
Ways to Revitalize Main Street" (Toronto Metro Planning Department), examined positive and
negative main street examples throughout the Toronto region. The study concluded that
population density within a convenient walking distance (0.6 miles)made the most critical
difference to continuing success of main streets. Because the majority of Main Street businesses
rely primarily upon local patronage,they tend to reflect disposable income levels and the overall
economic health of small communities.
Pedestrian is King(or Queen) - accommodating pedestrians is as important(if not more so)than
accommodating automobiles. Main Streets must look and feel like a good place to take a stroll,
relax and safely move around by foot. Proper sidewalk connections along Main Streets and to
adjacent population centers are both important. Consumer surveys in Lake Grove, Oregon
determined that primary access to their main street is by car because walking and street crossings
are perceived as too far or too dangerous.
Accommodate the Sunday Drive-go ahead and accommodate the "Sunday drive"because
vehicular traffic is vital for retail businesses to survive, especially in small communities with
dispersed development patterns. Since our dependence on cars will not wither away it is
important to calm the street to slow down vehicular traffic. Once speeds are less than 30 mph,
drivers begin to observe their surroundings more and become convenient candidates for a Main
Street experience.
Traffic calming techniques have been well documented(see Washington State Department of
Transportation, Pedestrian Facilities and Traffic Calming Guidebooks) in theory and practice.
While most current examples are from larger cities and metropolitan areas, smaller Oregon
communities such as Lake Oswego, Joseph, Klamath Falls and Hood River have used several
traffic calming techniques to create a shared public use roadway and a unique driving
experience.
Most common techniques include:
• Redefining curbs (for tighter turns, bulb outs and ADA compliance);
• A consistent street grid with 200 to 240 foot+/-block spacing;
• Narrow street width;
• , On-street parallel parking;
• Managing driveway and road approach access;
• Paving materials at crosswalks and street corners;
• Widening the sidewalk
• Raising crosswalks and providing center median refuge areas;and
• Including street trees and other landscaping;
Two-way traffic flow is usually preferred to one-way couplets when peak hour traffic is
generally less than 2,000 trips per hour. However,these traffic calming techniques can work well
in both situations.
Be careful to pay attention to truck movements and turning requirements. This includes
designing for business services, by including appropriate on-street loading zones or service
alleys. Designated truck routes may also be an effective means of limiting truck turning
movements along Main Streets and reducing potential truck/vehicle/pedestrian safety conflicts.
These traffic circulation and calming techniques are important roadway design elements to be
considered by transportation planners, landscape architects, and civil engineers. When used in
combination with building design and special streetscape features they create an effective Main
Street environment.
Streetscapes that Speak for Themselves-People are attracted to interesting and continuous
landscape patterns, attractive building frontages, shade trees,plantings,public art, and pathways.
Once "off their seat and on their feet", drivers become pedestrians and patrons. As pass-by
drivers witness pedestrian activity they too "get off their seat and on their feet"with reason to
stop, explore,patronize or tour.
Important elements of streetscape design often include the previously mentioned traffic calming
and pedestrian features plus:
• , Landscape buffers for off-street parking areas
• ,Park benches, fountains,trash containers;
• Pedestrian activated street crossings;
• ,Maps of businesses or areas of interest
• , Decorative details, such as hanging baskets or banners;
• , Building facade enhancements, including unified signage or awnings; and
• ,Public art displays.
Incremental Change--Attention to "Little Things"- When redesigning a Main Street think
small at first. Start with one or two blocks in the core of downtown. Focus on details and build
upon unique features in the community. Start incrementally with affordable,tasteful and
effective improvements that have broad based public and private acceptance. Involve local
property owners, chamber officials, neighborhoods, and elected officials in the planning and
design process. Small victories instill community confidence in Main Street revitalization and
belief that complex problems can be solved.
Always anticipate construction staging problems regarding reduced traffic access,parking limits,
and peak seasonal sales periods.Never stage construction around holiday shopping seasons such
as Thanksgiving or Christmas. Make sure you involve local businesses in construction mitigation
planning to offset undue burden caused during construction. There of course will be some
sacrifices made, but in the end almost everyone will benefit from the improvement.
Proactive Champions that Leverage Returns--successful Main Streets have many champions.
Individuals and associations must be committed to "the vision" before, during and after
construction. To redesign your Main Street you must first identify who are the local champions,
and confirm their role in:
• . Raising public awareness of project need and importance;
• Generating support by property owners/tenants and elected officials;
• . Solidifying funding partnerships for capital and maintenance costs;
• . Establishing a formal design review process;
• _ Maintaining and promoting Main Streets once improvements are made; and
• ,Downtown economic development and clearing house for funding/financing.
Back to the Future
The National Main Street movement will surely gain momentum in the 21st Century as
communities commemorate their unique civic culture. Future funding also looks promising.
Under the congressional transportation bill TEA-21, funding is established in several programs
that benefit Main Street retrofit design projects: surface transportation program, special
enhancement program, congestion mitigation air quality program, and the new Transportation
and Community and System Preservation pilot program.
Communities throughout the northwest are finding that Main Street improvements are cost
effective means to reinvigorate businesses and stimulate economic activity. When along state
routes,Main Street design and traffic calming projects can leverage private investment and can
lead to increased state access control--which helps preserve the capacity and function of state
highways.
As you partner with local and state interests on your next Main Street project,take solace in the
fact that you are about to have a measurable positive affect on a community by enhancing its
image and economic vitality.