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Subarea Plan LF Appendix A 10-15-09.pdfAppendix A: StArting point A.1. St A r t i n g Po i n t : Exi S ting Co n d i t i o n S The condition of the Corridor at the inception of this Subarea Plan is detailed in this section. Ultimately, the implementation of the planning framework contained herein will result in sufficient modification of these conditions as to make this Plan obsolete. At that point, a newly updated Corridors Subarea Plan will need to be prepared to engage the problems and opportunities presented by the modified existing conditions. As change occurs, the community intends to measure those changes against the conditions recorded herein to monitor the degree to which the Plan remains sufficiently current. Maps and data used in the analysis include information provided by the City of Spokane Valley, the Spokane Transit Authority, Spokane County or the Washington State Department of Transportation (WSDOT). This section references the Spokane Valley Comprehensive Plan as adopted on April 25, 2006. A p p e n d i x A : S t A r t i n g p o i n t pAg e 98 1) Regional Context 15 miles south of Mt. Spokane, Spokane Valley is located along the Spokane River just 3 miles east of Downtown Spokane. Upon incorporation in March 2003 it was immediately Spokane County’s second largest city in population and geographic area and part of the second largest metropolitan area in Washington, second to Seattle. The City is served by Interstate 90, the main road of the greater Spokane-Coeur d’Alene area which crosses the United States between Seattle and Boston. The City stretches across the floor of the Spokane River Valley and, like most typical American suburbs, is mostly housing. The City’s 38 square miles is home to over 85,000 residents (Fig.A.1. & A.2.). Sprague-Appleway Existing Transportation Conditions Memorandum Page 3 City of Spokane Valley City of Spokane DOWNTOWN SPOKANE TO IDA H O TO S E A T T L E City of Spokane Valley City of Spokane DOWNTOWN SPOKANE TO IDAHO TO S E A T T L E INT E R S T A T E 9 0 CORRIDOR STUDY AREACORRIDOR STUDY AREA Regional Context Spokane Valley lies immediately to the east of the City of Spokane. Upon in- corporation in March 2003 it was imme- diately Spokane County’s second largest city in population and geographic area. The City is served by Interstate 90, the main road of the greater Spokane-Coeur d’Alene area which crosses the United States between Seattle and Boston. SPOKANE COUNTY CITY OF SPOKANE VALLEY SPRAGUE-APPLEWAY Fig.A.1. Map of Spokane County Fig.A.2. Maps of Spokane Valley, Sprague Avenue, and Appleway Boulevard A p p e n d i x A : S t A r t i n g p o i n t pA g e 99 2) City Context: Pattern of City-Wide Development The land use patterns in Spokane Valley are characteristic of post-World War II suburbs across the country: strips of undifferentiated commercial buildings are concentrated along major thoroughfares and housing occupies the land in between these corridors (Fig.A.3.). Market trends have put these commercial corridors in a period of accelerating transition where retail is increasingly concentrating in centers at major intersections and highway interchanges. These centers are draining the economic vitality from retail properties located everywhere else (Fig.A.4.). This trend is evident where retail investment has been drawn away from Sprague Avenue and is now concentrated along Sullivan Avenue and up to I-90 and the Spokane Valley Mall leaving significant stretches of Sprague Avenue no longer advantageously positioned for retail investment. Fig.A.3. pattern of City-Wide development Fig.A.4. pattern of City-Wide development: retail trendsAp p e n d i x A : S t A r t i n g p o i n t pAg e 100 3) The Sprague/Appleway Corridor Sprague Avenue and Appleway Boulevard are Spokane Valley’s main thoroughfares, extending east from the City of Spokane and providing commuting access to and from Spokane and to the emerging employment areas of Spokane Valley and Liberty Lake. Sprague Avenue extends across the entire City Limits. It runs generally parallel to I-90, connected via major north-south routes at seven intersections every one to two miles (Fig.A.5.). The character of Sprague Avenue is generally undifferentiated for over six miles from the western city limits until it intersects with Appleway roughly one mile from the City’s eastern boarder (Fig.A.6.). Six hundred feet south of Sprague Avenue, Appleway Boulevard runs from I-90 to University Road where it dead ends and becomes a vacant stretch of undeveloped right-of-way until it intersects with Sprague Avenue (Fig.A.7.). Introduction Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pro g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave The Sprague-Appleway corridor is Spo-kane Valley’s main thoroughfare, extend-ing east from the city of Spokane. It is also Spokane Valley’s principal commer- cial area. As such, it is in a dual role of ‘main street’ and ‘main road,’ providing commuting access to and from Spokane and to the emerging employment areas of Spokane Valley and Liberty Lake as well as being the primary community destination for retail. The purpose of this memorandum is to present the existing transportation con- ditions in the Sprague-Appleway corri- dor, an analysis of these conditions and points to be considered in future plan- ning efforts for the corridor. The analysis and observations have taken the City’s Comprehensive Plan goals, objectives and policies into consideration, though the authors have tried to use existing conditions as the basis for viewing the area. All maps and data used in the analysis have been provided by the City of Spo- kane Valley, the Spokane Transit Author- ity, Spokane County or the Washington State Department of Transportation (WSDOT). This memorandum refer- ences the Spokane Valley Comprehen- sive Plan as adopted on April 25, 2006. Sprague-Appleway Existing Transportation Conditions Memorandum Page 2 Fig.A.5. Sprague/Appleway Corridor Fig.A.6. the character of Sprague Avenue throughout the plan Area Fig.A.7. the Undeveloped Appleway right-of-Way A p p e n d i x A : S t A r t i n g p o i n t pA g e 101 4) Single Family Residential Transition Line The Sprague-Appleway Corridor is a linear pattern of development primarily defined by the irregular edges of the single family residential neighborhoods that lie immediately to the North and the South of the corridor. In Fig.A.8. the grey area represents the extent of single family housing along the corridor. 5) Buildings The building coverage along Sprague Avenue is inconsistent and significantly lacks definition (Fig.A.9.). This development pattern has been driven by the desire for vehicular access and business visibility. The result is a corridor dominated by conventional single story commercial corridor development where buildings are significantly set back from the roadway and surrounded by parking lots. Fig.A.8. Single-Family residential transition Line Fig.A.9. Buildings 0‘ 250’500’ 1000’1/4 mile 2000’ Sprague Th i e r m a n I- 9 0 Pa r k Appleway Ar g o n n e Mi l l a n Main Fa r r Un i v e r s i t y Main 4th Mc D o n a l d Ev e rg r e en Ad a ms 4th Valleyway Su l l i v a n Sprague Appleway Conk l i n Railro a d T ra c k sD is h m a n 4th Bo w d i s h Sprague Appleway Pi n e s Main A p p e n d i x A : S t A r t i n g p o i n t pAg e 102 6) Existing Development On Sprague and Appleway commercial- and retail-oriented uses dominate. The most common use along the corridor is medium box commercial sales and services: furniture sales, appliance repair, sporting goods, etc. Intersecting arterial streets (especially Pines and the Argonne-Mullan pair) are typically populated by office development immediately off of Sprague Avenue (Fig.A.10.). The Appleway R.O.W. is currently the boundary between land zoned for commercial development along Sprague Avenue and residentially zoned land to the south. Therefore, it lies along the edge of the residential neighborhoods south of the plan area and serves as the boundary between these neighborhoods and the back of Sprague’s commercial corridor development. Anchors - Retail At most major intersections (where cross streets provide access to I-90), neighborhood serving retail, such as pharmacies, banks, coffee shops, and other convenience uses, are clustered. These clusters typically contain supermarkets or other retail anchors (Fig.A.11.). Anchors – Auto Dealerships West of the Argonne-Mullan couplet, Sprague is home to the greatest concentration of auto dealers and automobile brand selection from Seattle to Minneapolis. Mixed with these dealers are auto parts and services as well as a variety of medium box commercial sales and services (Fig.A.12.). Fig.A.10. existing development Fig.A.11. Anchors - retail Fig.A.12. Anchors - Auto dealerships A p p e n d i x A : S t A r t i n g p o i n t pA g e 103 7) Land Use and Development Policies The large majority of land along the corridor is designated for some type of commercial use, focusing on general retail and professional office (Fig.A.13.). The City’s comprehensive plan reinforces this pattern, making few changes to the land use designations inherited from the County which prohibited ground floor residential development along the corridor (Fig.A.14. and A.15.). The City’s plan does, however, introduce concepts of mixed use and an identified town center area. That plan also identifies a specialized district for auto sales and other automobile related uses. These concepts generally favor a strategy to restructure corridor development into a pattern of centers and segments that would focus retail development at major intersections to create identifiable places of more intense activity along the corridor. However the comprehensive plan fails to include strong policy direction to support this strategy. It maintains the general commercial designations throughout most of the corridor which appears to provide an overabundance of commercially designated property, permitting continued and undifferentiated commercial development along the length of the study area. For more information regarding the state of Spokane Valley’s policy at the time of this plan’s adoption, refer to the Public Policy Environment Study prepared by Studio Cascade located in the Separately Bound Compendium.Fig.A.13. existing (pre-plan) Zoning Fig.A.14. residential entitlements Fig.A.15. retail entitlements A p p e n d i x A : S t A r t i n g p o i n t pAg e 104 8) Vulnerability to Change Competition with the Spokane Valley Mall and the regional retail that it attracts has had a detrimental effect on Sprague Avenue’s businesses. Significant disinvestment is apparent throughout the corridor. This condition is reinforced by the aforementioned existing land use and zoning designations which provide an overabundance of commercially designated land while limiting properties’ ability to re-align with current market trends, leaving many properties vulnerable to change (Fig.A.16.). This vulnerability includes vacant land and buildings, poorly maintained buildings, and underutilized land with low value businesses or structures that could solicit higher rates of return (Fig.A.17.). As a result, the corridor has significant re-development potential. This is especially visible in the area surrounding the Sprague Ave.-University Rd. intersection. These blocks contain the largest concentration of vacant land, vacant buildings and underutilized properties in the Plan area. Fig.A.16. Vulnerable to Change Fig.A.17. examples of “Vulnerable” properties A p p e n d i x A : S t A r t i n g p o i n t pA g e 105 A.2. tr A n S P o r t A t i o n nE t w o r k 1) Existing Street Network The existing street network is laid out on a grid based on section-line roads (which include Sprague, Mullan, University and Pines). While this larger grid is subdivided into local streets, the consistency of the network varies. Fig.A.18 and A.1.19. demonstrate the effectiveness of the network: the Existing Network map shows all streets in the corridor area and the Effective Network map shows the same network with all ‘non-contributing’ streets removed. The intent of these juxtaposed graphics is to show how strong the network really is and how many of its streets contribute to a transportation system with a built-in series of alternative routes should they be needed. 2) Effective Street Network Fig.A.19. removes all non-contributing streets from the Existing Network map. Spokane Valley’s network is generally strong, with a regular spacing of continuous roads and, given the typical characteristics of post-World War II suburban development patterns, relatively few collections of dead-end streets. Nonetheless, the presence of non-connecting streets means that some blocks will be larger than others, increasing the distance (for all modes of travel) between connection opportunities. Existing Street Network Freeway/Freeway Access Principal Arterial Minor Arterial/Collector Local Street Spokane Valley Existing Transportation Conditions Existing Street Network Freeway/Freeway Access Principal Arterial Minor Arterial/Collector Local Street Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Apple w a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bl a k e R d 16th Ave Existing Street NetworkThe existing street network is laid out on a grid based on section-line roads (which include Sprague, Mullan, Univer- sity and Pines). While this larger grid is subdivided into local streets, the consis- tency of the network varies. The maps on this page and page 4 dem- onstrate the effectiveness of the net- work: the Existing Network map shows all streets in the corridor area and the Effective Network map shows the same network with all ‘non-contributing’ streets removed. The intent of these jux- taposed graphics is to show how strong the network really is and how much of its streets contribute to a transportation system with a built-in series of alterna- tive routes should they be needed. Sprague-Appleway Existing Transportation Conditions Memorandum Page 4 Sprague-Appleway Existing Transportation Conditions Memorandum Page 5 Spokane Valley Existing Transportation ConditionsEffective Street Network Freeway/Freeway Access Principal Arterial Minor Arterial/Collector Local Street Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Interst a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pro g r e s s R d Mission Ave Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Effective Street Network This graphic removes all non-contribut- ing streets from the Existing Network map. Spokane Valley’s network is generally strong, with a regular spac- ing of continuous roads and, given the typical characteristics of post-World War II suburban development patterns, relatively few collections of dead-end streets. Nonetheless, the presence of non-connecting streets means that some blocks will be larger than others, increasing the distance (for all modes of travel) between connection opportuni- ties. Fig.A.18. existing Street network Fig.A.19. effective Street networkAp p e n d i x A : S t A r t i n g p o i n t pAg e 106 3) Existing Street Sections These illustrations show current street sections on major streets in the Sprague- Appleway corridor (Fig.A.20.). The width and number of lanes on these streets suggest that these are major travel thoroughfares oriented to automobile travel. 4) Traffic Volumes and Flow As the following diagrams illustrate, the travel patterns throughout the corridor are indeed focused on these roads, but the current traffic volumes imply that they have been designed with more capacity than is needed. The traffic volumes along the Sprague Appleway corridor are concentrated mostly on the arterial streets, with a notable pattern following University Road at the end of Appleway Boulevard, where eastbound Appleway traffic returns to the two-way Sprague Avenue (Fig.A.21.). Two key points appear to be focal to the distribution of traffic throughout the corridor area: the intersections of the Argonne-Mullan and Sprague-Appleway couplets, where southbound Argonne Road continues as Dishman-Mica Road; and the intersection of Sprague and University, where most traffic collected from the residential areas south of Sprague turns to the left or right (to move toward downtown Spokane or further out along the Sprague commercial corridor, respectively). As a consequence, these intersections bear the greatest burdens of the system. Network surrounding them is more limited than in other parts of the corridor area, which suggests that increased volumes from population growth will be distributed through these intersections and cause them to fail. Another noteworthy feature is the difference in average daily volume on Interstate 90 between the Sprague-Appleway interchange and the Pines interchange. Based on available counts from the Washington State Department of Transportation (WSDOT), the difference in volume is approximately 30,000 trips per day, most of which are presumably distributed onto or from the Sprague-Appleway couplet or Broadway Avenue. Existing Street Sections These illustrations show current street sections on major streets in the Sprague- Appleway corridor. The width and num- ber of lanes on these streets suggest that these are major travel thoroughfares ori- ented to automobile travel. As the following diagrams illustrate, the travel patterns throughout the corridor are indeed focused on these roads, but the current trafﬁ c volumes imply that they have been designed with more ca- pacity than is needed. 12’12’12’ 5’5’2’2’ ARGONNE and MULLAN 50’ PINES (at Sprague) 8’7’15’6’12’12’12’ 72’ APPLEWAY 8’6’10’14’14’10’10’ 72’ SPRAGUE (at Walnut) 8’8’8’12’12’12’ 102’ 12’ 14’ Sprague-Appleway Existing Transportation Conditions Memorandum Page 6 Spokane Valley Existing Transportation ConditionsTraffic Volumes and Flow Streets Displayed by ADT Directional Movements Displayed by Relative Volume 4673 ADT (from 2004 counts) 2078116512 19698 14617 13585 25370 25462 21086 179642117620749 10 7 0 2 13 0 0 2 17 8 0 6 0 30 9 9 6 26 2 2 2 20 9 2 2 11 7 5 5 17 9 2 5 10 3 1 7 47 7 5 13 3 1 2 26 7 2 14 3 2 151081000010894 10515 84806779 2 2 7 7 2 2 1 3 0 1 1 5 7 0 8 1 2 9 9 6 3489 5398 6286 6486 11207 76 5 6 4673 75000 105000 25532 23689 14414 11712 9126 11359 26639 1739 2570 2023 67 4 1 72 6 9 71 2 3 12 0 3 3 14 0 5 8 15 2 9 6 16 4 0 0 91 8 9 27 8 9 43 7 2 21 1 4 30 6 1 5 35 1 0 6 27 7 6 6 21 1 7 5 17 0 3 5 Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Trafﬁ c Volumes and Flow The trafﬁ c volumes along the Sprague/ Appleway corridor are concentrated mostly on the arterial streets, with a notable pattern following University Road at the end of Appleway Boulevard, where eastbound Appleway trafﬁ c re- turns to the two-way Sprague Avenue. Two key points appear to be focal to the distribution of trafﬁ c throughout the corridor area: the intersections of the Argonne-Mullan and Sprague-Appleway couplets, where southbound Argonne Road continues as Dishman-Mica Road; and the intersection of Sprague and Uni- versity, where most trafﬁ c collected from the residential areas south of Sprague turns to the left or right (to move to- ward downtown Spokane or futher out along the Sprague commercial corridor, respectively). As a consequence, these intersections bear the greatest burdens of the system. Network surrounding them is more limited than in other parts of the cor- ridor area, which suggests that increased volumes from population growth will be distributed through these intersections and cause them to fail. Another noteworthy feature is the dif- ference in average daily volume on Inter- state 90 between the Sprague-Appleway interchange and the Pines interchange. Based on available counts from the Washington State Department of Trans- portation (WSDOT), the difference in volume is approximately 30,000 trips per day, most of which are presumably distributed onto or from the Sprague- Appleway couplet or Broadway Avenue. Sprague-Appleway Existing Transportation Conditions Memorandum Page 7 Fig.A.20. existing Street Sections Existing Street SectionsThese illustrations show current street sections on major streets in the Sprague-Appleway corridor. The width and num-ber of lanes on these streets suggest that these are major travel thoroughfares ori- ented to automobile travel. As the following diagrams illustrate, the travel patterns throughout the corridor are indeed focused on these roads, but the current trafﬁ c volumes imply that they have been designed with more ca- pacity than is needed. 12’12’12’ 5’5’2’2’ ARGONNE and MULLAN 50’ PINES (at Sprague) 8’7’15’6’12’12’12’ 72’ APPLEWAY 8’6’10’14’14’10’10’ 72’ SPRAGUE (at Walnut) 8’8’8’12’12’12’ 102’ 12’ 14’ Sprague-Appleway Existing Transportation Conditions Memorandum Page 6 Fig.A.21. traffic Volumes and Flow A p p e n d i x A : S t A r t i n g p o i n t pA g e 107 5) Level of Service Fig.A.22. presents generalized level of service (LOS) for roadway segments and intersections. Using available traffic count data and intersection LOS as tabulated in the Spokane Valley Comprehensive Plan Capital Facilities Element, this map summarizes the operations of intersections throughout the corridor area. The Comprehensive Plan addresses these intersections and estimates future levels of service based on forecasts for traffic counts, noting the intersections that will need to be upgraded or enhanced to meet the adopted minimum LOS in the Comprehensive Plan. Currently, the adopted minimum level of service for signalized arterial intersections is LOS D; for non-signalized intersections it is LOS E. Only one intersection in the study area (8th Avenue and Pines Road) is below the adopted minimum LOS; the remainder appear to be performing sufficiently well above the minimum. Roadway segment levels of service are generalized from the Florida Department of Transportation’s LOS Manual, Generalized Annual Average Daily Volumes. While these interpretations may be different than what the community determines, it is a conservative means of assessing LOS. In general, it appears that roads in the study area are also performing well, able to handle their traffic without excessive congestion or delays. With this, it appears that further expansion of roads is not warranted: most levels of service are above the community’s adopted minimum. 6) Primary Flow Fig.A.23. illustrates the principal traffic flow patterns, with regional traffic using major arterials and arterial couplets such as Sprague-Appleway, Argonne-Mullan, Pines and Sullivan. These thoroughfares are generally the distributors for the region, and while some intersections demonstrate major turning movements (especially Dishman-Mica and the Sprague-Appleway couplet), many of these arterials carry traffic along a path and distribute it to the local streets that connect directly to them. For example, Pines carries traffic to and from the east via Interstate 90, yet at its intersection with Sprague the majority of this traffic does not turn. Pines serves as a direct access from the South Valley residential areas and Interstate 90 and its function in that capacity is greater than its link between the eastern end of the Sprague-Appleway commercial corridor and the interstate. Likewise, much of the traffic on Sprague east of University continues through its intersection with Pines, serving residential and commercial areas farther east. A major confluence is at Sprague and Sullivan, where traffic from the Sprague corridor turns north on Sullivan. Through volumes on Sprague do not decrease. Spokane Valley Existing Transportation ConditionsTraffic Volumes and Flow Streets Displayed by ADT Directional Movements Displayed by Relative Volume C C C C C C C C C B B B B B B B BB B B B B B BB BB D D A D C DCCD AABD DB B B C B F B C C D B CC A D D Spokane Valley Existing Transportation Conditions Levels of Service Streets Displayed by ADT Intersection Level of Service Roadway Segment Level of ServiceC B C AD B B BB CCB D CA A C BCD D B C C CCCC C C D D C CC C D C Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission Ave Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Level of ServiceThis illustration presents generalized level of service (LOS) for roadway seg-ments and intersections. Using avail-able trafﬁ c count data and intersection LOS as tabulated in the Spokane Valley Comprehensive Plan Capital Facilities Element, this map summarizes the op- erations of intersections throughout the corridor area. The Comprehensive Plan addresses these intersections and esti- mates future levels of service based on forecasts for trafﬁ c counts, noting the in- tersections that will need to be upgrad- ed or enhanced to meet the adopted minimum LOS in the Comprehensive Plan. Currently, the adopted minimum level of service for signialized aterial intersections is LOS D; for non-signalized intersections it is LOS E. Only one intersection in the study area (8th Avenue and Pines Road) is below the adopted minimum LOS; the remainder appear to be performing suf- ﬁ ciently well above the minimum. Roadway segment levels of service are generalized from the Florida Depart- ment of Transporation’s LOS Manual, Generalized Annual Average Daily Vol- umes. While these interpretations may be different than what the community determines, it is a conservative means of assessing LOS. In general, it appears that roads in the study area are also performing well, able to handle their trafﬁ c without excessive congestion or delays. With this, it appears that further expan- sion of roads is not warranted: most lev- els of service are above the community’s adopted minimum. Sprague-Appleway Existing Transportation Conditions Memorandum Page 8 Spokane Valley Existing Transportation ConditionsTraffic Volumes and Flow Streets Displayed by ADT General Directional Movements Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission Ave Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Primary Flow This diagram illustrates the principal traf- ﬁ c ﬂ ow patterns, with regional trafﬁ c us- ing major arterials and arterial couplets such as Sprague-Appleway, Argonne- Mullan, Pines and Sullivan. These thor- oughfares are generally the distributors for the region, and while some intersec- tions demonstrate major turning move- ments (especially Dishman-Mica and the Sprague-Appleway couplet), many of these arterials carry trafﬁ c along a path and distribute it to the local streets that connect directly to them. For example, Pines carries trafﬁ c to and from the east via Interstate 90, yet at its intersection with Sprague the majority of this trafﬁ c does not turn. Pines serves as a direct access from the South Valley residential areas and Interstate 90 and its function in that capacity is greater than its link be- tween the eastern end of the Sprague- Appleway commercial corridor and the interstate. Likewise, much of the trafﬁ c on Sprague east of University continues through its intersection with Pines, serv- ing residential and commercial areas far- ther east. A major conﬂ uence is at Sprague and Sullivan, where trafﬁ c from the Sprague corridor turns north on Sullivan. Though volumes on Sprague do not decrease Sprague-Appleway Existing Transportation Conditions Memorandum Page 9 Fig.A.22. Levels of Service Fig.A.23. traffic Volumes and Flow A p p e n d i x A : S t A r t i n g p o i n t pAg e 108 7) Bicycle and Pedestrian Facilities Currently, bicycle and pedestrian facilities in the Sprague-Appleway corridor are a sparse network, with on-street bike lanes only located on Sprague, Appleway, Mission and Dishman-Mica and sidewalks only on such major streets as Argonne, Mullan, Sprague, Appleway and University or on the streets crossing these within a short distance (Fig.A.24.). The Spokane Valley Comprehensive Plan has identified a much more thorough network of on-street lanes and off-street shared paths to be added to the system, corresponding generally to the arterials and some collectors of Spokane Valley’s street network. One currently identified project in the adopted Transportation Improvement Plan is adding sidewalks to Mission Avenue between Argonne and University. Spokane Valley Existing Transportation Conditions Bicycle and Pedestrian Facilities On-Street Bicycle Lanes Existing Sidewalks Streets Signalized Crossings Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pi n e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bl a k e R d 16th Ave Bicycle and Pedestrian FacilitiesCurrently, bicycle and pedestrian facili-ties in the Sprague-Appleway corridor are a sparse network, with on-street bike lanes only located on Sprague, Ap- pleway, Mission and Dishman-Mica and sidewalks only on such major streets as Argonne, Mullan, Sprague, Appleway and University or on the streets cross- ing these within a short distance. The Spokane Valley Comprehensive Plan has identiﬁ ed a much more thorough net- work of on-street lanes and off-street shared paths to be added to the system, corresponding generally to the arterials and some collectors of Spokane Valley’s street network. One currently identiﬁ ed project in the adopted Transportation Improvement Plan is adding sidewalks to Mission Avenue between Argonne and University (see Planned Projects on page 14). Sprague-Appleway Existing Transportation Conditions Memorandum Page 11 Fig.A.24. Bicycle and pedestrian Facilities A p p e n d i x A : S t A r t i n g p o i n t pA g e 109 8) Regional Transit Service The Spokane Transit Authority provides bus service throughout the area, including several routes in Spokane Valley (Fig.A.25.). In the context of their regional network, Spokane Valley appears to benefit from its relative proximity to STA’s central transfer station (the STA Plaza) in downtown Spokane. SEE INSET ON REVERSE Exit 282 Exit 280 Exit 277 Exit 276 Exit 279 Exit 283 Exit 285 Exit 286 Exit 287 Exit 289 Exit 291 Exit 293 20 33 20 20 33 33 33 3344 21 22 30 27 22 30 30 27 27 27 23 24 25 25 2826 26 28 29 29 3131 31 32 32 32 35 35 40 41 41 42 43 43 45 45 46 46 47 47 61 62 64 6566 64 626566 72 7374 7274 73 7274 74 90 91 94 95 96 97 90 90 94 94 91 95 96 96 97 30 becomes 2727 becomes 30 33 becomes 4444 becomes 33 20 becomes 3333 becomes 20 22 becomes 3030 becomes 22 32 becomes 9797 becomes 32 97 31 becomes 3232 becomes 31 1 90M 90G 96 90 44G44B 44B 23T 23T 23H 23H 25 28 2628 23 24 64 P.M.A.M. A.M.P.M. al Lake & Cheneyt Heights &AFB To Liberty LakeSee Inset Esmeralda Golf Course DownriverGolf Course RIVERSIDE STATE PARK Palisades Park IndianCanyonGolfCourse FinchArboretum High Bridge Park AudubonPark ShadlePark Franklin Park North Side Sports Complex Wyakin Park MissionPark Chief Garry Park Camp SekaniPark LincolnParkManito Park Manito Golf & Country Club High Drive Park The Creek atQualchanGolf Course Meadowglen Park Sundance Golf Course SYSASportsComplex HamblenPark Fish Lake Trail F is h La k e T r a i l LibertyPark GrantPark UnderhillPark Dishman Hills Painted Hills Golf Course Friendship Park RiversideMem. Cem.Green-woodCem. Holy CrossCemetery ClarkPark MinnehahaPark HartField Comstock Park EdgecliffPark CannonHill Park Corbin Park Whitworth College Spokane FallsCommunity College Gonzaga University SpokaneCommunityCollege St. Vincent de Paul RogersH.S. SalkMiddleSchool ShawMiddleSchool NorthCentralH.S. Mead H.S. Institute forExtendedLearningHavermaleSchool GonzagaPrep GarryMiddleSchool SacajaweaMiddleSchool Ferris H.S.ChaseMiddleSchool GreenacresMiddle School West Valley H.S. North Pines Middle School EvergreenMiddleSchool CentralValley H.S. UniversityHigh School BowdishMiddleSchool HorizonMiddle School ICN Northtown Mall FranklinParkMall Northpointe ShoppingCenter Shadle Park S.C. Spokane Valley Mall UniversityShoppingCenter ManitoShoppingCenter Spokane County Fair & Expo Center Holy FamilyHospital Valley Hospital &Medical Center HastingsPark & Ride Five MilePark & Ride JeffersonPark &Ride Lot South HillPark & Ride Mirabeau PointPark & Ride V.A. MedicalCenter Cascade Mobile Home Park Lincoln Heights Shopping Center GeigerFacility Valley YMCA Spokane Industrial Park MukogawaFort WrightInstitute SouthsideSenior Activity& CommunityCenter Ogden Hall West CentralCommunity Center DSHS NortheastCommunityCenter DSHS LilacPlaza DSHS Northwest Museum ofArts & Culture (MAC) Woman’s Club Waste toEnergyPlant U.S. PostalAnnex East Central CommunityCenterVanessa BehanCrisis Nursery Joseph A.Albi Stadium ShadlePark H.S. T.J. Meenach Bridge ArenaPark &Ride GloverMiddleSchool STAAdmin. St. Mark’sPark & Ride e International Airport Felt’s FieldMunicipal Airport ShelleyLake Lat a hCree k Spokane River Spoka n e R iver E 8th Ave W Francis Ave W Rowan Ave W Wellesley Ave W Garland Ave E Francis Ave E Rowan Ave E Wellesley Ave E Empire Ave E Bridgeport Ave E Lincoln Rd E Magnesium RdW Strong Rd W Queen Ave E North Foothils Dr E Euclid Ave E Hawthorne RdWHawthorneRd E Hastings R N Ne w p o r t H w y Nin e M i l e R d W N i n e M i l e R d N F i v e M i l e R d NFiveMile Rd N Indian Trail Rd WShawnee Ave W Waikiki Rd N W aik i ki R d N M il l R d WRegina Dr WHastingsRd N Five Mile Rd E Holland RdW Holland Rd W No r t h w e s t Blvd W Fort George Wright D r WDownriverDr NPettet D r W Trails Rd W Gover n m e n t W y WGovern mentWy W Sunset Hwy W AirportDr S Geig er B lvd Ave S G r o v e R d S Ass e m b l y R d S G r o v e R d W GreenwoodRd W 16th AveW S uns e t Bl v d W West D r N A s s e m b l y S t N D ris c oll B l v d N A S t N A l b e r t a S t N B e l t S t N A s h S t N M a p l e S t N M o n r o e S t N W a l l S t N D i v i s i o n S t N A d d i s o n S t N N e v a d a S t N L i d g e r w o o d S t N P e r r y S t N C r e s t l i n e S t N M a r k e t S t N H a v e n S t N F r e y a S t E B ig elowGulchRd E Valley Springs Rd E Frederick Ave E Upriver Dr E Illinois Ave E Montgomery Ave EIndianaAve E Mission Ave E Sharp Ave N H a m i l t o n S t W Broadway Ave W Indiana Ave W Maxwell Ave N R u b y S t W Boone Ave E Trent Ave E Trent R d N A s h S t N M a p l e S t N M o n r o e S t N P o s t S t N W a s h i n g t o n St E Mission Ave N G r e e n e S t E Sprague Ave N N a p a S t N H e l e n a S t N F r e y a S t N H a v a n a S t E 2nd Ave WRiversideAve S C e d a r S t E 37th Ave E Thurston Ave E 29th Ave W 14th Ave W 21st Ave W 25th Ave S High D r W High Dr E Rockwood Blvd S Gra n d Blv d S L i n c o l n S t S B e r n a r d S t E Rockwood Blvd SSoutheastBlvd S S o u t h east B lv d S P e r r y S t S P e r r y S t S G r a n d B l v d S C r e s t l i n e S t S R e g a l S t S F r e y a S t S P a l o u s e H w y S H a v a n a S t S G l e n r o s e R d E 57th Ave E 63rd Ave S G l e n r o s e R d S C a r n a h a n R d E 5th Ave E Hartson Ave E Broadway Ave E Rutter Ave E Trent R d E Trent Rd E Mission Ave E Sprague Ave E 4th Ave E 8th Ave E Appleway Blvd E Broadway Ave E Valleyway Ave N V i s t a R d N M u l l a n R d E Upriver Dr E Upriver D r E Empire W y E Montgomery Dr E Wellesley Ave N Forker Rd E Sprague Ave E 16th Ave E 24th Ave E 4th Ave E 32nd Ave S Dish m an- M ica R d S D i s h m a n -M i c a R d E Belle Terre Ave E 44th Ave E 8th Ave Rd E 2nd Ave N F a n c h e r R d N P a r k R d N P a r k R d E Mission Ave S P i n e s R d S P a r k R d N A r g o n n e R d S U n i v e r s i t y R d S F a r r R d N H e r a l d R d S B o w d i s h R d S M c D o n a l d R d S E v e r g r e e n R d S A d a m s R d S S u l l i v a n R d N F l o r a R d S B a r k e r R d N B a r k e r R d N A r g o n n e R d E Mission Ave N S u l l i v a n R d E Euclid Ave E Appleway Ave S P r o g r e s s R d E 49th Ave S R a y S t W Clarke Ave S F r e y a S t S T h o r S t E 18th Ave E 7th Ave E 3rd Ave A S t W Nora AveN B e l t S t W Augusta AveWMissionAveWSummitBlvd G S t G S t WW inston D r W B isma rk Ave N C o o k S t N A s t o r S t E Queen Ave N D a k o t a S t N D i v i s i o n S t N W h it wort h D r N C o l t o n S t Cozza Dr Standar d S t Wedgewood A ve N A d d i s o n S t W i s c o m b St Weile Ave N M y r t l e S t E Jackson Ave E Marietta Ave N C r e s t l i n e S t E South Crescent AveESouthRivertonAve N R e g a l S t Marshall E IndianaAve W Westmont Wy N H u g h e s S t WEas t m o n t Wy N W a l l S t N R o y a l Dr N H a rtl e y S t WRosewoodAve WLyons Ave N C a t h e r i n e S t W Pacific Ave Ca n n o n Spr u c e Coe u r d’A l e n e 2nd 4th In l a n d E m p i r e W y 20th 23rd Ch e s t n u t 13th 16thLin d e k e F S t Sub s t i t u t e Hartson WRosamondAve W T h o r p e R d N A l b e r t a S t N C o c h r a n S t S W a l n u t S t S M a p l e S t W 10th Ave S P e r r y S t E 9th Ave ENewarkA v e E 3rd Ave S A r t h u r S t E 11th Ave E 17th Ave E11th Ave S R a y S t E SouthAltamont B l v d E 8th Ave S H e l e n a S t S G o d f r e y B l v d Will D. Alton Ln W Hall Ave S B e a g a n S t Spotte d R d W Pilot Dr S W indsorDr S L e w i s S t N R e g a l S t N A l t a m o n t S t E Liberty Ave S Marietta Ave N I n d u s t r i a l P a r k ‘ 5 t h ’ S t E Industrial Park ‘B’ St E Euclid Ave E Kiernan Ln Fremon t R d Ran dolph Rd W Blackfoot Ave I. E . W y DowntownSpokane Spokane Valley Greenacres Millwood Geiger Heights Pence - Cole ValleyTransit Center (VTC)The Plaza Indian TrailTransit Center 290 90 90 90 90 2 2 395 2 395 2 395 395 27 27 290 290 291 291 395 W A irportDr 61 61 61 61 To Spokane Spokane CountyORV Park FAFBClinic Airway HeightsPark & Ride Airway HeightsCorrectionalFacility Northern QuestCasino W.SpokaneIndustrialParkBX FAFB Front GateProper Security ClearanceRequired to Enter FAFB SpokaneInternationalAirport FAIRCHILD AIR FORCE BASE Law s o n S t Ga r f i e l d R d W 21St Ave W McFarlane Rd S H a y f o r d R d Arno l d S t Fairch i l d H w y S G r a h a m R d Offu t t P k w y Offutt Pkwy N M i t c h e l l D r S R a m b o R d W Sunset Hwy W Sprague Rd El Paso SAC N H a y f o r d R d Bong S t Oly m p i a A v e O’M a l l e y A v e Eake r Airway Heights Exit 294 Exit 296 7274 E Mission Ave E Applew a y A v e E Euclid Ave ToSpokane Libery Lake Regional Park Trailhead Golf Course Liberty Lake Golf Course MeadowwoodGolf Course Liberty LakePark & Ride Liberty Lake N L i b e r t y L a k e R d E Sprague AveN M o l t e r R d S L ib ertyDr N Hen r y R d E M ission Ave S H e n r y R d N H a r v a r d R d N K e n n e d y R d N C a m p b e l l R d N L y n d e n R d N M o l t e r R d E Wellesley Ave E R iv e r Rd ECo untry VistaDr Liberty Lake 90 Exit 264 Exit 270 6566 62 62 66 65 6566 WaterfrontPark The FairwaysGolf Course EasternWashingtonUniversity MedicalLake H.S. Eastern StateHospital PUB K St Transit Station Silver Lake Medical Lake West Medical Lake Otter Lake Meadow Lake RingLake GraniteLake WillowLake Clear Lake Lake StSta n l e y S t N L e F e v r e S t S S a l n a v e R d S LeFevr e St W illow Dr M apleSt S P i n e S t 4thSt W Betz Rd N 6 t h S t Elm St SalnaveRd S Bet z Rd Pr e s l e y D r 3rd S t 6th 5th N 2 n d S t Oakland St N 1 s t S t SCh e n e y -S p o k a n e WMedicalLake-Four Lakes Rd Mill S t S C h e n e y SCheney-SpangleRd W 4th Ave S B r o o WEspanolaRd 7th 5th G St F St C St Spe n c e r S t Leg g Gra n t Evergreen Grace Bro a d K S t P l a z a R d W M e lville Rd Rd Medi c al Lake Rd Wa s h i n g t o n St SSalnaveRd Cheney MedicalLake LakelandVillage Four Lakes West Lake Medical LakeTransit Center CampbellSt 90 904 904 902 90 SFCC West Broadway Northwest Boulevard Maple - Ash Monroe Division Addison Crestline Nevada SCC Francis Garland Trent/Indiana Wellesley Five Mile Park & Ride Browne’s Addition Latah South Maple Lincoln - 37th Ave 29th Ave Southeast Boulevard Altamont Glenrose Highway 2 Medical Lake Cheney/EWU EWU Liberty Lake Express VTC Express Valley Limited Sprague Mission East Fifth Millwood Pines South Valley Transit Centers Park & Ride Direction of Route Variation of Service -see schedule Place of Interest Hospital University/School Shopping Center Park/Golf Course Airport; Military Produced by CHK America www.mapsusa.com 20 21 22 35 31 24 25 26 27 28 29 30 40 32 33 41 42 43 44 45 46 47 61 23 65 66 72 73 74 90 91 94 95 96 97 62 APPROXIMATE SCALE OF MAP 0 0 1 Mi 1 Km 1/2 1/2 Airway Heights &FAIRCHILD AFB E Valley Springs RdMedical Lake& Cheney Liberty Lake B C D E F G H I J K L M Regional Transit Service The Spokane Transit Authority provides bus ser- vice throughout the area, including several routes in Spokane Valley. In the context of their regional network, Spokane Valley appears to beneﬁ t from its relative proximity to STA’s central transfer sta- tion (the STA Plaza) in downtown Spokane. SPRAGUE-APPLEWAY STUDY AREA DOWNTOWN SPOKANE Sprague-Appleway Existing Transportation Conditions Memorandum Page 12 Fig.A.25. regional transit network A p p e n d i x A : S t A r t i n g p o i n t pAg e 110 9) Current Bus Transit Service The STA routes serving Spokane Valley intersect at the Pence-Cole Valley Transit Center near the intersection of Appleway and University (Fig.A.26.). Transit service throughout the area is regular throughout the day, and north-south lines are generally aligned one mile apart through the corridor areas. Current headways are as follows: 73 90 9090 96 96 95 95 96 97 94 94 7274 72 7473 VALLEY TRANSIT CENTERVALLEY TRANSIT CENTER Spokane Valley Existing Transportation Conditions Transit Service 94 73Spokane Transit Authority Bus Routes 967490M 96 90M 90G 97 97 72 Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a yBlvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Current Bus Transit Service The STA routes serving Spokane Valley intersect at the Pence-Cole Valley Transit Center near the intersection of Appleway and University. Transit service throughout the area is reg- ular throughout the day, and north-south lines are generally aligned one mile apart through the corridor areas. Current head- ways are as follows: WEEKDAY SERVICE 73 (peak only) 30 6 am 8 pm 90 (daytime) 15 5 am 6 pm 90 (evening) 30 6 pm 11 pm 94 30 6 am 9 pm 95 30 6 am 10 pm 96 30 5 am 7 pm 97 30 6 am 10 pm WEEKEND SERVICE 90 30 7 am 10 pm 94 30 6 am 10 pm 95 60 6 am 10 pm 96*60 6 am 7 pm 97 60 6 am 7 pm *Indicates no Sunday/holiday service. Sunday/holiday service typically terminates two hours before end times listed here. ROU T E FRE Q UEN C Y (m i n u t es) BEG I N EN D ROU T E FRE Q UEN C Y (m i n u t es) BEG I N EN D Sprague-Appleway Existing Transportation Conditions Memorandum Page 13 10) Light Rail Transit Proposal The Spokane Transit Authority is currently evaluating a light rail transit (LRT) system as an alternative mode to vehicle travel. As the Sprague-Appleway corridor area is outside of a central business district with relatively high concentrations of employment and civic uses, stations are typically positioned a half-mile or more from each other. In Spokane Valley, the proposed LRT alignment shares right- of-way with the Burlington Northern-Santa Fe and Union Pacific railroads to the intersection of Sprague-Appleway and Argonne-Mullan, where it moves to the alignment designated for the Appleway extension (Fig.A.27.). The Spokane Valley Comprehensive Plan notes that the University City station is particularly poised to generate redevelopment activity due to its adjacency to the Plan’s proposed City Center district. 73 90 90 90 96 96 95 95 96 97 94 94 72 74 72 7473 VALLEY TRANSIT CENTERVALLEY TRANSIT CENTER Spokane Valley Existing Transportation Conditions Transit Service 94 73 Spokane Transit Authority Bus Routes 967490M 96 90M 90G 97 97 72 Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Interst a t e 9 0 Fa r r R d Applewa y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Current Bus Transit ServiceThe STA routes serving Spokane Valley intersect at the Pence-Cole Valley Transit Center near the intersection of Appleway and University. Transit service throughout the area is reg- ular throughout the day, and north-south lines are generally aligned one mile apart through the corridor areas. Current head- ways are as follows: WEEKDAY SERVICE 73 (peak only) 30 6 am 8 pm 90 (daytime) 15 5 am 6 pm 90 (evening) 30 6 pm 11 pm 94 30 6 am 9 pm 95 30 6 am 10 pm 96 30 5 am 7 pm 97 30 6 am 10 pm WEEKEND SERVICE 90 30 7 am 10 pm 94 30 6 am 10 pm 95 60 6 am 10 pm 96*60 6 am 7 pm 97 60 6 am 7 pm *Indicates no Sunday/holiday service. Sunday/holiday service typically terminates two hours before end times listed here. ROU T E FRE Q UEN C Y (m i n u t es) BEG I N END ROU T E FRE Q UEN C Y (m i n u t es) BEG I N END Sprague-Appleway Existing Transportation Conditions Memorandum Page 13 Sprague-Appleway Existing Transportation Conditions Memorandum Page 14 Park Vista Argon n e Unive r s i t y C i t y Pines Park Vista Argon n e Unive r s i t y C i t y Pines Everg r e e n Sulliv a n Everg r e e n Sulliv a nSprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission A v e Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Light Rail Transit Proposal The Spokane Transit Authority is cur- rently evaluating a light rail transit (LRT) system as an alternative mode to vehicle travel. As the Sprague-Appleway corri- dor area is outside of a central business district with relatively high concentra- tions of employment and civic uses, sta- tions are typically positioned a half-mile or more from each other. In Spokane Valley, the proposed LRT alignment shares right of way with the Burlington Northern-Santa Fe and Union Paciﬁ c railroads to the intersec- tion of Sprague-Appleway and Argonne- Mullan, where it moves to the alignment designated for the Appleway extension. The Spokane Valley Comprehensive Plan notes that the University City station is particularly poised to generate redevel- opment activity due to its adjancency to the Plan’s proposed town center dis- trict. Fig.A.26. transit Services Fig.A.27. Light rail proposal A p p e n d i x A : S t A r t i n g p o i n t pA g e 111 11) Planned Projects and Improvements The adopted 2006-2011 Transportation Improvement Plan has identified several projects in the general area of the Sprague-Appleway corridor, though the most important of these for the area-wide transportation system is the extension of Appleway east of University to continue the Sprague-Appleway couplet (Fig.A.28.). This extension is currently identified in the regional transportation plan as well as in the City of Spokane Valley’s Capital Facilities Plan as a near-future project. While public support for the extension of the Sprague-Appleway couplet is strong (see the Spokane Valley Comprehensive Plan, Transportation Element, Section 3.9), citizens have also shown support for “making the streets friendlier for pedestrians and bicyclists.” The Comprehensive Plan outlines several standards for accommodating bicycle and pedestrian concerns through narrower vehicle lanes and reconfigured roadways. The Spokane Valley Comprehensive Plan also states that “citizens should have a variety of viable transportation options” and seeks to “[provide] citizens with transportation options and [to reduce] dependency on driving” (Transportation Element, Sec. 3.0); in discussing the concept of the future city center, it maintains that “pedestrian and bicycle mobility is a vital part” of the transportation system of this center. The Comprehensive Plan does designate a proposed pedestrian path through the proposed town center area and generally proposes to enhance the existing network of trails and bike lanes. Spokane Valley Existing Transportation ConditionsTraffic Volumes and Flow Streets Displayed by ADT Directional MovementsDisplayed by Relative Volume Spokane Valley Existing Transportation ConditionsPlanned Transportation Projects Projects Identified in Adopted Six-Year Transportation Improvement Program (TIP) Projects Identified in Spokane Valley Comprehensive Plan Capital Facilities Element Sprague Ave Appleway Sprague AveSprague Ave Pa r k R d Ar g o n n e R d Mu l l a n R d Broadway Ave 8th Ave 8th Ave 16th Ave Un i v e r s i ty R d Bo w d i s h R d Pin e s R d 4th Ave Valleyway Ave Mission Ave Bo w d i s h R d Pin e s R d D i s h m a n - M i c a R d Vis t a R d Boone Ave Th i e r m a n S t 12th Ave Inters t a t e 9 0 Fa r r R d Applew a y Blvd Interstate 90 Sprague Ave Ev e r g r e e n R d Su l l i v a n R d Ev e r g r e e n R d Su l l i v a n R d Mc D o n a l d R d Ad a m s R d Pr o g r e s s R d Mission Ave Broadway Ave Valleyway Ave Valleyway Ave 4th Ave 4th Ave 8th Ave 8th Ave 12th Ave Bla k e R d 16th Ave Planned Projects and ImprovementsThe adopted 2006-2011 Transportation Improvement Plan has identiﬁ ed sev-eral projects in the general area of the Sprague-Appleway corridor, though the most important of these for the area-wide transportation system is the extension of Appleway east of University to continue the Sprague-Appleway couplet. This extension is currently identiﬁ ed in the regional transportation plan as well as in the City of Spokane Valley’s Capital Facilities Plan as a near-future project. While public support for the extension of the Sprague-Appleway couplet is strong (see the Spokane Valley Comprehensive Plan, Transportation Element, Section 3.9), citizens have also shown support for “making the streets friendlier for pedes- trians and bicyclists.” The Comprehen- sive Plan outlines several standards for accommodating bicycle and pedestrian concerns through narrower vehicle lanes and reconﬁ gured roadways. The Spokane Valley Comprehensive Plan also states that “citizens should have a va- riety of viable transportation options” and seeks to “[provide] citizens with transpor- tation options and [to reduce] dependen- cy on driving” (Transportation Element, Sec. 3.0); in discussing the concept of the future city center, it maintains that “pedes- trian and bicycle mobility is a vital part” of the transportation system of this center. The Comprehensive Plan does designate a proposed pedestrian path through the proposed town center area and generally proposes to enhance the existing net- work of trails and bike lanes. R d Aveee 8th Ave Bla k e e keAPPLEWAY EXTENSION TO SPRAGUE AT TSCHIRLEY (Valley Couplet) UNIVERSITY RESURFACING IntMONTGOMERY RESURFACING Vis t Rd R MISSION SIDEWALK CONSTRUCTION PINES-MANSFIELD REALIGNMENT OF I-90 OFFRAMP AND SIGNALIZATION BROADWAY RESURFACING PARK ROAD RAIL GRADE SEPARATION Sprague-Appleway Existing Transportation Conditions Memorandum Page 15 Fig.A.28. planned transportation projects A p p e n d i x A : S t A r t i n g p o i n t pAg e 112 12) Initial Transportation Observations and Implications of These Conditions In general, the Sprague-Appleway corridor has a strong regional network that is more connected than most post-World War II suburban environments. It also benefits from good transit service with connections to important regional destinations, and it has demonstrated a commitment to strengthening transit service and infrastructure through its sales tax increase and efforts to study light rail transit. However, it appears that there is a mismatch between current traffic volumes and the capacity of Spokane Valley’s transportation system. Volume and patterns of traffic are below the levels of existing roadway capacity, creating an imbalance between true vehicular travel demand and what the roads will support. This imbalance creates an additional mismatch between travel speeds and behavior that excess roadway capacity tends to foster with the City’s expressed wish to grow around a City Center supporting transportation choices and a vibrant environment. These conditions imply that the corridor is designed to serve a function that may be at odds with the needs of its surrounding community. Typically one-way couplets and larger roads do not support a strong pedestrian environment and greatly compromise the opportunity for success of a full range of commerce and business types, especially small, neighborhood-serving businesses that are relatively dependent on a steady flow of traffic with easy access. There is a great opportunity to eliminate the mismatches by achieving a balance between mobility-oriented desires of high-capacity corridors and the accessibility goals of a walkable City Center. A p p e n d i x A : S t A r t i n g p o i n t pA g e 113