Ordinance 09-022 Amending Comp Plan and Map, Adopting Land Use Designations & Declaring Emergency CITY OF SPOKANE VALLEY
SPOKANE COUNTY,WASHINGTON
ORDINANCE NO.09-022
AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY,
WASHINGTON, AMENDING ORDINANCE 09-013, AMENDING THE COMPREHENSIVE
PLAN AND COMPREHENSIVE MAP ADOPTING THE LAND USE DESIGNATIONS SET
FORTH IN THE SPOKANE VALLEY — SPRAGUE APPLEWAY SUBAREA PLAN AND
DECLARING AN EMERGENCY.
Whereas, the Spokane Valley City Council adopted the Comprehensive Plan pursuant to Ordinance 06-
027 on April 25,2006; and
Whereas, the Spokane Valley Comprehensive Plan has been amended pursuant to the following
ordinances:
06-020 Amending Comprehensive Plan Procedures, 9-12-06
07-026 Adopting Comprehensive Plan Text and Map Amendments, 12-18-07
08-011 Amending Comprehensive Plan Text and Map, 07-15-08
09-008 Amending Comprehensive Plan Text and Map, 05-12-09
09-013 Amending Comprehensive Plan Map, 10-1-09;and
Whereas, the Spokane Valley City Council adopted the Uniform Development Code pursuant to
Ordinance 07-015 on September 27, 2007; and
Whereas,the Spokane Valley Uniform Development Code has been amended pursuant to the following
ordinances:
07-025 Emergency Ordinance Amending UDC Title 19, 11-07-07
07-027 Adopting Zoning Map Amendments, 12-18-07
08-006 Amending Interim Ordinance 07-025,04-08-08
08-012 Amending Zoning Map Changes, 07-15-08
08-017 Ordinance Amending Height Requirements in 19.70.010&020, 08-26-08
09-002 Amending SVMC Title 20,03-11-09
09-005 Airport Overlay, 04-14-09
09-006 Amending 08-012 Zoning Map Changes, 03-24-09
09-009 Amending Zoning Map, 05-12-09
09-010 Amending Title 17, 19 and 22,05-12-09
09-012 Adopting the Spokane Valley Sprague and Appleway Corridors Subarea Plan, 10-1-09;
and
Whereas,the City of Spokane Valley began the planning process to develop the Spokane Valley-Sprague
Appleway Corridor Subarea Plan and amendment to the Comprehensive Plan and Map in July of 2006;
and
Whereas,the City of Spokane Valley initiated a Planned Action Review under RCW 43.21C.031 (2)for
a portion of the Spokane Valley-Sprague and Appleway Corridors Subarea Plan, hereinafter "Subarea
Plan"on June 10,2008; and
Whereas, the Spokane Valley Sprague and Appleway Corridors Subarea Plan and amendment to the
Comprehensive Plan and Map has been developed in conjunction with the annual review of the
Comprehensive Plan adopted by the Spokane Valley City Council on December 18, 2007, July 15, 2008
and May 12, 2009; and
Ordinance 09-022 Page 1 of 17
Whereas, the Subarea Plan and proposed amendment to the Comprehensive Plan and Map was
submitted to the Planning Commission on February 14,2008 for consideration, a copy of which is on file
with the City Clerk;and
Whereas,the Planning Commission reviewed the proposed Subarea Plan and proposed amendment to the
Comprehensive Plan and Map, held public hearings and deliberated, then forwarded to the Spokane
Valley City Council their recommended changes on July 29, 2008, a copy of which is on file with the
City Clerk; and
Whereas,the City Council after public hearings and deliberation amended the proposed Subarea plan and
proposed amendment to the Comprehensive Plan and Map,a copy of which is on file with the City Clerk,
then held additional public hearings,then again deliberated; and
Whereas,the City Council recommended additional changes after deliberation, a copy of which is on file
with the City Clerk, and which are incorporated in the final draft of the Subarea Plan and amendment to
the Comprehensive Plan and Map; and
Whereas,the City Council held a first reading on this Ordinance on May 26,2009 and allowed additional
public comment; and
Whereas, the City held a second reading on this Ordinance on June 16, 2009 and allowed additional
public comment,and
Whereas, public participation and notice for the adoption of the Subarea Plan and amendment to the
Comprehensive Plan and Map is required as set forth in RCW 36.70A.035 and RCW 36.70A.140;and
Whereas, the City of Spokane Valley is required to notify the Department of Community Trade and
Economic Development of its intent to adopt the Subarea Plan and, amend the Comprehensive Plan and
Map at least 60 days prior to final adoption pursuant to RCW 36.70A.106; and
Whereas,the Subarea Plan is to be implemented through an amendment to the Comprehensive Plan and
Map and an amendment to the Uniform Development Code, specifically SVMC Title 19;and
Whereas, properties within the Subarea Plan are experiencing significant disinvestment, resulting in
under maintained structures and low rent paying properties; and
Whereas,the immediate adoption of this amendment to the Comprehensive Plan and Map is necessary to
promote economic development in the identified subarea and to ensure the consistent and timely
application and enforcement of the Subarea Plan; constituting an emergency pursuant to RCW
36.70A.130;and
Whereas,appropriate public participation has occurred as is set forth in the Finding of Fact below; and
Whereas,these amendments to the Comprehensive Plan and Map are made pursuant to the provisions of
RCW 36.70A.130;and
Whereas, adoption of the Subarea Plan and amendment to the Comprehensive Plan and Map must
comply with the requirements of the State Environmental Policy Act ( SEPA) as set forth in RCW
43.21C.
Ordinance 09-022 Page 2 of 17
NOW,THEREFORE,the City Council of the City of Spokane Valley ordains as follows:
Section 1: Adoption of Findings of Fact. The City of Spokane Valley finds that all Growth Management
Act(GMA)and other statutory prerequisites for the adoption of this City of Spokane Valley's amendment
to the Comprehensive Plan and Map have been met and hereby adopts the following:
FINDINGS OF FACT
1. Mandate to Plan under GMA: the City of Spokane Valley is a city that falls under the full
mandates of the GMA as of the date of the City's incorporation on March 31,2003.
2. Consistency with GMA Goals: The Amendment to the Comprehensive Plan and Map attached
hereto and by this reference incorporated herein is consistent with the goals provided to guide the
development of such an amendment as is set forth in RCW 36.70A.130.
3. The Washington State Growth Management Act, specifically RCW 36.70A.080 authorizes the
preparation of subarea plans.
4. This amendment to the Comprehensive Plan and Map, as part of the formation of the Subarea
Plan for the Sprague Appleway Corridor, is consistent with the City of Spokane Valley
Comprehensive Plan, which generally directs the formation of a subarea plan for the Sprague
Appleway Corridor, calls for the transformation of the Sprague Avenue Corridor into a quality
mixed-use area; supports creating an identifiable City Center that serves as the social, cultural
and economic focus of the City; calls for land uses and zoning that supports and complements an
Auto Row area; and seeks a balanced transportation network that accommodates public transit,
pedestrians,bicycles and automobiles.
5. This amendment to the Comprehensive Plan and Map is consistent with the following specific
provisions of the Comprehensive Plan:
a. 2.2.1 City Center Plan - This scenario presents concepts and strategies for creating a
definable and vibrant "City Center"for the City of Spokane Valley. The purposes of creating
a Spokane Valley City Center are:
1. Create an identifiable city center that is a social and economic focus of the City;
2. Strengthen the City overall by providing for long-term growth in employment and
housing;
3. Promote housing opportunities close to employment and services;
4. Develop land use patterns that support the development of a more extensive regional
transportation system, whatever the ultimate configuration may be;
S. Reduce dependency on automobiles;
6. Consume less land with urban development;
7. Maximize the public investment in infrastructure and services;
8. Provide a central gathering place for the community; and
9. Improve the quality of design for development throughout the City.
Ordinance 09-022 Page 3 of 17
There are several reasons why a definable, vital City Center is important to Spokane Valley's
future. These include:
1. The development of a more intensive, multi-use city center is a natural step in Spokane
Valley's evolution. Most new urban areas start out as bedroom communities. Retail and
commercial uses then develop to serve the new residential population. Office and
industrial activities next begin to locate at key transportation crossroads, adding jobs
and strengthening the employment base. Spokane Valley has experienced these
evolutionary phases and is now ready for a defined City Center.
2. Economic Development—Spokane Valley has an opportunity to transform itself from an
essentially residential community with retail and service based economy to a sub-
regional economic center with an expanded, more diverse employment base.
3. Community Support—A survey of Spokane Valley area citizens prior to incorporation
overwhelmingly indicated that the lack of identifiable "downtown" and a community
gathering place was of concern to a majority of respondents. Community support was
tested again when the city conducted a statistically valid survey in the spring of 2004.
The support to create a City Center was reiterated throughout the community meetings
held during the development of the comprehensive plan and the city's informal
community survey. A discussion of the results of the city's survey is included in Section
2.10.
The following could be components of the City Center:
1. Location: Generally located along the Sprague/Appleway corridor.
2. Size: Between 300 and 400 acres in size.
3. Streets: New streets could be added at every 200 to 400 feet to create an internal grid
street system to provide an urban atmosphere.
4. On-street parking would be provided on internal grid streets.
5. Ground floor retail on both sides of streets.
6. Building out to the edge of the right-of-way and include wide sidewalks to encourage a
lively street scene.
7. Office/Employment uses provided in high visibility locations with adequate parking and
adjacent to pleasant surroundings such as open space, retail shops and services.
8. Multi family housing that is safe, secure, and located so that it is buffered from traffic
noise and provides a pedestrian friendly streetscape with connections to parks, schools,
shopping, services and transit.
9. Civic/public uses such as city hall, community library,performing arts center, city center
parr green space or other public uses that would attract people to downtown over an
extended portion of the day.
Other characteristics of this land use scenario include the following:
1. "Auto-Row" Overlay—The city has several new auto dealerships located along Sprague
Avenue. The majority of these dealerships are located between Argonne Road and
Thierman Road. Two dealerships are located just west of Dartmouth Road, near the U-
City Mall. New car dealerships provide the city with substantial sales tax revenue on one
Ordinance 09-022 Page 4 of 17
hand, on the other hand auto dealerships can have a significant visual impact on a
community and have somewhat unique needs related to development standards, such as
signage and street frontage landscaping. This scenario recognizes these circumstances
and designates the areas identified above appropriately, and provides policy direction for
the implementing development regulations.
2. Mixed-use—this scenario suggests reducing the strip commercial on Sprague Avenue by
maintaining Community Commercial zoning only at major intersections such as Pines,
Evergreen and Sullivan Roads. Areas in between these commercial "nodes" would be
designated as Corridor Mixed-use or some other appropriate designation, which would
encourage conversion of these vacant and/or dilapidated commercial areas into areas of
office/employment, residential and specialty retail.
b. 2.5.2 Commercial Designations
1. The City of Spokane Valley is home to several major new automobile dealerships. While
these land uses provide a positive economic impact on the community, they can also have
less positive impacts on the aesthetics of the community. Auto dealerships typically have
vast areas of pavement to store new and used vehicles for sale. These land uses also
have unique requirements for landscaping and signage. Unlike many commercial uses
whose stock in trade is contained within a building, it is necessary for auto dealerships to
have their vehicles clearly visible from the street. This makes traditional street side
landscaping(consisting of low growing shrubs and bushes, and trees)not viable for these
uses.
2. An overlay designation is being suggested rather than a zoning district because the
negative affects on the non-auto dealer uses in the area will be minimized or
eliminated.
c. 2.5.3 City Center
1. The intent of establishing a City Center in Spokane Valley is to create a higher density,
mixed-use designation where office, retail, government uses, and residential uses are
concentrated. The City Center will also be located at one of the major hubs of the
region's high capacity transit(HCT)system.
Ordinance 09-022 Page 5 of 17
2. The City Center encourages higher intensity land uses. Traditional city centers are places
where diverse office, retail, and government uses are concentrated, as well as cultural
and civic facilities, community services and housing. Nationally, many cities are
advocating mixed-use development in city center core areas for a number of reasons,
including:Providing new housing, increasing the range of housing choices, and reducing
dependency on the automobile by bringing work places and residences into close
proximity; Providing retail and service needs in close proximity to residential and
employment centers; Improving feasibility of a development project. The proximity of
urban services makes housing projects more desirable and a nearby source of consumers
help make a commercial project more viable.
3. Residents choose to live in higher density housing for a variety of reasons. First, higher
density housing is more affordable than traditional single family housing. Second, the
convenience and proximity to work, needed services and cultural activities is very
desirable for marry people. Finally, many people find that they do not need a large, single
family detached house. Given their lifestyle, they appreciate the low maintenance and
security of higher density living. There is a mutually supportive relationship between
higher density residential uses and commercial and retail activities. The presence of
housing the core area also activates the streets in the city center, day and night.
4. Concentrating growth in a specific area also supports investment in public infrastructure
including the regional HCT system. Existing low density development does not generate
sufcient levels of demand to optimize the return on investment in transit. Promoting
higher density uses within walking distance of transit facilities will improve the viability
of this significant infrastructure investment. Moreover, concentrating the highest density
of development in the City Center, where a significant number of jobs and residences will
be within walking distance of a transit station, helps reduce the dependency on the
automobile and improves pedestrian mobility. The City Center emphasizes pedestrian,
bicycle, and transit mobility but will not be unfriendly to the use of automobiles.
5. The City Center area will also be the central gathering place for the community-a place
where the whole community can congregate and celebrate. Accordingly, the City Center
should include an
outdoor square,park,
or commons with - _
amenities such as - - -
fountains, sculptures, __ _ • -
and unique _ IWO
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currently holds an _ - .
annual Christmas
Tree Lighting
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Ordinance 09-022 Page 6 of 17
designated as the City -
Center. Additional such
events throughout the year
will enhance the feeling of _
Community in Spokane - 0....
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6. An appropriate street network r
is a critical component of the
City Center. The current A71=
network of collector streets „n, ,r
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grid, and large block sizes Tomes
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solution is not necessarily to construct wider streets. Streets become less efficient as the
number of lanes increases. Building new streets versus widening existing streets can be
more cost effective, yields greater capacity, and will have a more positive impact on the
City Center.
7. Automobiles are likely to continue as a dominant mode of transportation for the
foreseeable future. A comprehensive network of streets must be developed to distribute
this traffic and create more driving choices. To the extent possible, the City should
connect streets and construct new streets to form a tighter grid system within the City
Center, especially in the core area, by negotiating new public rights-of-way and building
new streets. This "interconnectivity" serves to shorten and disperse trips, and
consequently reduce travel on existing congested arterials.
8. Pedestrian and bicycle mobility is a vital part of the future City Center transportation
system. Improvements for pedestrians and bicyclists should support increases in transit
services and promote the development of the City Center. As the street system is
developed to better accommodate the needs of pedestrians and bicyclists, a network of
facilities for people on foot and bikes should be established.
9. Reducing the size of the street grid, improving auto circulation and creating pedestrian
linkages through larger parcels is critical to establish walking patterns that reduce
dependency on the auto. As individual sites are designed and developed to he more
pedestrian friendly and improved pedestrian linkages are provided, the pedestrian system
will handle an increasing share of trips. Special street design standards should be
developed for the City Center. Special standards for extra-wide sidewalks (12 to 20 feet
in width), pedestrian-scale street lighting, and additional amenities including benches,
trash receptacles, and landscaped corner treatments should be included.
10. Transforming the existing commercial core area into the proposed City Center is an
ambitious task It requires a significant transformation from a low-density, automobile
oriented, largely retail area, to a higher intensity, more pedestrian oriented Mixed-use
area. The City Center section of the Plan acknowledges that the City Center will take
some time to develop. The City can facilitate these changes through a series of small
steps taken over time. This is especially true if the steps are consistent with emerging
economic, social and demographic trends. As is the intent of this Plan, the phasing
scenario presented here accounts for the timing of market projections and future actions.
11. As noted above, the implementation strategy is keyed to projected trends and regional
planning goals. Its form and character, as envisioned in this Plan, are dramatically
Ordinance 09-022 Page 7 of 17
different from anything that now exists in the proposed City Center area. It will take
some time for the development community to redirect its energy and investments to
produce development that responds to the direction of the Plan. The demand for more
intense development opportunities in the City Center is not forecasted within the next few
years. In the meantime, the City should discourage continued low-scale investment in
this area since new development will take several years to be amortized, and will delay
the accomplishment of preferred development. As regulations are applied to modest
renovations, it should be possible to gain some basic improvements. However, the City
should not expect full implementation of the vision for the City Center until major
property owners in the area are ready to install long-term, major development projects.
d. 2.5.5 Mixed-use
Corridor Mixed-use - Corridor Mixed-use is intended to enhance travel options, encourage
development of locally serving commercial uses, multi family apartments, lodging and offices
along major transportation corridors identified on the Comprehensive Plan Land Use Map
(Map 2.1). Corridor Mixed-use recognizes the historical low-intensity, auto-dependent
development pattern, and focuses on a pedestrian orientation with an emphasis on aesthetics
and design. The Corridor Mixed-use designation is primarily used along Sprague Avenue in
order to space the areas designated commercial.
e. 2.7 Urban Design and Form
1. In addition to guiding development, the Land Use chapter also guides the quality and
character of the City's future development pattern through goals and policies related to
the form, function, and appearance of the built environment. These priorities and
implementation strategies, related to quality development, serve and will continue to
serve as a basis from which to develop appropriate implementation measures.
2. The design of our urban environment has a significant effect on community identity. Well
designed communities contribute to a healthful, safe and sustainable environment that
offers a variety of opportunities for housing and employment. An attractive and well
planned community is invaluable when recruiting new business and industry to an area.
Some of the concepts considered include:
• Community appearance, including signs and placement of utilities;
• Neighborhood considerations in the review of development projects;
• Integration and linking of neighborhoods including bicycle and pedestrian facilities;
• The effect of traffic patterns and parking on neighborhood character;
• Encouragement of high quality development through the appropriate use of planned
unit developments; and
• Consideration for public art.
f. 2.7.1 Aesthetic Corridors
1. Aesthetic corridors are intended to protect the visual appeal of Spokane Valley along
major transportation routes entering and exiting the city. Aesthetic corridors provide
special design standards for aesthetics along major transportation routes to help create a
quality image of Spokane Valley.
Ordinance 09-022 Page 8 of 17
2. Another component of aesthetic corridors is the "gateways" into the city. There are
several entrances into the City of Spokane Valley along major transportation corridors,
including Sprague Avenue, Trent Avenue, State Route 27 and a number of interchanges
on Interstate 90. Design elements and landscaping treatments should denote a sense of
arrival into the City, a neighborhood or special area such as the city center.
g. 2.9 The Land Use/Transportation Connection
2.9.1 Street Connectivity - Street design can have a significant impact on community
development. It is important that neighborhoods be connected is such a manner that cars,
bicycles and pedestrians can pass with ease from one neighborhood to an adjacent
neighborhood via collectors and arterials. Such a pattern promotes a sense of community.
All new developments should give special consideration to emergency access routes.
h. 2.11 Goals and Policies
COMMERCIAL
Goal
LUG-3 Transform various commercial business areas into vital, attractive, easily accessible
mixed use areas that appeal to investors, consumers and residents and enhance the
community image and economic vitality.
Policies
LUP-3.1 Encourage transformation of Sprague Avenue Regional/ Community Commercial
corridor into a quality mixed-use retail area. Retail development along the
corridor, exclusive of the City Center, should be concentrated at arterial
intersections and designed to integrate auto, pedestrian, and transit circulation.
Integration of public amenities and open space into retail and office development
should also be encouraged.
LUP-3.2 Encourage large bulk retailers to locate in the designated Regional Commercial
nodes around arterial intersections.
Goal
LUG-5 Identify appropriate locations for the Auto Row Overlay designation.
Policies
LUP-5.1 Ident other appropriate automobile related uses within the Auto Row Overlay
designation that are complementary to automobile dealerships.
LUP-5.2 Develop appropriate development standards for permitted uses within the Auto Row
Overlay designated area.
CITY CENTER
Goal
LUG-6 Create an identifiable City Center that serves as the social, cultural, and
economic focus of the City of Spokane Valley.
Ordinance 09-022 Page 9 of 17
Policies
LUP-6.1 Define a City Center with distinct boundaries, unique building types, and special
features.
LUP-6.2 Strengthen existing connections of the City Center area to the region's high
capacity transit system.
LUP-6.3 Focus on improving the existing character and image of the City Center area
through appropriate development regulations and design standards.
LUP-6.4 Develop land use regulations that allow higher intensity development in the City
Center including, but not limited to, taller buildings, increased floor area ratios
(FAR) and permitted uses.
LUP-6.5 Coordinate with urban service providers to ensure sufficient capacity is available
for anticipated development.
LUP-6.6 Allow for. a variety of uses and mixed-use development within buildings or
complexes. Ensure that mixed-use development complements and enhances the
character of the surrounding residential and commercial area.
LUP-6.7 The City should always consider City Center sites regarding potential civic and
cultural uses the City develops, such as a City Hall.
LUP-6.8 Provide incentives to attract cultural and civic uses to the City Center over which
the City does not have direct control, such as libraries or recreation facilities.
LUP-6.9 Develop land use regulations that encourage higher density residential uses on the
periphery of the City Center area in close proximity to high capacity transit.
High density housing should be accompanied by residentially oriented retail and
service uses.
LUP-6.10 Provide amenities such as community services,parks and public spaces to meet the
residential needs in the City Center.
LUP-6.11 Provide an effective transition between the periphery of the City Center and
nearby lower density residential development.
Goal
LUG-7 Provide a balanced transportation network that accommodates public
transportation, high occupancy vehicles,pedestrians, bicyclists, automobiles and
integrated parking.
Policies
LUP-7.1 Improve traffic circulation around and through the City Center by extending the
street network and creating smaller blocks.
LUP-7.2 Encourage pedestrian and bicycle circulation by providing public sidewalks,
street trees, street furniture and other amenities.
LUP-7.3 Require clear and safe pedestrian paths to enhance the pedestrian network
LUP-7.4 Connect the main entry of buildings to public sidewalks by an identifiable
walkway.
LUP-7.5 Allow for on-street parking on the internal City Center street network
Ordinance 09-022 Page 10 of 17
LUP-7.6 Encourage transit use by improving pedestrian and bicycle linkages to the
existing and future transit system.
Mixed-use
Goal
LUG-9 Encourage the development of Mixed-use areas that foster community identity
and are designed to support pedestrian, bicycle and regional transit.
Policies
LUP-9.1 The characteristics of a Mixed-use area should include:
•Housing and employment densities to support regional transit service;
•Public transit connections;
•Safe, attractive transit stops and pedestrian and bicycle ways;
•Buildings that front on wide sidewalks with attractive landscaping, benches and
frequent bus stops;
•Multi-story buildings oriented to the street rather than parking lots; and
• Parking space located behind or to the side of buildings or in parking
structures.
LUP-9.2 The mix of land uses allowed in either the Corridor Mixed-use or Mixed-use
Center designation should include:
•A variety of housing types including apartments, condominiums, town houses,
two-family and single family dwellings on small lots;
• A full range of retail goods and services including grocery stores,
theaters/entertainment, restaurants,personal services and specialty shops;
•Public/quasi-public uses and/or open space;
•Professional Office and other employment oriented uses; and
• Commercial uses that require large land areas but have low employment
density and are auto-dependant, such as lumber yards, plant nurseries,
warehouses, and auto dealerships, should be prohibited from either Mixed-use
category.
Urban Design and Form Goals&Policies
Goals
LUG-14 Improve the appearance and function of the built environment.
Policies
LUP-14.1 Use performance and community design standards to maintain neighborhood
character, achieve a greater range of housing options, and to create attractive
and desirable commercial and office developments.
LUP-14.2 Adopt specific regulations for designated aesthetic corridors that:
Ordinance 09-022 Page 11 of 17
•Provide incentives for aesthetic design;
•Require landscaping buffers adjacent to roadways;
•Limit sign height and size;
• Provide performance standards to adequately screen intensive land uses that
have exterior clutter such as outdoor storage, exterior heavy equipment and/or
exterior fabrication/assembly.
•Prohibit off-premise signage and billboards.
Land Use/Transportation Connection Goals &Policies
Goal
LUG-16 Provide a street system that connects neighborhoods.
Policies
LUP-16.1 Encourage new developments, including multifamily projects, to be arranged in a
pattern of connecting streets and blocks to allow people to get around easily by
foot, bicycle, bus or car.
i. 10.3 Neighborhood Goals &Policies
Goal
NG-2 Preserve and protect the character of Spokane Valley's residential neighborhoods.
Policies
NP-2.1 Maintain and protect the character of existing and future residential neighborhoods
through the development and enforcement of the City's land use regulations and joint
planning.
NP-2.2 Review and revise as necessary, existing land use regulations to, accessory dwelling
units, and in-fill development.
NP-2.6 Establish appropriate design guidelines with buffer zones and transition requirements
to protect residential neighborhoods from incompatible land uses and adverse
impacts associated with arterials,freeways and rail corridors.
Goal
NG-3 Encourage neighborhood/sub-area planning for commercial, industrial and mixed use
properties to enhance the quality, vibrancy and character of existing development.
Policies
NP-3.1 Establish regulations and identify potential incentives that encourage multi-use areas
that integrate a broad range of appropriate and compatible land use activities, and
encourage the development and redevelopment of land in conformance with the
SVCP.
NP-3.3 Encourage commercial development that is designed and scaled in a manner that is
compatible with surrounding neighborhoods.
Ordinance 09-022 Page 12 of 17
6. The City of Spokane Valley has provided notice and engaged in a public process to ensure citizen
participation pursuant to RCW 36.70A.035, RCW 36.70A.130 and RCW 36.70A.140. The
specific public meetings are set forth below. The notice provided and meetings identified
constitute early and continuous public participation in the development and adoption of the
Subarea Plan and amendment to the Comprehensive Plan and Map:
Ordinance 09-022 Page 13 of 17
MEETING TYPE(i.e.
DATE city council,planning LOCATION TOPIC
commission,etc)
7/19/2006 Focus Group Meetings Center Place Plan concepts
7/20/2006 Core Team Meeting Center Place Focus Group Meetings, City Center
9/13/2006 Community Workshop Decades City Center Concept
9/14/2006 Core Team Meeting City Hall City Center update
Joint
9/14/2006 Council/Commission City Hall Plan update,City Center concept
Meeting
9/23/2006 Valleyfest Mirabeau Park Plan overview
10/2/2006 Core Team Meeting CenterPlace Land Use Patterns
10/10/2006 Rotary Meeting Mirabeau Hotel Plan overview by the Mayor
Valley Business Fire District#1
10/11/2006 Association Admin Office Plan overview by the Mayor
10/11/2006 Community Workshop Decades Centers and Segments,Land Use Patterns
11/30/2006 Auto Row Focus Group City Hall, second
Floor Land use in Auto Row
11/30/2006. Community Workshop Decades Transportation Hands On
12/1/2006 Core Team Meeting Center Place
(12/13/2006 Spokane Valley Fire District#8 Plan update by Scott Kuhta
Business Association
1/16/2007 Core Team Meeting City Hall, second Community Workshop
floor
1/16/2007 Community Workshop Decades Circulation Patterns
2/5/2007 WSU Architect Corridor discussion
Students
2/9/2007 APA Brown Bag CenterPlace Corridor discussion
_Luncheon
Joint City
Council/Planning Study Session presentation of complete
3/1/2007 Commission Study CenterPlace recommendation
Session
3/5/2007 WSDOT Presentation Transportation recommendations
3/6/2007 Chamber Luncheon Percy's Café Complete recommendation of corridor plan
Americana
Air in
October Rich Munson and Scott Kuhta were both
2007 and Comcast Local Edition City Center/SARP interview for Comcast Local Edition for airing
November on CNN Headline news.
2007
City Council special Michael Freedman present possible Master
10/2/2007 meeting City Hall Plan update to include the Library on the west
side of University
10/16/2007 Kiwanis Meeting Sheri's Restaurant Scott Kuhta,presentation of the plan
11/20/2007 Joint CC/PC meeting City Hall Present the public hearing draft of the sub-area
plan
12/6/2007 Spokane Greater Percy's Café Present Subarea Plan to Chamber members
Chamber of Commerce
Ordinance 09-022 Page 14 of 17
1/18/2008 Developer's Forum Council Chambers Education regarding regulations of Subarea
plan
1/23/2008 Community Education Council Chambers Education regarding regulations of Subarea
Workshop plan
2/14/2008 Open House Council Chambers Open discussion answer questions regarding
regulations of Subarea
Planning Commission Presentation of regulations and education of
2/14/2008 meeting/Community Council Chambers regulations regarding Subarea plan
Education Workshop
Joint City Council, Presentation by Michael Freedman and Troy
2/19/2008 Planning Commission Council Chambers Russ regarding new SRTC model figures—
Meeting transportation and Book
2/27/2008 Planning Commission Council Chambers Review of the Subarea plan in preparation for
Study Session Public Hearing
3/13/2008 Planning commission Council Chambers Public Hearing
Public Hearing
3/20/2008 Planning Commission Council Chambers Con't Public Hearing
Public Hearing
3/27/2008 Planning Commission Council Chambers Deliberations
4/10/2008 Planning Commission Council Chambers Deliberations
4/17/2008 Planning Commission Council Chambers Deliberations
4/24/2008 Planning Commission Council Chambers Deliberations
5/1/2008 Planning Commission Council Chambers Deliberations
5/22/2008 Planning Commission Council Chambers _Deliberations
6/5/2008 Planning Commission Council Chambers Deliberations
6/12/2008 Planning Commission Council Chambers Deliberations
6/26/2008 Planning Commission Council Chambers Deliberations
7/29/2008
City Council Public CenterPlace Public Hearing
Hearing
8/19/2008 City Council Public CenterPlace Public Hearing
Hearing
8/26/2008 City Council Council Chambers Deliberations
9/2/2008 City Council Council Chambers Deliberations
9/9/2008 City Council - _ Council Chambers Deliberations
9/23/2008 City Council Council Chambers Deliberations
9/30/2008 City Council Council Chambers Deliberations
10/21/2008 City Council Council Chambers Deliberations
10/28/2008 City Council Council Chambers Deliberations
12/2/2008 City Council Council Chambers Deliberations
12/16/2008 City Council Council Chambers ;Deliberations J
12/30/2008 City Council Council Chambers Deliberations
1/6/2009 City Council Council Chambers Deliberations
1/12/2009 Ci Council Council Chambers Deliberations
1/13/2009 City Council Council Chambers Deliberations
1/26/2009 City Council Council Chambers Deliberations
2/3/2009 City Council Council Chambers Deliberations
2/24/2009 Ci Council Council Chambers Deliberations
3/3/2009 City Council Council Chambers Deliberations
3/24/2009 City Council Council Chambers Deliberations
Ordinance 09-022 Page 15 of 17
4/28/2009 City Council Public CenterPlace Public Hearing
Hearing
5/5/2009 _ City Council Council Chambers SARP Discussion
5/19/2009 City Council Council Chambers Deliberations
5/2612009 City Council Council Chambers Deliberations
7. The Subarea Plan and amendment to the Comprehensive Plan and Map have been provided to the
Community Trade and Economic Development Department pursuant to RCW 36.70A.106 on
January 23,2005.
8. The City Council of the City of Spokane Valley finds that the properties within the Subarea.Plan
are experiencing significant disinvestment, resulting in under maintained structures and low rent
paying properties.
9. The City Council of the City of Spokane Valley, in order to promote economic development in
the identified subarea and to ensure the timely and consistent application of the Subarea Plan and
further to ensure compliance with all provisions of RCW 36.70A.130 hereby declares an
emergency and finds that the immediate amendment to the Comprehensive Plan and Map is
necessary to protect public health,safety and welfare of its citizens of Spokane Valley.
10. The Comprehensive Plan and Map Amendment is made pursuant to and consistent with the
provisions of RCW 36.70A,130.
11. The City of Spokane Valley has complied with the requirements of RCW 43.210, specifically by
using the integrated SEPA process pursuant to SEPA rules, (WAC 197-11-210, 220, 228, 230,
232 and 235). The documents and dates of issuance are as follows:
a. Adopted existing environmental document(Draft and Final EIS prepared for Spokane Valley
Comp Plan), signed January 18,2008.
b. Issued Draft Supplemental Environmental Impact State(DSEIS)on January 18,2008.
e, Issued Addendum to the DSEIS on May 20, 2008, to incorporate updated transportation
analysis.
d. Issued Final Supplemental Environmental Impact Statement(FSEIS)on June 19,2008.
12, As part of its review and deliberations, adoption of the Subarea Plan and amendment to the
Comprehensive Plan and Map, the City Council has reviewed the documents filed for record,
which are on file with the City Clerk.
13. The adoption of this amendment to the Comprehensive Plan and Map is necessary to protect the
health, safety,and welfare of the general public and the environment.
14. The amendment of the Comprehensive Plan and Map and the adoption of the Subarea Plan is
consistent with SVMC 19.30.010, 020.
Section 2: Amendment to Comprehensive Plan and Map. The City of Spokane Valley Comprehensive
Plan and Map is herby amended in the manner set forth in Exhibit A, attached hereto and by the reference
incorporated herein.
Ordinance 09-022 Page 16 of 17
Section 3: Severability. If any section, sentence,clause or phrase of this Ordinance should be held to be
invalid or unconstitutional by a court of competent jurisdiction, such invalidity or constitutionality shall
not affect the validity or constitutionality of any other section,clause or phrase of this Ordinance.
Section 4: Effective date. This Ordinance shall be in full force and effect on the 1' day of October,
2009.
Passed by the City Council this 15th day of September, 2009.
ATTEST: /'" �V
'chard Munson,Mayor
istine Bainbridge, City Clerk
Approved As To Form:
1 I
Office of Ole City Atto y
Date of Publication: September 25, 2009
Effective Date: October 1,2009
Ordinance 09-022 Page 17 of 17
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
BOOK I: COMMUNITY INTENT
This Subarea Plan establishes a planning and design framework to restore the vitality, functionality, and beauty of
the Sprague and Appleway Corridors in accordance with the forces of the free market and the community's vision
for its central spine. This first Book of the Subarea Plan sets forth what the community aspires to achieve and
describes the physical outcomes that the Plan is intended to orchestrate as new investment creates change. This
section also outlines the means by which the community intends to support and promote the realization of the vision
of the future Sprague-Appleway Corridor. Finally, Book I is intended to provide guidance for actions not
specifically covered by the development regulations or City actions in the subsequent sections of this Subarea Plan.
1.1. THE EVOLUTION OF THE SPRAGUE AVENUE CORRIDOR
Sprague Avenue has been the region's primary east-west transportation and commercial corridor for over a century.
By 1908 there was already a rail line along the roadway connecting Downtown Spokane with Liberty Lake and
Coeur d'Alene, Idaho. The right-of-way was a segment of US Route 10, initially an unpaved pathway that may
have extended from Seattle to Minneapolis by the end of the 1920s. At least one very large celebration was held
locally in honor of its paving in the 1930s. During World War II Sprague Avenue (then called Appleway) was a
segment of the sole connecting corridor between the Spokane region and the Pacific Northwest. When the explosion
of post-war suburban development began all over the nation in the 1950's, Sprague Avenue became the central
transportation and commercial arterial connecting the region's growing suburban communities with the City of
Spokane. It was lined with shops,restaurants and tourist motels. At the center of what is now Spokane Valley,the
first mall was constructed at University Village, anchoring what was then the central commercial spine serving the
growing suburban communities of metropolitan Spokane.
The shift of some commuter traffic away from Sprague Avenue began with the construction of Interstate 90 in the
early 1960s. But the corridor remained the primary suburban commercial destination, as evidenced by the easy
absorption of the land freed up along the northern frontage when the railroad right-of-way was relinquished in the
mid-1970s. As part of that controversial relinquishment process, Sprague Avenue was widened from four to seven
lanes, which resulted in faster automobile traffic and reduced pedestrian comfort. But commercial strip
development patterns were dominant nationwide, and property values were probably at their most stable for
commercial development along the corridor up through the 1970s. (This development pattern was severely
exacerbated by accelerated depreciation income tax which created a tremendous indirect government subsidy for
low cost construction along suburban commercial arterials resulting in the overbuilding of low value commercial
structures all out of proportion with real market demand—a primary cause of the severity of today's disinvestment.)
The disinvestment along segments of Sprague Avenue that is currently so visible has its earliest roots in the
nationwide trend of the shopping industry away from pure"strip' or"ribbon"development in favor of increasingly
• large anchored shopping centers located at major crossroads. In the 1980s and 90s, newer shopping centers
anchored by increasingly large supermarkets and general merchandisers were opened primarily on or near strategic
corner locations, draining investment away from the smaller properties in between. But by far the greatest shock to
the business community along Sprague Avenue was the construction of the Spokane Valley Mall at the I-90
interchange in 1997,and the ongoing gravitation of new and larger retail anchors and shops of all kinds to that new
regional shopping destination.
So the double-punch of the shift of traffic to grade-separated interstates and the corresponding development of the
freeway interchanges corresponds with the accelerating concentration of retail investment in larger agglomerations
at major crossroads of freeways and primary arterial intersections. This tectonic shift of customers and investment
patterns has drained customers and investment away from the properties located in between those crossroads along
the older suburban highway, resulting in a vast curtailment of property reinvestment and today's preponderance of
under-maintained structures and low rent-paying ventures on what are now disadvantageously located properties.
• The resulting disinvestment and shabby visual character is the direct cause of this study and the reason that the
leaders of the new City of Spokane Valley have established this Plan to re-center the community along its central
spine, dramatically upgrade the thoroughfare, and reposition corridor properties to capture value in the
contemporary marketplace.
Book I—Community Intent Page 7 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
1.2. INTENT
It is the intention of the Spokane Valley community and the purpose of this Plan to intervene in the evolution of this
Corridor,to stem the forces of disinvestment and put in place a framework to restore the primacy,vitality and beauty
of this,the City's central spine. More specifically,it is the community's intention to:
1) Transform the visual character of Sprague Avenue.
Create a planning framework that instigates the delivery of attractive buildings, site improvements and signage,
and begin the implementation of streetscape improvements that will make Sprague Avenue the most attractive
wide road in the region.
2) Re-position disinvested corridor properties to capture value in the contemporary marketplace.
The market and financial conditions that supported commercial strip development are no longer in place.
Establish a plan framework founded on updated market fundamentals. More specifically, support existing
• properties that have managed to remain valuable, most of which are located on large sites at prominent
crossroad locations, while establishing a planning framework to re-position disinvested corridor properties
along Sprague Avenue and Appleway Boulevard. Also, establish a planning framework to position new
corridor properties along planned new portions of Appleway Boulevard to capture value in the contemporary
marketplace.
3) Instigate the construction of the first City Center for the new City of Spokane Valley.
• Spokane Valley was incorporated in 2003, and does not contain an existing or historic downtown district. The
Spokane Valley community intends to see to it that a new City Center is constructed. A City Center is defined,
in this context to mean a compact and synergistic cluster of activity-generating shops, services and eateries
sharing a walkable-scaled district core with civic buildings, urban style homes and workplaces, all organized
around public space and pedestrian-oriented street environments.
4) Increase the vehicular capacity of the Sprague-Appleway transportation corridor.
The Sprague-Appleway Corridor does not currently have sufficient capacity to meet the needs of planned future
city®ional growth.Increase the vehicular capacity of the Sprague-Appleway Corridor to meet the needs of
the vision for the revitalized corridor,city growth and regional commute traffic.
• 5) Substantially enhance the development potential and value of the properties currently lining the
undeveloped Appleway right-of-way.
6) Support the continued growth and success of Auto Row as the region's premier destination for Auto
Sales.
7) Balance mobility and access,vehicular and pedestrian functionality along the Corridor.
Coordinate public and private investments to insure that sufficient vehicular capacity is provided along with
sufficient accessibility for corridor-fronting development,and that the needs of the automobile are met within a
context of pedestrian comfort. Define a framework for the implementation of street improvements geared to the
requirements of enfronting development for each segment of the Corridor.
8) Incorporate transit planning into the vision for the Corridor.
Establish a planning framework in which envisioned private development,planned public street improvements,
and future regional transit infrastructure are integrated and mutually supporting.
9) Create a framework for sustainable development.
Incorporate principles and guidelines for sustainable development to guide decision-making so that future
• actions further the City's dedication to meeting the needs of the present without compromising the ability of
future generations to meet their own needs, and to preserving the natural environment that the community
values highly.
Book I—Community Intent Page 8 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
10) Establish a planning framework that builds on and reflects the unique character of the City and Region.
Establish a clear framework to guide the design of new and renovated buildings, landscaping and signage so
that every built piece contributes to the expression of the distinctive character of Spokane Valley and of the
unique architectural and landscape heritage of the Spokane Metropolitan region_
1.3. STARTING POINT: EXISTING CONDITIONS
The condition of the Corridor at the inception of this Subarea Plan is detailed in Appendix A. 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 existing conditions recorded herein to monitor the Plan's
success and the degree to which it remains sufficiently current.
1.4. THE ENVISIONED FUTURE CORRIDORS
P IG. 1 . i .URISAN DESIGN CONCEPT: PATTERN OP CENTER • AND SEGMENTS
• ,,,, 1. city Center- Mixed Use Mistrlapd.
teem Neighborhood: I Avenue:
-- Aven�us. f 1 1 1 ,I ;-t, A,_ I r.� r --,MI
‘ { r't r__i '? r-.S t— 1
Gateway r- ►--i -1- - f-----1 1-4 ,.L L J t~_I
Commercial a
Residential--d
Cater-Corti 8oulcvard: ,4,t A i
The Sprague and Appleway Corridors are composed of one thousand, one hundred and eighteen individual privately
held properties and over ten miles of public rights-of-way that are under the ownership and control of a variety of
public agencies. The overarching purpose of the Subarea Plan is to orchestrate individual public and private
investments to produce greater value than any separate project could ever achieve by providing a common purpose
that all investors can rely upon,contribute to,and derive value from. This section describes the common purpose to
which all investments shall be directed: the realization of a vision of the future that is sufficiently specific to provide
a common purpose,yet loose enough to respond to opportunities and changes in the marketplace that will inevitably
arise.
From Commercial Strip to a Pattern of Centers and Segments:
During the period of time in which development is guided by this Subarea Plan, the Sprague Avenue Corridor will
begin its transformation from commercial strip to a pattern of Centers and Segments(see Figure 1.1). Whereas the
commercial strip is undifferentiated—a linear pattern of exclusively commercial buildings,typically one-story(with
very few notable exceptions), surface parking lots, and pole signs, — the future corridor will be increasingly
characterized by emerging structural differentiation: there will be clusters of shops, activity, mix, and intensity -
Centers, and there will be longer linear portions distinguished by cohesive building types, frontage landscaping, and
dominant uses — Segments. Whereas the commercial strip caters to a narrow segment of market demand (the
demand for commercial goods and services), the emerging Centers and Segments will have differentiated market
focus. Neighborhood Centers will specialize in serving the needs of neighborhoods within a short drive; the City
Center will offer community services as well as commercial goods and services that cater to the entire City in a
lively pedestrian friendly environment; Appleway Boulevard will ultimately be lined primarily with large residential
buildings facing a landscaped boulevard; the Gateway Commercial Segment of Sprague Avenue will continue to
enhance its position as a regional Auto Row, and the Mixed Use Avenue Segments of Sprague will focus on a
synergistic mix of workplace,commercial and high density residential uses.
The implementation of this Subarea Plan is intended to begin this transformation from the linear commercial strip
that has fallen out of favor with market trends to a pattern of centers, boulevard and avenue segments more in
keeping with contemporary consumer and investor preferences. The particular characteristics envisioned for each of
the Centers and Segments that will characterize the revitalized Corridors are as follows:
Book I—Community Intent Page 9 of 199
Sprague and Appleway Corridors Subarea Plan
• Adopted June 16,2009
1) The City Center
What is now the new City of Spokane Valley was long a collection of undifferentiated suburban developments
anchored by their relationship to the urban center of downtown Spokane and to recognizable features of the
beautiful natural terrain of the Spokane Valley. It is the dream and intention of this community to complete the
formation of their City by establishing its Center. The City Center will provide the community with its
symbolic, social, and geographic heart. The City Center will be, more than anywhere else in Spokane Valley,
the place that tells you where you are,that you are in much more than a City defined only by legal jurisdictional
boundaries. The City Center will provide the community with the center of its civic and social life. Citizens
will be drawn to their center by shops, cafes, restaurants, community services, and by the offering of
comfortable public streets and plaza spaces to linger in when the weather is fine. And the busy streets and
public places will be presided over by the first City Hall built to house the government of the new City.
The new City Center will be the antithesis of the linear strip: development in the City Center will not sprawl
outward, low to the ground, it will be compact and clustered; it will not be only one type of land use, but a
mixture of uses and destinations —retail, entertainment, civic, residential, and ultimately places of work and
lodging will be found there. The shopping core will center on a main street with curbside parking and slow
moving traffic reminiscent of historic downtown districts, but featuring contemporary businesses and
accommodating the parking and services that they require. The Civic Center will preside over the City's main
outdoor gathering space and its vista will be the iconic image that stands for Spokane Valley.
The City Center will be built in the vicinity of the region's first shopping mall — a prominent location for
successful retail anchors lying at a major community crossroads and close to the precise geographic center of
the City. Its main entrance and its most visible frontage will occupy the very central point along Sprague
Avenue,the City and region's primary arterial. The Sprague Avenue frontage will provide the new district with
the unmistakable identity of the City's most urban and lively district,offering a hint to passing travelers of what
is available inside the district(Fig.1.9.).
People living in the City Center will be those who value convenience,enjoy being"where the action is"and like
to walk. The City Center will provide businesses with a prominent address while offering workers and
customers nearby places to lunch, shop, see and be seen. More than anything else, the district will attract
people with its lively pedestrian activity and comfortable environment for walking and lingering, featuring a
generous assortment of sitting places, warmly lit sidewalks and attractive window displays. Walking and
bicycling will be made easy by the district's mixture of uses, concentrated development pattern, and its fine-
grained network of streets shared by vehicles and pedestrians alike (Fig.1.2.). Along these streets, offices,
housing, and lodging will easily mix in attractive buildings built right up to the sidewalk, forming a consistent
"street wall"that creates the feeling of an outdoor living room(Fig.1.3.).
Book I—Community Intent Page 10 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
. •
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Fig.1.2.An example of a City Center district featuring a fine grained network of streets and blocks
it - _-- - - : -, --. r7 ----^----- - . .7,..,77.''!"......- --•
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Fig.1.3. The shopping core will center on a main street with curbside parking and slow moving traffic
reminiscent of historic downtown districts
Book I—Community Intent Page 11 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
a) The City Center-Core
Near term development activity will take advantage of the large areas of vacant and underutilized land
around the University Rd. intersection to plant the seeds that will grow into City Center's entertainment,
shopping, and dining core. Larger retail establishments will anchor new boutique retail, restaurants with
outdoor dining, and entertainment uses in mixed use buildings featuring continuous ground floor shop
fronts. Shop windows and doors will adorn buildings with a high level of finish and detail (Fig.1.4.).
Above these shops, residents, workers, and visitors will enjoy the excitement and convenience of the
entertainment environment below while the soft, yellow light coming from their windows will add to the
atmosphere (Fig.1.5.). The narrow streets, lined with street trees and decorative furnishings, will offer
convenient parking spaces at the curb,with more spaces tucked behind buildings in lots and structures.
The backbone of the City Center Core will be a new "Main Street," featuring continuous ground level
shops, cafes, and small restaurants built close to the sidewalk that enhance the street's appeal for walking
(Fig.1.6.). New public open spaces will provide ample opportunity for people to gather, relax, and
experience the hustle and bustle of City Center life (Fig.l.7.). Buildings such as a City Hall and Public
Library — terminating prominent views and presiding over civic spaces - will add to the long list of
amenities that the Spokane Valley community will enjoy far into the future (Fig.1.8.). Landmark features
will celebrate the City Center and make the core highly visible and easy to reach from both Sprague
Avenue and Appleway Boulevard(Fig.1.7.).
0 ,r0111
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Fig.1.5 Mixed use buildings are the fundamental
building blocks of the envisioned City Center.
Book I—Community Intent Page 12 of 199
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_ , . ' I ' 1 . ." — ' t Fig.1.6. An example of the type of City Center core envisioned by the community
[ —.
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Fig 1.7. The civic center will preside over the City's
main outdoor gathering space _
Fig 1.8. The new City Hall will provide the district
with a memorable civic icon
Book I—Community Intent Page 13 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
b) The City Center—Sprague Avenue
The character of Sprague Avenue within the City Center will create a notably unique atmosphere that
distinguishes this portion of Sprague Avenue as obviously different from other portions of the Corridor.
Streetscape improvements will feature a unique parallel access lane on the south side of the street with slow
moving traffic and amenities that buffer the sidewalk from the fast-moving center of Sprague. Pedestrians
will be able to stroll, eat outdoors when the weather is nice, and window shop. This main street-like
environment along Sprague will also create a comfortable pedestrian zone for upper stories of housing;
lodging and/or offices that will help make the City Center successful.
c) The City Center-Neighborhood
The urban neighborhood surrounding and supporting the City Center will be a City neighborhood with a
difference. The City's widest range of housing types, the greatest mixture of homes, offices,and lodging,
will begin to concentrate within walking distance of the City Center Core's theaters, shops, restaurants,
cafes, nightlife, and amenities. Building off of the existing STA Plaza and potential future transit lines
along Appleway Boulevard, the residents of the City Center will be served by the City's most extensive
concentration of transit facilities(Fig.l.10.).
This neighborhood will consist of artfully designed buildings built closer to the sidewalk featuring grand
scale entrances, facades with richly detailed windows and doorways, building forecourts, terraced urban
gardens, front stoops, and bay windows. This variety of buildings and entrances will add interest and
activity to the sidewalk(Fig.1.11.).
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Fig 1.9 Streetscape Improvement along Sprague Avenue will feature a unique parallel Access lane.
Book I—Community Intent Page 14 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
.
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Fig 1.10. The existing STA Plaza:A foundation -_ - - t• _- . ' '�
for future transit facilities in the City Center
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Fig 1.11. The City center neighborhood will
feature a mixture of urban building types
2) Neighborhood Centers
An even distribution of supermarkets and neighborhood serving convenience uses currently punctuate the
corridor at major intersections along Sprague Avenue. As the corridor transitions, development in these
neighborhood centers will introduce mixed-use buildings and line grocery anchors with shops that will be
located closer to the sidewalk(Fig.1.12.). New mixed-use development in these locations will be larger scale
with parking lots that are screened from nearby housing in order to ensure compatibility with adjacent
development (Fig.1.13.). A combination of new intill development and streetscape improvements with wide
sidewalks and on-street parking will provide nearby residents with a safe and convenient pedestrian
environment(Fig.1.14.). In contrast to the unique, entertainment oriented City Center, Neighborhood Centers
and their services will continue to be distributed throughout the Plan Area. These centers, with their close
proximity to surrounding neighborhoods,will supply nearby residents with all their daily needs(Fig.1.15.).
Book I—Community Intent Page 15 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
Fig. 1.12 Neighborhood serving
Retail close to the sidewalk
.- -4
, . _ . 14 .
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e
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Fig 1.14. A pedestrian oriented neighborhood
Fig 1.13. Neighborhood serving retail shopfronts center sidewalk environment
in a mixed use building
Oty jgSIS=IT ,_— �j Nei41'tbenc�cd
-� f---r-F-4---1- Caters:
_ y
-_��.. cur ; 1 __ j r-j. .1-3-4
Fig 1.15. The envisioned pattern of centers along the corridor - }
Book I—Community Intent Page 16 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
3) Sprague Avenue-Between the Centers
a) Mixed Use Avenue Segments
W-1:-
In between centers,new investment will t
gradually replace older strip
commercial development along Sprague
Avenue. Step-by-step, the corridor will
transform, moving toward an
environment where new multi-family _
housing, will mix compatibly with
commercial, office, and lodging
neighbors (Fig.1.16.-1.l 8.). This
transformation will be supported by
streetscape improvements. Sprague
Avenue will be narrowed and improved
to convert the existing fast, wide road
J
into a green, tree lined avenue that is - - -
appropriate for large scale residential
buildings(Fig.1.19.). Development will
orient toward the street with design
detail that matches the scale of a wide
road and a prominent Sprague Avenue
address. The streetscape improvements
will also allow pedestrians to enjoy
sidewalks buffered from moving traffic
by street trees within planting strips,
decorative boulevard-scale lights, and
landscaping. These features will
combine to project the community's
rte— ,♦
desired image for these mixed-use i
avenue segments. . 1� 4 I _ •
•'-,�
New investment on large properties ' .:1 ~� III ••
along Sprague Avenue will help '' '- .
establish an expanded medium sized J"=-�- - �- -• _-_ +
block and street network in between
Sprague Avenue and Appleway
Boulevard. These new streets and
blocks will allow portions of deep
parcels that currently have limited .
access to infill a mix of office and
medium density housing that will create --
a transition from Sprague's mixed use - ' �•�
environment to the housing along 11
Appleway Boulevard and beyond 1__,: L .' !. ,.t-- 1-3- -_` a
r ! 1 _I I•
*t
ri s • 5�
Fig 1.16. Examples of compatible office,medium box
commercial and residential buildings
Book I—Community Intent Page 17 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
t-r-- =T= l 4
• an -_ : -1.-.r,-.7........ ........z....-±44 -tt- r•in .1_ I 11_ :se."
r+.
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9
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cc= E.-E:•CP'-'' ''-'''-7).el. INK! ---,-j i -;-.. = : -; ---- 4. ..-.. 1 :: ilk-
+,....•..lc -Wit
Fig 1.17. The envisioned mix of office, medium box commercial and
housing along Sprague
Parking , % I .
�,,` (
Behind .e• -t- '.`r n...4 t
rte -� .'�. ft
4sY',. ` jt,
t - \t vi.fit `�-..•
• j`- t ,- Residential•
' ... ,r 55- ems"•-",.-.. .S• , v.., I te,Fig 1.18. A compatible mix of uses �,. --A Aiedinm Box
�°it --
4/
t, • - Office
s'-* r'''te.- .3 P
-S
- i ' Frontage
Requirements
- .•ti
.
i. , .?:•,* •y- •'1
t; '
O±fia i
Mom Fig 1.19. Envisioned frontage
' improvements support Sprague Avenue's
ii Iris. �— ► transformation
Book I—Community Intent Page 18 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
• 1111.114.4, 47,3rES' __ �_ _ N e►. i
•
♦ � : s .-+rte � -
fir
• 11,18 -
•
• ••4••.••••••, .4- _ ... t s s °' 1 mot. 4!a,=
•
.-_1 lam. r _,• _
Fig 1.20. Envisioned development along Sprague transitions to new Appleway Boulevard housing
b) Gateway Commercial Avenue
The community intends to maintain the specialty segment between 1-90 and the railroad overpass as the
region's premier destination for automobile sales. The Gateway Commercial Avenue will be a"themed"
stretch of Sprague Avenue, home to a busy cluster of vehicle dealers and supporting services (Fig.1.21.).
In this District, Sprague Avenue will provide easy access and on-street parking to all dealers and other
businesses in the district. A unique streetscape design with special treatments will include architectural
vehicle display spaces that reinforce the district's generally auto oriented character. Sprague Avenue's new
streetscape improvements, with modern boulevard-scale streetlights, will be complemented by well
designed signs advertising the District's brands and services.
Interspersed with the automobile dealers, compatible uses such as "medium box" commercial sales and
services will line Sprague Avenue, taking advantage of the District's clear identity and proximity to I-90
(Fig.1.22.).
Gateway features and coordinated signage will announce a revitalized Sprague Avenue and the new City
Center to passing motorists on 1-90.
c) Gateway Commercial Centers
At select intersections,the Gateway Commercial Avenue will be punctuated by clusters restaurants and/or
entertainment. In these centers, destination uses will support district retailers by providing an opportunity
for Gateway Commercial related entertainment and recreational gatherings. In these Centers, shopfronts
with display windows and welcoming entrances will sit closer to the sidewalk than along the Gateway
Avenue segments (Fig.1.23.). By taking advantage of the unique streetscape environment with on-street
parking, landscaping, and Boulevard Scale streetlights, buildings will be able to be designed to help
promote the pedestrian activity appropriate to the restaurant and entertainment uses within the centers.
Book I—Community Intent Page 19 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
}
V... - 4
r}sj: , � ' sly * ; ( �..44r''• . "
.- 1 • , . r„-- wry.. . 6
.�-, 1 � t •' ," "mot_ '
JJ� fr t41 __ -- ,. t ' .'f
��' * t _ +
1,'";- -'. j h .,
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'/ ! i
Fig 1.21. A"themed"auto sales cluster
Fig 1.22. Envisioned development along the gateway commercial avenue
,t .� y,
•i -
- WM&
i 1 .11116
Kir"' t
Book I—Community Intent Page 20 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
•
* - --0, ; -:--. - -
ri0► r
s
- II f • __ -
. . - it...4.417r
1 ,tom -
• R._
s -
Fig 1.23. Envisioned development within the gateway commercial centers
Book I—Community Intent Page 21 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
4) Appleway—The Community Boulevard
The undeveloped Appleway right-of-way provides an immense opportunity to improve the Sprague-Appleway
corridor and the City as a whole. Appleway Boulevard will be extended East of University Road, creating a
lush, pedestrian friendly environment. This new "Grand Boulevard", with continuous planting strips along the
sidewalk featuring street trees,decorative lighting,and pedestrian amenities will provide the perfect opportunity
for previously undevelopable deep parcels to build new grand scale housing and sensitively designed
residentially compatible office buildings (Fig.1.24). This new housing corridor will help transition between
Sprague Mixed Use Avenue development and the single family residential neighborhoods South of Appleway
(Fig.1.25.).
As it passes through the City Center, Appleway Boulevard will build upon the rest of the corridor's Grand
Boulevard character with attached housing that takes on a more urban character along the City Center's tree
lined streetscape. This housing will be complemented well by similarly-scaled office buildings in the City
Center(Fig.1.2.).
Down the Center of this Community Boulevard, a wide, landscaped central parkway median with large, leafy
trees accommodates multi-use pathways for biking or strolling (Fig.1.26.). This prominent open space is also
located to maintain the potential to accommodate a future transit line. The transit line will take advantage of the
existing bus transit center to provide easy access to the City Center to Spokane valley residents, workers, and
visitors, from throughout the City and the region while further increasing the development potential of
Appleway as a mixed-office/residential boulevard.
.4: i �='r i,Iv
II
. 46116!'"6"1
. L ,. ... _'7
...iismi Likiii.......
2 _ailw,
ma 1.4..trtr7 -14 ".= '... •ii
Ili 1 j ili ii 4------ -,..,..-. -ji,
. . = 11 _,
.#:_ii,.___ .,, -i
.%- ; y -
rjL......,. ........ _...., _ ...,--
Fig 1.24. Envisioned new"boulevard"housing or office
Book I—Community Intent Page 22 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
N • t .� .w w w w w .i i �i .Ir .�w
f ww»w ++ s F ww
1:',4111
•
rT-1
.■*1 .r� _ yam A .♦ [ «I ♦.
'r��••a��.aa.��.7�JS',•J�JJ- sI.J3!r : �
1 • 4'
_
Ark i
•
Fig 1.25. Illustration depicting the envisioned future housing corridor in between Sprague Avenue and the
neighborhoods south of Appleway Boulevard
Jr� �.
•
.- r.
• r
-y.
- `s
i 1
Fig 1.26. The character of a wide,landscaped central parkway with a multi-use pathway
1.5. CORRIDOR REVITALIZATION STRATEGY
The image of the Corridors that exists at the time of Plan adoption (see Starting Point: Existing Conditions section
and the corresponding Appendix) contrasts vividly with the image of the Corridors portrayed in the Envisioned
Future Corridor section that immediately preceded this one. To revitalize the Corridors in keeping with this vision,
the City leadership intends to promote and guide new investment and change by employing municipal policies and
resources strategically. Keeping in mind that strategy must always remain sufficiently nimble to respond to
unexpected opportunities and to make best use of resources as they come available,the strategic action priorities that
the City leadership intends to pursue are the following:
1) Place highest priority on the realization of the community's dream of a City Center.
a) Move swiftly
To leverage current investor preferences for City Center development projects and to take advantage of the
region's lack of urban center projects to date,move as swiftly as possible to instigate the development of at
least a substantial first phase City Center Core that contains a sufficient critical mass of shops, restaurants,
Book I—Community Intent Page 23 of 199
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
civic buildings, public space and ambiance to begin functioning as a primary destination for the larger
community.
b) Public-private partnership
Leverage City investments in civic buildings, public spaces and street improvements to stimulate the
development of the first portion of the City Center.
r
c) City Center must come first
The successful delivery of a City Center for the City of Spokane Valley will create not only a district that
functions as the Heart of the Community, but it will provide a substantial armature for beneficial change
that will radiate out in ever-increasing rings from the Center. Therefore,notwithstanding the various needs
clamoring for attention along the Corridors, place highest priority on actions and expenditures that
stimulate and support investment in and delivery of a City Center district in the selected location.
d) Flexible entitlements
Provide a policy framework specific enough to insure that new investment adheres to the fundamental
principles of the formation of lively pedestrian oriented city centers, but flexible enough to respond to
changing opportunities. More specifically,provide a policy framework that accommodates both all-at-once
City Center development as well as incremental development; and provide a policy framework that can
accommodate the development of a City Center Core on either side of University Road,or on both sides of
University Road.
2) Provide a Policy Framework that accommodates the market's preference for retail concentrations at
major crossroads,while building on the patterns of value already in place.
a) Realign development policy with contemporary shopping industry investment preferences
The commercial strip pattern of retail development has fallen out of favor. While supporting successful
existing retail ventures along the corridor,provide policy support and encouragement for the transition to
the pattern of larger anchored centers at major crossroads that is favored by contemporary customers and
investors.
b) Refocus retail development over time to foster a mutually supportive hierarchy of retail-driven centers and
mixed use segments
Transition from miles of"anything goes retail"to a pattern that clusters mutually supportive types of retail
in centers or segments with differentiated market focus. Use land use Sr.development policies to focus city
center retail types in the selected location for that special district; focus neighborhood center retail at the
designated crossroad locations;cluster auto-row serving retail and services in convenient clusters,and limit
retail in between crossroad-located centers to non-competing retail types that thrive on visibility and that
make less sense in pedestrian-oriented districts.
c) Support value already in place
In keeping with this notion, support the presence of strong anchored neighborhood centers already located
at strategic crossroad locations by limiting the tendency of such developments to overbuild. At the same
time, recognize that some assets are in place that do not conform to a pure model of clustered retail:
between the neighborhood centers,build on the multiplicity and range of medium-box commercial ventures
along Sprague Avenue with supportive development policy and street improvements.
•
3) Reverse creeping disinvestment by identifying the long term `highest and best uses"for the Corridor as a
whole.
a) Widen the range of investment types
To reposition properties no longer advantageously positioned for retail development, implement policy
changes and capital improvements to widen the range of potential investment types permitted, and to
provide an environment more suitable for a mixture of uses,including housing.
b) Replace entitlements for retail types suited to city center and neighborhood center clusters with residential
entitlements
Book I—Community Intent Page 24 of 199
Sprague and Appleway Corridors Subarea Plan
3 Adopted June 16,2009
' Economic analysis of property values revealed that with the exception of properties located at primary
crossroad locations, the potential value of properties for residential development has caught up with their
potential for retail development. Further investigations concluded that physical improvements to the
corridor would likely result in residential development in long segments exceeding the value for retail
development. Finally, given the vast reduction in real demand for rent-generating retail in the long
segments,residential uses would increase the likelihood'Arent generation in those locations.
4) Implement phased transportation design and streetscape improvements to enhance mobility and access
for motorists, bicyclists and pedestrians in keeping with City and regional growth, while simultaneously
supporting the land use and development pattern necessary to the upgrading of properties as envisioned
by the Subarea Plan.
a) Implement a cohesive plan for private property development and public right-of-way design
Integrate transportation planning and development planning so that capital improvements combine with
private development lining a public thoroughfare that forms one seamless and functional part of the City.
b) Accommodate movement,access and civic beauty
fi
Integrate circulation improvements, streetscape design and transit planning. Establish a Plan Framework
that avoids the discredited approach of designing circulation improvements as separate from the design of
the pedestrian realm and elements for civic beauty. Consider long term transit planning in the development
of both the extensions and improvements of Appleway Boulevard segments.
5) Give Appleway its own identity and market focus.
Avoid allowing the continued development of Appleway as "the back of the development along Sprague."
Accommodate strong demand for attached single family housing types such as duplexes and townhomes that
cannot be easily accommodated along Sprague Avenue but that make complete sense in the residential context
of the Appleway right-of-way and its environs. Use public improvements combined with Subarea Plan land use
& development policies to organize buildings, site improvements and streetscape design to form a distinctive
residential boulevard that figures prominently in the image of the City.
6) Protect and enhance Auto Row
a) Land Use&Development
Use land use&development policy to promote further clustering of new auto sales and restricting used car
sales to limit the dilution of the specialized Auto Row segment with non auto-sales related uses. Support
the development of complementary destination uses that enhance the convenience and experience of
shopping for automobiles within Auto Row. Use transportation improvements to unlock the potential of
the northern frontage. Emphasize district gateways and introduce shared parking lots to make way-finding
and business access easier for visitors.
b) Visibility&Identity
Strengthen architectural and signage standards to reduce visual clutter and promote a coherent Auto Row
identity. As resources allow, work with dealerships and other Auto Row stakeholders to finance street
improvements that enhance the visibility,visual quality and convenience of Auto Row.
7) Use the Subarea Plan to organize public and private improvements to foster the emergence of integrated
streetscape & development compositions along all Sprague and Appleway segments that flatter the
community and capture value for property owners.
a) Employ"form-based"development regulations
Establish development regulations that are composed to achieve the envisioned physical form—the pattern
of Centers and Segments described in earlier sections — for the Corridors. Rather than using policy to
separate land uses,focus development regulations on physical specifications that permit a more harmonious
mixture of uses on neighboring properties and that foster the creation of a more attractive public realm and
City identity.
Book I—Community Intent Page 25 of 199
•
Sprague and Appleway Corridors Subarea Plan
Adopted June 16,2009
b) Use street design to stimulate and support desired forms of investment
As resources become available,invest strategically in the beautification of Sprague Avenue and Appleway
Boulevard. Target design improvements to the particular needs of the specific Centers and Segments that
they enfront.
8) Provide a streamlined project approval process.
Provide clear, detailed and appropriately flexible development regulations. Streamline the development
application review and approval process. Provide investors with complete and detailed specifications for new
development required for City approval.
•
•
Book I—Community Intent Page 26 of 199
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