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Ordinance 09-021 Adopting Sprague/Appleway Subarea Plan New Zoning District Boundaries CITY OF SPOKANE VALLEY SPOKANE COUNTY,WASHINGTON ORDINANCE NO. 09-021 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY, WASHINGTON, ADOPTING THE SPOKANE VALLEY SPRAGUE APPLEWAY CORRIDOR SUBAREA PLAN, AMENDING ORDINANCE 09-012 AND AMENDING ORDINANCE 07-015 AND AMENDING SPOKANE VALLEY MUNICIPAL CODE (SVMC) 19.110, AND 19.20.020, AND ESTABLISHING NEW ZONING DISTRICT BOUNDARIES. 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 09-022 Amending Comprehensive Plan Text and 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 and Appleway Corridors Subarea Plan, hereinafter"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 Subarea Plan on June 10,2008;and Whereas, the 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 19,2009; and Ordinance 09-021 Page 1 of 15 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 their recommended changes to the Spokane Valley City Council 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 Ordinance 09-012 on May 26, 2009, and allowed additional public comment;and Whereas, the City Council held a second reading on Ordinance 09-012 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 sixty(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, amendments to the Comprehensive Plan 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. NOW,THEREFORE,the City Council of the City of Spokane Valley ordains as follows: Section 1: Adoption of Findings of Fact. The City Council of the City of Spokane Valley finds that all Growth Management Act(GMA)and other statutory prerequisites for the adoption of the City of Spokane Valley's amendment to the Uniform Development Code 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. Ordinance 09-021 Page 2 of 15 2. Consistency with GMA Goals: The Amendment to the Uniform Development Code adopting the Subarea Plan attached hereto is consistent with the Planning Goals set forth in RCW 36.70A.020. 3. The Washington State Growth Management Act, specifically RCW 36.70A.080, authorizes the preparation of Subarea Plans. 4. This amendment to the Uniform Development Code adopting the Subarea Plan 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 Uniform Development Code adopting the Subarea Plan 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. 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. Ordinance 09-021 Page 3 of 15 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 park, 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 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 Ordinance 09-021 Page 4 of 15 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. 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 many 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 a • security of higher ego density living. There is a mutually supportive relationship between y ..;/;. higher density residential uses and '°y '" '-'' -'s' commercial and retail activities. The presence of housing the core area also activates the streets in the city center, day and night. Ordinance 09-021 Page 5 of 15 4. Concentrating growth in a specific area also supports ``''+. investment in public infrastructure including the regional HCT system. T - Existing low density c • c-ut 7Q a la development does not generate sufficient levels of • demand to optimize the E. an 11111 rPia return on investment in ; .t. transit. Promoting higher - == . ,,•�- density uses within walking �Trl$ distance of transit facilities z will improve the viability' of , tai fm• 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 he 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 landscaping. Other civic amenities or buildings including city hall or a performing arts center could be grouped around the core area square or park. The City,currently'holds an annual Christmas Tree Lighting Ceremony in the area designated as the City Center. Additional such events throughout the year will enhance the feeling of community in Spokane Valley. 6. An appropriate street network is a critical component of the City Center. The current network of collector streets and arterials, the disjointed grid, and large block sues contribute to a lack of identity, in the City. The 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 Ordinance 09-021 Page 6 of 15 dependency on the auto. As individual sites are designed and developed to be 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 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; Ordinance 09-021 Page 7 of 15 • 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 plcmned 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. 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 sign/cant 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 L UP-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 Identn,appropriate locations for the Auto Row Overlay designation. Policies Ordinance 09-021 Page 8 of 15 LUP-5.1 Identify 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. 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 Ordinance 09-021 Page 9 of 15 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. 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. Ordinance 09-021 Page 10 of 15 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: •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. Ordinance 09-021 Page 11 of 15 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 identifr 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. 6. This amendment to the Uniform Development Code adopting the Subarea Plan is also consistent with the amendments to the Comprehensive Plan and Map adopted by Ordinance 09-022. 7. 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: CITY OF SPOKANE VALLEY Sprague/Appleway Plan—Public Participation Log 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 Admire 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 Land use in Auto Row p Floor 11/30/2006. Community Workshop Decades Transportation Hands On 12/1/2006 Core Team Meeting Center Place 12/13/2006 Spokane Valley Business Fire District#8 Plan update by Scott Kuhta Association 1/16/2007 Core Team Meeting City Hall,second Community Workshop floor Ordinance 09-021 Page 12 of 15 MEETING TYPE(i.e. DATE city council,planning LOCATION TOPIC commission,etc) 1/16/2007 Community Workshop Decades Circulation Patterns 2/5/2007 WSU Architect Students Corridor discussion 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 CafB Complete recommendation of corridor plan Americana Air in October Rich Munson and Scott Kuhta were both interview 2007 and Comcast Local Edition City Center/SARP for Comcast Local Edition for airing on CNN November 2007 Headline news. City Council special Michael Freedman present possible Master Plan 10/2/2007 meeting City Hall 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 Chamber percy's Café Present Subarea Plan to Chamber members of Commerce 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 plan Workshop 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 Russ 2/19/2008 Planning Commission Council Chambers regarding new SRTC model figures—transportation Meeting and Book III Planning Commission Review of the Subarea plan in preparation for 2/27/2008 Study Session Council Chambers 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 H arin Council Public CenterPlace Public Hearing Ordinance 09-021 Page 13 of 15 MEETING TYPE(i.e. DATE city council,planning LOCATION TOPIC commission,etc) City 8/19/2008 Hearin Council Public CenterPlace Public 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 9123/2008 City Council Council Chambers Deliberations 9130/2008 r 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 12/30/2008 City Council Council Chambers Deliberations 1/6/2009 City Council Council Chambers Deliberations 1/12/2009 City 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 City Count . Council Chambers Deliberations 3/3/2009 City Council Council Chambers Deliberations 3/24/2009 City Council Council Chambers Deliberations 4/28/2009 City Council Public CenterPlace Public Hearing Hearing 515/2009 City Council Council Chambers SARP Discussion 5/19/2009 City Council Council Chambers Deliberations 5/26/2009 City Council Council Chambers Deliberations • 8. 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 23,2008. 9. The amendment to the Uniform Development Code adopting the Subarea Plan is made pursuant to and consistent with the provisions of RCW 36.70A.040 to implement the provisions of the Comprehensive Plan. 10. The City of Spokane Valley has complied with the requirements of RCW 43.21C, 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. c. 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. 11. 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. Ordinance 09-021 Page 14 of 15 12. The adoption of this amendment to the Uniform Development Code adopting the Subarea Plan is necessary to protect the health, safety,and welfare of the general public and the environment. 13. 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 the Uniform Development Code SVMC Chapter 19.110. The Uniform Development Code, specifically SVMC Chapter 19.110 is hereby amended as follows: SPECIAL OVERLAY ZONES Sections: 19.110.020 Spokane Valley Sprague and Appleway Corridors Subarea Plan All land use and development applications defined in SVMC 17.80.020 and SVMC 19.10.020 for property contained within the Spokane Valley- Sprague and Appleway Corridors Subarea Plan Area shall be governed by the terms and provisions of that Subarea Plan which is incorporated herein by this reference and attached as Appendix D. This subarea plan shall also supersede development standards set forth in chapter 22.50, Off-Street parking and Loading Standards, 22.60 Outdoor Lighting Standards, 22.70 Fencing, Screening and Landscaping, and 22.110 Sign Regulations except for those regulations that are specifically incorporated by the Subarea Plan. Section 3: The Spokane Valley Sprague and Appleway Corridors Subarea Plan is attached hereto as Exhibit A, and by this reference adopted and incorporated herein and codified as Appendix D to the Uniform Development Code. Section 4: 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 5: Effective date. This Ordinance shall be in full force and effect on October 1,2009. Passed by the City Council this 15th day of September,2009. ATTEST: . Richard Win,Mayor v .L_JcL4_____In..... . 'stine Bainbridge, City Clerk Approved As To Form: i Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1 BOOK II: DEVELOPMENT REGULATIONS 2.0. ORIENTATION Book II contains the Development Regulations that govern all future private development actions in the Spokane Valley - Sprague and Appleway Corridors Subarea Plan Area (Plan Area). These standards and guidelines will be used to evaluate private development projects or improvement plans proposed for properties within the Plan Area. The Development Regulations are presented in the following seven sections: > 2.0 Orientation, > 2.1. District Zones Regulations, > 2.2 Site Development Regulations, > 2.3. Street and Open Space Regulations, > 2.4 Parking Regulations, > 2.5 Architectural Regulations,and ➢ 2.6 Signage Regulations. 2.0.1. APPLICABILITY 1) City Center District Zone. These regulations shall apply to: a) New construction. b) Additions greater than 20%of the building floor area. c) Exterior Improvements ("facelifts") costing more than 20% of the assessed or appraised value of the building and land. Such exterior regulations shall conform to the architectural regulations contained in Section 2.5. 2) All Other District Zones. These regulations shall apply to: a) New construction. b) Exterior Improvements ("facelifts") costing more than 20% of the assessed or appraised value of the building and land. Such exterior improvements shall conform to the architectural regulations contained in Section 2.5. 3) New Construction. New construction is defined as an entirely new structure or the reconstruction, remodel, rehabilitation or expansion of a building costing more than 50% of the assessed or appraised value of the existing structure and land. 4) Existing Buildings and Completed Applications. Nothing contained in this section shall require any change to an existing building or structure for which a building permit has been previously issued or applied for in the Community Development Department,and the application is deemed complete prior to the effective date of this Subarea Plan. 5) OwnershipiTenant Changes. Changes in property ownership or tenants of existing uses shall likewise require no change in any existing building or structure. 6) Limitations on Required Improvements. Where improvements and additions are made to existing buildings, requirements for renovation or enlargements apply only to net new floor area. Improvements and additions to existing buildings that increase non-conformities are not permitted. If regulations to be applied to net new floor area are not specified in this Subarea Plan, then the Community Development Director/Designee shall determine which regulations shall apply. 7) Non-conforming uses shall be regulated by Spokane Valley Municipal Code(SVMC)Title 19.20.060, with the exception that the lawful use of land at the time of passage of this code may be continued unless the use is discontinued or abandoned for a period of 24 consecutive months. 8) Development regulations established in this Plan are specified as either Standards or Guidelines. Book II 2.0 Orientation Page 27 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 Standards address those aspects of development that are essential to achieve the goals of the Subarea Plan. They include specifications for site development and building design,such as permitted land uses,building height and setbacks.Conformance with standards is mandatory. Such provisions are indicated by use of the words"shall","must",or"is/is not permitted." Guidelines provide guidance for new development in terms of aesthetics and other considerations such as district character or design details. They're intended'to direct building and site design in a way that results in the continuity of the valued character of the City of Spokane Valley. Whereas conformance with the Standards is mandatory, conformance with the Guidelines is recommended. Provisions that fall into this category are indicated by the use of words "should," "may" or"are encouraged to." In various cases, the Guidelines provide a choice of treatments that will achieve the desired effect. 2.0.2. HOW TO OBTAIN PROJECT APPROVAL 1) Purpose These administrative procedures have two major purposes: i) To ensure that development in the Plan Area conforms to the Plan's regulations. ii) To ensure that the City's review is as expedited as possible while remaining legal and proper. 2) Conformity with the Plan • Each application will be reviewed by the City for conformity with the Subarea Plan. Conformity has two components: i) Standards. Compliance with the Standards in the Plan is mandatory and the City may not approve a project that fails to comply with the Standards. ii) Guidelines. Conformance to the guidelines is recommended. 3) Project Review Applications for development approvals shall be filed with the Community Development Director/Designee. Applications must meet all items identified in the Plan as"Standards".Applications will be deemed incomplete if they do not conform to the Plan Standards and will be returned to the applicant for revision.Applications that the Community Development Director/Designee has determined to be complete shall be processed consistent with SVMC Titles 17 and 24. 2.0.3. HOW TO USE THE DEVELOPMENT REGULATIONS The Development Regulations in this document are applied to those properties within the Spokane Valley- Sprague and Appleway Corridors Subarea Plan Area as indicated on the Plan Area map(see Fig.i.1 in the Introduction.). 1) The Development Regulations are divided into six sections: 2.1.District Zones Regulations establish a series of District Zones as the basic organizing principle for all • development regulations and set forth standards and guidelines that are specific for each District Zone. 2.2.Site Development Regulations govern permitted and conditionally permitted use categories, minimum and maximum building height,building placement/disposition,and each development's frontage conditions. 2.3.Street and Open Space Regulations set forth minimum requirements for the provision, design, and configuration of new streets and publicly accessible spaces as well as regulations governing landscaping of front,side,and rear yards and other on-site improvements to ensure that new development creates attractive and livable City Center and Corridor environments with amenities for pedestrians. 2.4.Parking Regulations set forth parking type, provision, and design requirements to ensure that the parking provided for new development contributes to each district's envisioned environment. 2.5.Architectural Regulations regulate building massing,composition,and design.They are provided to ensure that new development will reinforce the essential scale and character of each district within the Plan Area. Book II—2.0 Orientation Page 28 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.6.Signage Regulations govern signage types and their location,number and configuration. 2) To review the regulations for new development: See Fig.2.0.3."How to Use the Development Regulations"in addition to the text below for instructions on how to locate and review the Development Regulations that apply to a specific property. a) Identify the property's District Zone - Locate the property in question on the District Zones Map (Fig.2.1.).Note which District Zone(s)the property is in. b) Review District-Specific regulations-Refer to the appropriate District Zones Regulations section in order to review District-Specific regulations for that District Zone(s). These regulations are provided on the District Zones Regulations pages in Sections 2.1.1 — 2.1.6. The District Zones Map & Regulations are intended as a summary and do not encompass all mandatory standards presented throughout the Development Regulations. Reference each applicable section on the pages that follow for definitions and specifications of each regulated element. c) Review regulations common to all properties in the Plan Area- Regulations common to all properties in the Plan Area can be found in all sections of the Development Regulations. d) Regulation compliance-Projects must comply with all standards in order to achieve approval in the developmental review process.Projects are encouraged to adhere to the recommendations presented as guidelines within each section.. FIG . 2 . 0 . 3 . Haw TO USE THE DFV El. 0PMENT R EGULAT1 [3NS BOOK il:DEVELOPMENT REGULATIONS -I 2.4. 2 is is–•RIC 'ZONES SITE o1sY LOrmE�1T ti f IL E ! i 1 ti l l PARKING AB cum ' rl1p l-^. til'U t- RE IONS RECU �r r...: REG1]1.AflO ib REGULATIONS RE ICI J �1 Jf1,, I F.I. mLL mom" 2.2.8.Sins L'•.s_t, Z4.1. 2.5,i. Si-111tT ZONE:I MAP! ORIENTATION STREET SETIIALA rRl f I PARJ1W1 TYI+F t 15Jz.D4 3 �� J!�G• — — 2-2,Z. 2.2-9.Seals 1 4, • locate to peprrty ill FICIL Ry N USE YARD SETRACX mtlew tit riiH y rrvi;u Jl *_ Amin,rim 410.0104#q rr*:iva a!lire D rFct .— - rcaYmt.,.:,rr:1urndurdi ai rtoritoiraiwe fa {°' ' l rcas far ms. •?w.ws Mir atria ilrstify r4 T era ballbrIE rawirks& a•pllraLle DirrrIa Zm,t(i) 22.3. 2-2.10.Et EAFI L&Alai Iry malper4dem grunt $En1 J71.`C4 REiG HT YARD SerT1lhC:11_ t 2.2.4.Re1.'stears~ 2..?E 1. i-:e } 4 II 2.1.1. CITY CIINTe.n ,. Em y,iimins l AI LEY SETBACK 11{I.t Si.m L PARRING StANIIrYITO 2,1.2. 2.2.5.PLTALic' `22.12.FA OCcrA411, 4- 4. 2.5.3.1.I:J`4r,TR 4, NIFX1A#R.i1RJNIOD FRU7-T.ws Cinis.11,r1.416 ftinvaLNc,I. melee•rren spore rs-.yew alrfinirion4 *mina pairing rromirrit CIL*ITR1 - — — ——-- clawlr'r.3, C',e mrfi•S1T1fJ`1 l iran.irv�C airtl Y.irlii.ra 2.1.;. 2.2.6.PRIVATE 22.13.13L'ILI1.TO- 4. 4, 4, fu each Sir Tye 1111£b IJS6 PR11-XTAOIl CORNER. I A4"EnllE• C.A.SL hi 1'1 1 I, 2.43. ,,Silt,lrrigkt end ler:h r I r1'1.t!-i..‘44. P ARNiNQ witaivg it mwym itiati i2.1.4. 2.2.7.FJ ircr `2-x.14.MAXIM-1M r,!.1.!:+-.1 ti NS rn,.leefer. COMMUNITY STREET SETRAM $L'1LDI*IG LENGTH 4r • B Va iO11LCAD. 2.1_5.GATUWAY lir rreirn jsrs+t rid rr.w mi..? N4 2.il4. spur icedrliwra.iwtiaiv AII mire ci L'E1.21.1. 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Din -.1 a.r moos 1 /■l■1■1L1111M11 ■t�Ailisi_ .... t tlhl ■■!!■!� I �■ ��♦ ' f : �,•' 101 um- 1..11.1 _� - 1 .� ■■!11111 �, �� y ��/ �� .1 ■aual ■■■l■■■■■■• =r 111•/ VIII■� !. .: _ ■■■n■■■■11111- u..ui■■ - ■ .s � ■� Ir ��■�■�■ ■ Err,., c' : :■IE: 11111 .1� a■■ll■ullla■1= ■■1111111■■ =�_MI li.i■ •: 11�i■rl■1■■ ■I 1 -�: "es tau we.- ....../...(1 ' 1111'.1 ■■■a■■1111■■■■■.. NI-s■!1 u 11111,-=1■■ul■■■■Ili !L■ '1 .■I=ntl ■u11■1 =1 �,'� az ■■ ■■■sli■■■ 1111■■■, ■■lulu■■ ! _: !1111 , 11,x;■■•■■11■:li■■..111■ _ con 1L; ann.. :_ ■�i>,■ ■■■■a 1111■■■ i■■■■l■■-1,. 1t.. District Zones ■■■■u: p■■■■■a■■uu/■1 � . 'i ■■■■/Ill■■■■'■ ' :Nil en MUM 1 !•■■■■ ■■uur.1 ■l■u■■! .i : '_ ' 11111! .� Uzi �t , 1111 ai1■1■r ■111■■111■il-ii■■ .t■■■ . ■ii■■1■11111` ■.a■ .111 KJall:-1 1111■■■ ■■■■l.4 ■■/a■■a '�= ,tea _ City Center _ Gateway Commercial Centers _ Neighborhood Centers 1 rime ■11.11■■=■■■ll ■q r■■z _i*!Ii1TuIIsI_ -�f� ■u■■t. ■■■ ■■■l■y ■.■■■■_ - ��UtL 1!■l1Ik ■■■■■ ■-1 ' � f- OM �.ME. Imw� _1 = Gateway Commercial Ave 1 Mixed Use Avenue Community Bouleyd. ir 1/111111■" ■1■ m1!t_ _■j CI= := 11■ 1111■■ ■!!11!14 ■■■■■■Il - ■ • ..._ ■ a. Minn 11,11■■ ---- - -- 11 , 1♦ - -� - - 1 Book II-2.1 District Zone Regulations Figure 2.1 District Zone Map P:t�c 3u 01 1 99 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.1. DISTRICT ZONES REGULATIONS Six District Zones are established in specific locations and with specific names indicted in Figure 2.1,District Zones Map. Development of properties in the Subarea Plan shall be regulated by the Development Standards and regulations indicated in this Plan for the District Zone or District Zones designated for the property (for properties that include more than one district zone,see"Split Properties,"below)as shown in Figure 2.1,District Zones Map. All development on properties in a single District Zone is regulated by the standards and regulations indicated in this Specific Plan for the single District Zone designated for the property. EffienliaS i) Properties that are partially within the Community Boulevard District Zone as well as another District Zone as indicated in the Fig.2.1 District Zones Map are regulated as follows: (1) The Community Boulevard District Zone located along the north side of the Appleway Boulevard right-of-way shall be applied to a minimum 60 feet of property depth measured in a perpendicular line from the location of the northern edge of the Appleway Boulevard as that right of way is designated at time of the issuance of a building permit. (2) All development that is contiguous with development facing Appleway Boulevard shall be regulated by the development standards and regulations of the Community Boulevard District Zone, regardless of how deep the development runs northward from the northern boundary of the Appleway Boulevard property line. "Contiguous" development shall be defined in this case as a continuity of physical blocks sharing a single use category. In the instance of development extending from the Appleway Boulevard right-of-way to the Sprague Avenue right-of-way, the farthest northern boundary of the development area to be regulated by the Community Boulevard District Zone Development Standards shall be the southern edge of the development that touches the southern edge of the Sprague Avenue right-of-way. (3) Parcels where physical improvements are split zoned may continue and/or expand as a conforming use if permitted by the majority zone. Physical improvements shall include buildings and required parking areas serving the existing use. This provision shall not apply to vacant portions of parcels that are split zoned or where the physical improvements are entirely contained within one zone. Type 1 screening, as defined in SVMC 22.70.030, shall be required along Appleway Boulevard unless the Community Boulevard site development standards are followed. ii) Properties Only Partially included in the Subarea Plan: (1) All properties only partially included in the Subarea Plan shall be considered to be within the Subarea Plan for a minimum of 60 feet of parcel depth. (2) All development that is contiguous with development facing Appleway Boulevard shall be regulated by the development standards and regulations of the Subarea Plan, regardless of how deep the development runs southward from the southern boundary of the Appleway Boulevard property line. "Contiguous" development shall be defined in this case as a continuity of physical blocks sharing a single use category, or simply continuity of use. In the instance of development extending from the Appleway Boulevard right-of-way to another public street to the south of Appleway Boulevard, the farthest southern boundary of the area to be regulated by the Sprague and Appleway Corridors Subarea Plan shall be the northern edge of the development that touches the other City street. Book II—2.1 District Zone Regulations Page 31 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2) ROW TO REVIEW DI iRfCTLrOJiE' R GVL4 O S Identify.the District Zone: To review the regulations that apply to new development on a given property, first find the property in the map displayed in Fig 2.1 District Zones Map,to find out what District Zone or District Zones the property falls within, and refer to the section for that District Zone or for those District Zones in 1 Sections 2.2—2.6 Ident ,the Street(s) the Development will Face: Development Standards for each District Zone are organized by street or street category. To review the District Zone standards that apply to new development, identify the street(s)or street category(or categories) that the development will front—that is, the street right-of-way that the development wi1I be located along. Corner properties must identify the streets or street categories an both sides of the corner development.Then review all development standards in the street-organized columns)that apply to the property. Development along two or more streets should refer to the columns that apply to both streets. Determine if New Streets will be required: In some cases, development will include the construction of or establishment of setbacks for new streets as a result of policies contained in Section 2.3.1 -Street Standards. In those instances, the applicable development standards for new construction along those new streets are contained in the District Zone chart column that applies to the name or category of the new street. In instances where the property owner voluntarily includes new streets within the development, development along those new streets will be classified as "Other Streets"and the regulations that apply to the development along those new streets will be found in the Other Streets column within the property's assigned District Zone(s). 11.1 CITY CENTER DISTRICT ZONE LOCATION: CITY CENTER City Center F .4..I _ I s■ Ic'llEEm=._.--. ....-a„rp...4r4r_:r——,„‘"----- 4r ._4.4 Book II--2.1 District Zone Regulations Page 32 of 199 J Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 The City Center District is the heart of the community. It is an urban district that consists of a wide range of building types and uses. The district is where pedestrian activity is most lively and where the most pedestrian amenities are located. It has a core of entertainment, shopping and dining supported by a neighborhood of urban homes and workplaces. Within the City Center District, entertainment and shopping oriented City Center Core Street Development is surrounded and supported by City Center Neighborhood Development. Description:City CentganIMPANEffrage City Center Core Street Development is the most urban development in the City with consistent, urban streetscape treatments and attached commercial block buildings set along the sidewalk. Sprague Avenue and other new Core Streets put "Main FORM .: Street" development on display, highlighting its fine grained ,$,•; concentration of ground floor, activity-generating retail. The buildings are primarily mixed-use with housing, office, or lodging Use above retail. Adding to this City Center Core network is the largest concentration of Civic and Cultural uses in the City. (Applicability of City Center Core Street Regulations is DaPOSmON c established by 2.1.1 (2)City Center Core: Pre-Located Core Street ��„� Regulations). Envisioned City Clo.W_Core Dey_iloprnentcopposition This diagram represents an example of the typical development envisioned for this district. It does not represent a specific design required on any particular site or property. Description:City Center Neighborhoo1Deveiopmenil City Center Neighborhood Development has slightly less urban ., setbacks and frontage coverage that surrounds and supports the FORM :r►. -r.� Core Streets. These parts of the City Center are primarily composed of a mix of office, lodging,and housing(stacked units & townhomes). Boulevard scale buildings highlights the use Sprague Avenue Edge, while attached housing and compatible office lines the Appleway Boulevard Edge. A tight network of Other Streets, with wide sidewalks and steady street planting make this a concentrated,walkable neighborhood. DI3PosmoN jgyjape4t eighbjebo_odDevelopment Composition o�► This diagram represents an example of the typical development envisioned for this district.It does not represent a specific design required on any particular site or property 1) ( ,, re;rre.149c444,Core Street Regulations • In order to "incubate" a District Core within the City Center District Zone, a new, Pre-located Core Street is established. This Pre-located Core Street is the basis for temporary regulatory restrictions on the I entire City Center District as described in the following sections. These restrictions insure that a critical mass of clustered ground level retail shops is established along a pedestrian oriented street frontage in -t ,r, i the core of the district before a more diffuse pattern of retail is allowed 'II sit IA ...-,., ,, to develop. Once the Minimum City Center Core is fully constructed, — 1 � � it ~4-( to these Pre-Located Core Street regulatory restrictions will no longer be ►" -- �m" ' in effect. Pre Located cm caster cart Sr«s Pre-Located Street B- • Book II—2.1 District Zone Regulations Page 33 of 199 Sprague and Appleway Corridors Subarea Plan Adopted tune 16,2009 a) Pre-located Core Street i) The creation of the City Center Core shall begin along the Pre-Located Core Street(Street A)shown in the City Center: Pre-Located Core Street Map to the right side of this page (this pre-located street is consistent with the Figure 2.3.1 (2)Pre-Located Streets map.) ii) The location of the Pre-Located Core Street may be changed in a manner consistent with the intent of Book 1, with the approval of the Community Development Director[Designee. In any case,the Core Street must be at least 600 feet long. b) Minimum City Center Core The minimum City Center Core shall be established when the entire length of the Pre-located Core Street is built out with continuous City Center Retail Shopfronts and 100 percent frontage coverage on both sides of the street(unless a part of the frontage along the Pre-located Core Street is public open space associated with a civic building. c) Core Street Development Temporary Restrictions 1) Core Street Development restrictions shall be effective only S3a mple of City Center Core Development Satistiing AFTER a final Binding Site Plan !Minimum City Center Core Policies (BSP) establiching the City Center Core Street is approved. . ___ � t—�� 1 ii) After the final BSP creating the - l v. ,- on City Center Core Street is l �. ; H • approved, City Center Retail is - ... .� only permitted: ` •• ' (1) In shopfronts along the Pre- _ r located Core Street r.- (2) In shopfronts that continuously Example of a City Center Core Layout extend from shopfronts along the Pre-located Core Street: (a) Along the south side of Sprague Ave. (b) Along other new Core Streets south of Sprague Ave. (c) Along the west side of University Rd. (d) Along the north side of Appleway Blvd. iii) The pre-located core street shall be considered fully built out after permits are issued for buildings lining and facing both sides of the Pre-located Core Street,City Center Retail shall be permitted on all properties within the City Center District Zone as determined by the City Center District Zone Regulations,Section 2.22,Building Use. d) Core Street Configuration&Design 1) All new Core Streets shall be designed as specified in Section 2,3/Street and Open Space Regulations. 1) As shown in the City Center:Pre-Located Core Street Map to the right side of this page,a new street(street B)shall be built connecting the Pre-located Core Street(Street A)and the planned civic facilities described in Section 3.1.1 (this pre-located street is consistent with the Figure 2.3.1(2)Pre-Located Streets map). ii) The location of the Pre-Located Core Street may be changed in a manner consistent with the intent of Book 1,with the approval of the Community Development Director/Designee. Book 11—2.1 District Zone Regulations Page 34 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 J l R 1.1 1 l_ 1 —_J L J1 U L 1 L scrs�ue a — -- ] • 1• ; I).;.in I. 3 -1' 1, ',,,T, -- 1 C.) )T__ f 7111 --,, ,- ,) E,--_=aplanan,=: , c,-__===miticiEicii,. (-) r _ ________, Example of Core Streets Example of Core Development Layout Streets Layout 3) Special Parking and Frontage Coverage Regulations The following special regulations apply to new Core Street development along Sprague Ave.,pre-located Street B (described above and shown in the City Center: Pre-Located Core Street map to the right side of this page). and Other streets: i) Core Street Development with a Retail Anchor Store: (1) Surface parking lots serving the anchor store may be exposed to the following streets in combination with the minimum frontage coverage exceptions indicated: (a) Sprague Ave: 50%minimum frontage coverage (b) Street B: 80%minimum frontage coverage (c) Other Streets:0%minimum frontage coverage ii) Core Street Development without a Retail Anchor Store: (1) Surface parking lots serving this Core Street Development may be exposed to the following streets in combination with the minimum frontage coverage exceptions indicated: (a) Sprague Ave: 70%minimum frontage coverage (b) Street B: 80%minimum frontage coverage (c) Other Streets:20%minimum frontage coverage Book II —2.1 District Zone Regulations Page 35 of 199 2.1.1 City Center District Zone Regulations Legend: —:Not Permitted U:Upper Floors Only Cr.Ground Floor Only +:permitted with Shopfront ':�% 8 Y er'B Stteet see eenon 2.1.1 3);70%along 4 Street, 3rd Street,Main Avenue;20%on Other Streets Permitted:These elements are allowed by tight unless otherwise specified in Section 2.2.2.Building Use Required:These are Required elements of all new development as indicated **Restricted:see Section 2.1.1.2) Limited:These frontages may only be applied to access lobbies for upper floor uses that are different from the ground floor use (A):For Anchor Buildings: (A 1):Upper facade must be designed to look Iikc 2-story buildings for all single story bufldungs Restricted to rraath side of A !e in City Center ••• pp +way Blvd (A2):anchor buildings larger than 50,000 sq.ft.-special regulations apply(see section 2.1 1.(3)) (A3).anchor buildings larger than 50,000 sq.ft-parking type is permitted 2.1.1. Ci Center District Zone 2.3.Street and 2.2.Site Development Standards Open Space Standards Sprague Ave. Appleway Blvd Core Street Other Streets Street/Street Category Sprague Ave. Appleway Blvd Core Street Other Streets :21.,510 Standards 294116ultdMQlOde ltatiderolSt a iendlRubNa0p:ORSpaees' l t)Street Provision =f'R .1♦ - IMIIIIN required or not required required 1 required 1 spared 1 required r Pre-Located Street Niirmo .:.,.,, MIKEMENIIII IIMINOMMINIII • 2 atmerosorau_ ei m Maximum Block Size 1)Retail Street Configuration MICIRM 111MIMMII ` a)City Center Retail **restricted ***restricted required-G restricted 31=0311111=1111=11111- b)Neighborhood Center Retail --- -- --- — a)Core Street N/A N/A required — . ■ c)Mind-Use Avenue Retail -- — — — b)City Street N/A N/A — permitted d)Corner Store Retail permitted permitted — permitted c Nei .borhood Street . e)Gateway Commercial Avenue Retail — — — — d Nei-.hborhood Green Street 1110=111111. MIEME 1=23M. n Gateway Commercial Center Retail `_ — — -- — 2)Civic,Quasi-Civic,&Cultural permitted permitted permmed-U permitted 3)Office permitted permitted permitted-U permitted ErattlEMIM 21EMMIIIMIEZEO 11 !=.111111. . 4)Light industrial — -- -- ° I 1 5)Lodging(w/common entry permitted permitted permitted-U permitted 1111111111=111=MMIME see section 2.3.3 6)Lkve-Work — permitted permitted-U permitted 7)Residential 2.4.Parking Standards Sprague Ave. Appleway Blvd Core Street Other Streets a)Multi-Family w/Common Entry permitted permitted permitted-U , permitted 2'4E1!P.a—rlllnlT,ypes b)Attached Single-Family w/Individual Entry _ — permitted --- permitted 1)Surface Parking el Detached Single-Family Housing -- -- -- -- a)Front lot -- -- — --- 2f213!BulldlegiHek tit b)Side lot permitted -- — permitted minimum height 1 floor/25 ft(A1) ` 1 floor/25 ft(Al) l 1 floor/25 ft(Al) I 1 floor/20 ft c)Rear lot permitted permitted permitted permitted maximum height 6 floors/75 ft 1 4 floors/53 ft 1 6 floors/75 ft 4 floors/53 ft 2)Parking Structure 2t2r4!Relatbn tligin:FamNy'jHomes a)Exposed — — --- permitted required or not a.plicable required 1 required 1 N/A 1 required b)Wrapped-Ground Level permitted -- — permitted 2f2!b!P.'utilk'1F.roltage ImptoYernettts c)Wrapped-All Levels permitted permitted permitted permitted required or not required required 1 required 1 not required 1 not required d)Partially Submerged Podium permitted permitted --- permitted 2126!P.i;Ivataro" stage e)Underground Parking permitted permitted permitted permitted 1)Shopfront permitted permitted permitted permitted 2r4�!P.a'r1i1ng Standr"dss 2)Corner Entry permitted permitted permitted+ permitted see section 2.4.2 3)Arcade permitted — — permitted 4)Grand Portico permitted permitted — permitted 2.5.Architectural Standards Sprague Ave. Appleway Blvd Core Street Other Streets • 5)Forecourt permitted — — permitted+ permitted X81.2!01pM1Mr7[r &1Co i ition7 6)Grand Entry permitted permitted — permitted op required I required I required I required 7)Common Lobby Entry limited limited lmuted limited i s ase required required required required 8)Stoop permitted permitted --- permitted •!13!Lre'rtgth Massing b Composltio7 9)Porch — permitted — — -treetwall Increment 100ft 80ft 60ft 60ft 10)Front Door — •—_ — — .idewall&Rearwall Increment N/A I N/A N/A N/A 11)Parking Structure Entry permitted permitted permitted permitted 2)Vehicle Display:Option 1 -- -_ _— -- 2.6.Signage Standards Sprague Ave. Appleway Blvd Core Street Other Streets 3)Vehicle Display:Option 2 --- — -- — •r1ix.Z$Iipnaye Tiypes 4)Edge Treatment:Fenced permitted permitted — permitted see section 2.6 13)Edge Treatment:Terraced permitted permitted — permitted 4)Edge Treatment:Flush permitted permitted — permitted e gtfrertlS_treetiSett ..inimum/maximum Oft/lOft 1 5ft/15R 1 Oft/Oft 1 Oft/IOft •12!S slaaStreet!Setkuck .inimum/maximum Oft/loft j 5R/10ft 1 Oft/Oft 1 Oft/loft r 191Sliffta'rdjSetback inimum w/living space windows 10 ft I 10 R I N/A I 10 ft .inimum w/out living space windows O ft O ft O ft O ft •12S1"0!Rea YMISetback .inimum setback 5ft 1 5ft 1 5ft 5 R e c S1itaJUlelsetback . .um setback 5ft 1 5ft 1 5ft 5 ft 91 2?Emrttaete Coverage _ - inimum percentage covered 70%/(A2) 1 80% 1 100% 1 20%,70%or 80%' t?S1.3l9'ull-`d4acomer qufred or not required required 1 required 1 " required 1 not required . •t2.kMMUlrnu7111Mil"dlnk..engttt Book 11-2.1 District Zone Regulations Page 36 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 Where on-site parking is not required, on-street parking spaces within the distance indicated in the Parking Provision Chart may be counted toward minimum parking requirements with the approval of the Community Development Director/Designee. MINTES i) Location (1) Access to parking facilities shall be provided from alleys wherever existing or new alleys are available. (2) If alleys are not available. access to parking facilities shall be provided from side streets wherever side streets are available. (3) If neither alleys nor side streets are available, access to parking facilities may be provided from front streets. ii) Curb Cuts and Driveways (1) When access to parking facilities are provided from front or side streets, the maximum number of curb cuts associated with a single development, except for detached single family homes, shall be one(1)two-lane curb cut or two(2)one-lane curb cuts. (2) The maximum width of driveways/curb cuts is 12 feet for a one-lane and 24 feet for a two-lane driveway. (3) The total width of parking access openings on the ground level of structured parking may not exceed 30 feet. (4) Driveways shall be set back a minimum of five (5) feet from adjoining properties, and a minimum of three(3)feet from adjacent buildings. 4) PARKING LQ7 i) Parking lots built to the required building setback line must provide a decorative wall, fence, shrub, or hedge along the setback line to define the edge of the parking lot (See Street and Open Space Regulations for walls and fences in Section 2.3). ii) Parking lots shall be buffered from adjacent development pursuant to SVMC 22.70.030(C) while maintaining clear views both to and within the site for safety. iii) All parking areas shall be planted and landscaped. They should be designed with convenient, safe, and efficient pedestrian connections to buildings entry areas and other pedestrian routes. iv) Parking lots shall be illuminated to increase safety and provide clear views both to and within the site. Lighting and planting plans shall be coordinated to avoid light pole and tree conflicts. v) In order to provide shade and add trees to the corridor,medium and large shade trees shall be planted in surface parking lots to subdivide continuous rows of parking stalls at a minimum spacing of one (1)tree every five (5) spaces. The minimum tree size at planting shall not be less than two inches (2)caliper. (1) Trees shall be planted in curbed landscape islands or in flush tree wells with tree guards. (2) If curbed landscape islands are proposed,then the following provisions shall apply: (a) Each landscape island shall be a minimum of 130 sf with a minimum average width of five (5)feet. (b) Each landscape island shall contain a minimum of one(1)medium or large shade street and ground cover or grasses. c. Each tree shall be planted minimum of two(2)feet away from the outside of any permanent barrier of a landscaped area or edge of the parking area. Trees shall be staked for a period of not less than 12 months after planting. Book 11—2.4 Parking Regulations Page 103 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 d. Ground cover or grasses shall be planted to cover each parking lot planting area within three years from the date of issuance of the certificate of occupancy. All ground cover shall have a mature height of not more than 24 inches. Loose rock, gravel, decorative rock or stone,or mulch shall not exceed 20 percent of the planting area. vi) Wheel stops shall be used adjacent to tree wells and planter areas to protect landscaping from car overhangs. vii) Lots shall provide clear pedestrian circulation routes to main building entrances and sidewalks. These routes shall be designed to include sidewalks and walkways with a minimum five(5)foot width and be separated from vehicular areas by curbing and trees. viii) Curbed planting areas shall be provided at the end of each parking aisle to protect parked vehicles from turning movements of other vehicles. S) PARKING STRUCTURES&GARAGB i) Parking Structures and Garages shall be located and designed to minimize their impact on public streets and public spaces. See Section 2.5.4.Architectural Elements for additional regulations governing Parking Structure and Garages. ii) Parking structures shall be illuminated to increase safety and provide clear views both to and within the structure. 2.43. PARKING GUIDELINES i) Exterior driveway surfaces should be paved with non-slip, attractive surfaces such as interlocking unit pavers or scored and colored concrete. i) Landscaping in parking lot interiors and at entries should not obstruct a driver's clear sight lines to oncoming traffic, ii) The main pedestrian route from a parking lot to a building entrance should be easily recognizable, accessible,and demarcated by special paving or landscaping,such as a shaded promenade,trellis,or ornamental planting. iii) Wails and ceilings of parking structures should be painted light colors in combination with proper lighting to increase safety. iv) The design of angled floors and scissor-type wall construction, where criminals can pass from one level to another by crawling through, should be avoided. W, TAI V Lrit i) Parking lots should utilize permeable paving and bio-filtration swales wherever possible. ii) Parking Structures should incorporate rooftop and other planted surfaces to reduce stormwater run- off. Book 11-2.4 Parking Regulations Page 104 of 1 Sprague and Appleway Corridors Subarea Plan Adopted June 16.2009 2.5. ARCHITECTURAL REGULATIONS The Architectural Standards and Guidelines in this section are set forth to ensure that new and renovated buildings in the Plan Area embody architectural characteristics that maintain the desired human scale, rhythm, and urban character of the corridor. The goal is to build on the best efforts of previous generations, while allowing for and encouraging creativity on the part of developers and designers. The regulations in this section are organized according to the following summary descriptions: 2.5.1.Building Massing and Composition Building Massing and Composition addresses the most basic aspects of a building's physical presence within Plan areas. A building's mass- its three-dimensional bulk within the permitted development envelope-can be massed and composed to affect its scale and character within its district as perceived by both pedestrians on foot and drivers and passengers in vehicles. Most buildings in Spokane Valley have what is called a "human scale" character. This refers first to buildings that are relatively unimposing in height(between one (1) to three (3) stories) and bulk (less than 120 feet long) and are thus on the smaller end of the scale; they are considered inherently to be at a human scale. To be compatible with these buildings, taller and longer buildings must have intermediate architectural articulations and/or subdivisions that "break down" the horizontality and verticality of surfaces and masses to a scale that is comfortable for a human being walking on the street. The undesirable opposite would be to have featureless,very tall and/or very long facades that would dwarf the same person and contribute to a design character that is incompatible with the envisioned livable qualities of district streets. 2.5.2.Height Massine&Composition & 2.5.3. Length Massing& Composition In these sections, diagrams that show the minimum required locations of articulations or subdivisions of facade height and length illustrate the standards of massing composition. Additional diagrams illustrate a range of examples of types of massing articulations; they are guidelines in that the different types shown accomplish the intent of reinforcing desired scale characteristics, but the types of massing elements are not limited to the ones shown. The intent of their presentation is not to "legislate" them as specific features, dimensions and shapes of these articulations;nor will use of the recommended articulations guarantee that "good architecture" will result— the latter is dependent on the skill of the designers. Instead, the range of elements presented is intended to convey that they should be substantial in nature and equivalent in visual impact to those shown. Designers and builders of new or renovated buildings should either use the types of elements suggested,or develop and submit their own to demonstrate that they meet the same intent of maintaining human scale and composing individual building masses as part of a building's overall architectural expression. 2.5.4. Architectural Elements This section addresses recommended treatments for additional architectural elements beyond the minimum required height and length massing articulations. They are generally common and universal, consisting of elements such as walls, building entries, doors, windows, roofs, materials, and colors. Note: It cannot be overemphasized that for the design of new buildings or building renovations,the services of a qualified Architect familiar with the architectural and urban design character of the Spokane Valley and other cities in the Pacific Northwest is strongly recommended. Book II -2.5 Architectural Regulations Page 105 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.5.1. BUILDING MASSING AND COMPOSITION Building Massing and Composition regulations shall be as specified in 2.1.District Zones Regulations and control the minimum required articulation of a building's height and length. For the purposes of this plan,a building's massing may be composed of the following elements: 11) S'+T.RE► 'iJ The plane or planes,of a facade that front a street,extending from the ground up to the Streetwall eave line. ID r/ The plane or planes,of a facade that front upon a side yard or property line, extending from the ground up to the sidewall eave line. The plane or planes,of a facade that front upon a rear yard or rear property line,extending from the ground up to the rear wall eave line. r�s��s; �.�ssa .s�rra . � .rte ANIMISM s�r.a _ II t�'IYM►m "uaiii' .�rss .1 1 1 •_ ..........' •r ill, 1 ■slsst r■r.s, I OM !0 i '...rrs ...ssr ..rrs -siss-i a..rsa asssa, ....a= t ....maw 1 1 ...... s..rsa a..sra1 1 ...m...s m ilmi n s�sss' .�ssa .�.as a s..asal ....as r�rral 1 sslss•, .—rs..' ■—..a, rsissa a—. sslsss .arsaa Q y�y amiss. '1l�iw11� Sam:a i ilss■ msiars1 errs +...ssa SUMMARY OF ELEMENTS IN PLAN & SECTION Buildirgs 1 lies rt .-- - - -- - - —i-P—z,— 1 Linz 3 1earwaIIP — ��,ty_1I ii1i, 1 j s —-------------- - 'Street Book II—2.5 Architectural Regulations Page 106 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.5.2. Height Massing&Composition The objective of this section is to ensure that the vertical extent of all new or renovated buildings in the Plan Area is massed with a well-formed"base"and a"top." A building base provides form and definition to the pedestrian- scale public room of its adjacent street spaces. A building's top or cap contributes to a distinctive skyline and overall massing of the corridor, whether seen looking up from the street below or at a distance from another part of the City. The requirements that follow outline minimal measures to compose the vertical mass of building facades: 1. Required Streetwall Height Massing Elements are noted. 2. Required Sidewall&Rear Wall Height Massing Elements are noted 3. Height Massing Element Guidelines list recommended types of major height massing elements; other types of elements may also be used or combined to achieve the previously mentioned goals. Note:Fabric awnings are not counted towards a required height massing element. Further building articulation as outlined in Section 2.5.Architectural Elements is strongly recommended to create well-integrated and attractive architecture. l} S7R, E1iYZHTxSSD1G A substantial horizontal articulation of the Streetwall shall be applied within the first floor(or within the first or second floor in the case of buildings above 4 stories), to form a horizontal "base" of the facade that strongly defines the pedestrian-scale space of the street and is well-integrated into the overall facade composition. See Section 2.5.4.1.a. Architectural Elements — Facade — Building Base for means of implementation. j "Top`Element: A substantial horizontal articulation of the Streetwall shall be applied at the top of the uppermost floor of the facade, to result in termination of the facade that provides an attractive facade skyline and a completion of the upper facade composition. This "cap" shall be architecturally integrated with any sloping roof volume(if used)that occurs above the eave line. SIDEWALL&REAR WALL HEIGHT MASSING :fl MENTS Requirements for Side and Rear Wall Height Massing are the same as those for Streetwall in the following cases: • Where building wall to building wall clearance is more than ten(10)feet. • Where a side or rear yard of greater than five (5) feet exists and the adjacent property has no building volume providing horizontal obstruction. • Where the side or rear wall faces upon a public open space or active open space such as a plaza or courtyard. The minimum requirement for Height Massing Elements may be satisfied by flush wall height massing treatments where building wall to building wall clearance is more than five (5) feet and no greater than ten (10)feet. Flush wall height massing treatments shall consist of one or more of the following elements which match vertical increments used on the Streetwall(s)of the building: i) Integral color change between increment of base and portion of wall above, and/or between increment of top element and portion of wall below. ii) Horizontal score lines matching top,bottom,and/or other lines of Streetwall horizontal articulation. iii) Horizontal facade recess(es) matching top, bottom, and/or other lines of Streetwall massing elements. Book II—2.5 Architectural Regulations Page 107 of 199 1 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 No Side or Rear Wall Height Massing is required where building wall to building wall clearance is five (5) feet or smaller. ii S II .4 V014 N 51p4 +., : 4 let iiiiiiiiii , ,,t. : : ... h.,...,a 1+. k kUlttlIA, �y iti _ill � /y ill" , tt6NIN11-11 N/4 i r, g Book H—2.5 Architectural RegulaLions Page 108 of 199 1 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 3) HEIGHT MASSING ELEVEN T G UIDELJNES The following are examples of top element types that may be used to satisfy the required Streetwall height massing requirement: A Cornice may be applied as the top of Streetwall facade or a building base as a built-up material articulation that steps forward from the facade plane into the right-of-way or required setback. This step provides a significant opportunity for shadow lines and facade delineation; to this end, a minimum of three cornice"steps"or layers should be used. This element can be used on a facade independently or be located atop a series of pilasters which are placed at regular intervals(usually to dictate bay width). Not*:fabric awning does not opply towards building base roqu KOmcrr Repeating iacade p asters 1 1!1 11 !' I.OO/iMO<N D II.COMPOUND COAMCI CORNICE WITH PI LASTERS A) CORNICE b) Canopy A Canopy element serves as an intermediate or final height massing element or "lid" as a ground floor facade or Streetwall cap. Its purpose is to provide shade or cover for pedestrians or sidewalk dining and/or to establish a strong horizontal massing element in the facade. It can be a continuous horizontal element, a series of repeated elements (typically above Shopfront windows), or a single "feature" element occurring at a structure's main or secondary entrance. A Canopy and its related building components should be constructed of an accent building material(such as metal,tempered glass, or roof material used elsewhere on building)that is compatible with the primary building material. Roof typo wood bolding /11111 1111/ 1110V-- Cora inuous Wylie canopy 1' I _ l i I I' 1.SUSPENDED 11.BRACKET•SUPPORTED NI.ROOF CANOPY H.TREWS CANT1 LEVERED CANTILEVERED CANOPY CANOPY CANOPY B) CANOPY Book II—2.5 Architectural Regulations Page 109 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 WAUVatintiii A Shaped Parapet is the freestanding upper extension of the Streetwall extending above the point where the roof intersects behind it. A Shaped Parapet provides visual completion to the top of a building facade and develops a distinct and recognizable skyline for the building. The form of a Shaped Parapet may be unrelated to the roof form behind it. In many cases, the form of shaped parapets has traditionally been symmetrical. Generally, Shaped Parapets and their related components should be constructed of the primary wall cladding(such as brick, stone, or stucco) or an accent building material (such as wood or metal)that is compatible with the façade composition. • 111P 1 t UMW Ci44 .F % i.IRACKEI-StPOItl O 1 IRACINSUnta ir.COM!'O J t G? 5A11fv1 E(',#CM CAMtfYE!tEDGE Ck MTh COw10E CV ENWURJE ANC CN 4OOE are Decoraive-/F WEENHOUSt Gecaoin K1RlOUSE tra-ie!s RCbt CM STPC1t CA WOO MI.MALE CO rG MWrSA/D CAY S1EMACK WIN EMAIU'WE AND CO ADDY! C�S}LVED PARAPET Book II—2.5 Architectural Regulations Page 110 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 d) Facade Offset A Facade Offset creates a plane break where a portion of the facade steps back in order to break the building into smaller volumes. Generally, a Facade Offset applies a Cornice, Canopy, or Shaped Parapet along the edge of the offset to add visual interest and appropriately define the resulting building volume. Lam w°Olen cap , cropy, ar PEPO (tlq fw inir d kid clot D) FACADE OFFSET 2.5.3. LENGTH MASSING & COMPOSITION The objective of this section is to ensure that the horizontal massing and appearance of a facade of a new or renovated building is not excessively long in comparison with other buildings in a district. The requirements that follow outline minimal measures to compose the horizontal mass of building facades: 1. Required Streetwall Length Massing Increments are noted. 2. Required Sidewall & Rear Wall Length Massing Increments are noted 3. Length Massing Element Guidelines list recommended types of substantial length massing elements; other types of elements may also be used or combined to achieve the previously mentioned goals. Further building articulation as outlined in Section 2.5.4.Architectural Elements is strongly recommended to create well - integrated and attractive architecture. STRE . - _ ., 31Y �ING INCREMENT The maximum Streetwall Length Massing Increment shall be as shown in the Regulatory Chart for each District Zone in Section 1t111 2.1.District Zones. When a ^t rx Fl notch or pilaster /pier is used as te the massing element, measurement of the horizontal increment shall be from "'ne centerline to centerline of the elements. R ST��ET�Y�� 2) SIDEWALL & REAR WALL am ALL 1) LENGTH MASSING INCREAfENT ,' `„ There are no Length Massing y ' , ' e Increment regulations applied to t Side or Rear Walls. Book II — 2.5 Architectural Regulations Page 111 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 3) LENGTH MASSING ELEMENT GUIDELLVES The following are examples of length massing treatments that may be used to satisfy requirements: a) Iisade Offset i) Streetwall or Shopfront: The horizontal depth of a facade offset shall be a minimum of five percent (5 %) of the width of the largest adjacent horizontal facade segment (see diagram). N. C l tbt N. F C r H r R' SCR E E AL Minimum offset depth iwora 5% of longest adjacent I•nciih I increment I t 1 J Book II — 2.5 Architectural Regulations Page 112 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 i) Shopfront only: The horizontal width of a protruding pilaster or pier shall be a minimum of 5 % of the width of the largest adjacent horizontal facade segment. The setback of wall surface from the face of the pilaster or pier shall be a minimum of one quarter (1!4) of the pier width (see diagram). Pilasters-Piers shall not protrude into the public right -of -way. lir N. u C q s� Minimum pier width = 5% of the largest adjacent shop front 040/ increment Minimum pier depth = 50 %25% of pier width I . I t 1 width 1 L_________I Book II — 2.5 Architectural Regulations Page 113 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 c) Notch i) Streetwall or Shopfront: The horizontal width of a facade notch shall be a minimum of 5% of the width of the largest adjacent horizontal facade segment. The depth of the notch shall be at least one quarter ('h) of the notch width (see diagram). 1 1.- h II he �r ST R � �'rq l 1111 r- Minimum notch width = 5% of the to largest adjacent shop front - , increment Minimum notch depth = 25% of "s notch width L___________J Book II — 2.5 Architectural Regulations Page 114 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 2.5.4. ARCHITECTURAL ELEMENTS This section contains architectural standards and guidelines to guide the design of architectural elements used within new buildings or significant additions (see Section 2.0.1 Applicability) in the Plan Area. In accordance with the Site Development Regulations set forth in Section 2.2., the following regulations and suggestions will ensure that new buildings maintain the quality and character of Spokane Valley while providing ample opportunities for creativity and choice. Standards and guidelines regulating architectural elements are identified as they apply to a particular building type, such as Residential, and noted accordingly. In addition to the following architectural guidelines, application of sustainable or "Green Building" guidelines, such as those found in the Leadership in Energy and Environmental Design (LEED) Green Building Rating SystemTM (http: / /www.usgbc.org) and the National Association of Homebuilders Model Green Home Building Guidelines ( http:// www.nahbrc.org/greenguidelines) and future City of Spokane Valley "green building" ordinances and guidelines as they become available, are strongly encouraged. Note: The guidelines within this document also apply to freestanding parking structures, whether serving municipal, commercial or residential uses. �A ��u'il�img ,+ a w Se • A base treatment is a horizontal articulation of the lower part of a building facade's design that serves to establish a human scale for pedestrian users and passers -by, and aesthetically "ties" a building to the ground. The guidelines outlined below are intended to supplement and provide clarity and additional direction for the Streetwall Base requirements set forth in Section 2.5.2.Height Massing and Composition, as articulated in the section on Streetwall Height Articulation. i) Standards • See Section 2.5.2.1.a. for required building base element. There are no additional Building Base standards. ii) Guidelines • (1) Base treatments should be applied to all visible sides of the building. (2) Base treatments on additions and accessory buildings should be carried over from the primary building, or applied in a manner compatible with the primary building where it is not originally present. (3) At a minimum, base treatment should occur at one of the following scales: (a) At the scale of the pedestrian, a base treatment should be created at a height between nine (9) inches and six (6) feet. (b) At the scale of the building, the entire ground floor (or a higher portion of the lower portion of the facade) should be visibly articulated to read as a base that "anchors" the building to the ground. (4) A base treatment does not need to be the same on all sides of a building. The building base should be created by any one or combination of the following treatments: (a) A horizontal projection (or visible thickening) of the wall surface, which may be accompanied by a change of material and/or color; this may be an exterior version of a wainscot. (b) A "heavier" design treatment, such as a darker color and/or stronger, more permanent material, for the base portion of the facade than for the portions above. (c) A horizontal architectural line or feature at or below the top of the first story, such as a belt course or secondary cornice (related to or repeating the pattern of an upper cornice) separating the first two floors. Book II — 2.5 Architectural Regulations Page 115 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (d) A ground level arcade with columns may be used Column spacing should be regular and related to the structural bay of the building. (5) A Residential building base may be created by any one or combination of the following treatments: (a) A visibly thicker and continuous base portion of the wall along the ground, where the wall above the base sets back (b) A material and/or color change of the base wall relative to the building wall above. The base material should generally be heavier (e.g. of darker color and/or a heavier or more permanent material) than portions-of the building above. (c) A horizontal architectural feature at or below the top of the first story, such as an intermediate cornice line or protruding horizontal band (6) Parking Podiums: Where parking podiums are part of the design of a residential development, they should be designed as the building's base or part of the building's base, with wall textures, colors, and dimensional modules that are coordinated with the architecture of the residential portion of the building above. Materials, detailing and design elements should be used to break up a monotonous facade. J11Wall[CPard'ding i) Standards An anti- graffiti coating shall be applied to the ground floor and exposed facade surfaces that are accessible from upper floors through wall openings on all buildings using masonry wall cladding materials, such as brick, stone and concrete. .ii) Guidelines (1) Materials used should be appropriate to the architectural style and building type. Authentic materials and methods of construction should be used to the degree possible. Where simulated materials are used for reasons of economy, they should be durable and closely match proportions, surface finishes, and colors of original materials. (2) Wall cladding materials on additions and accessory buildings should be carried over from the primary building. (3) If the building mass and pattern of windows and doors is complex, a simple palette of wall materials, textures and/or colors should be used. If the building volume and the pattern of wall openings are simple, additional wall materials, textures and articulation may be utilized. (4) For individual buildings or portions of buildings intended to appear as individual buildings, materials used asyrimary cladding should be limited in number — one or two maximum in most cases. (5) Primary commercial building wall materials to be used as the primary cladding on buildings include: (a) Brick: red brick is the characteristic brick color in Spokane Valley and its region, although yellow, tan, and glazed white brick are occasionally used as well. Full size brick veneer is preferable to thin brick tile. When used, brick veneers should be mortared to give the appearance of full -depth brick Detailing should avoid the exposure of sides of veneer tiles; wrap- around corner and bull nose pieces should be used to further minimize the appearance of veneer. Brick wall cladding is frequently complemented by light- colored (white, off - white, light gray) accent materials such as limestone, glazed terra cotta tile, precast concrete, and/or glass fiber reinforced concrete (GFRC). Accent materials are typically used at window and door frames, wall bases, cornices, and as decorative elements. Other accent materials such as granite, river rock, colored glazed terra cotta glazed or ceramic tile are also occasionally used Book I — 2.5 Architectural Regulations Page 116 of 199 Sprague and Appleway Corridors Subarea Plan A dopted June 16, 2009 (b) Stone (including river stone), Stone Veneers, Cast Stone, Terra Cotta, Precast Concrete, Glass Fiber Reinforced Concrete (GFRC): as well as wall cladding, these materials should be used as a wall base or wainscot materials and for copings, trim, and special decorative elements. Improperly simulated or contradictory finishes should not be used — for example, use of concrete or other materials to simulate a river stone wall appearance while still being crisscrossed with visible straight -line panel joints cutting across individual stones. (c) Wood: horizontal sidings such as clapboard and tongue -in- groove; vertical siding such as board and batten; and other horizontal sidings such as smaller wood shingles and shakes are acceptable. Larger, more rustic styles of shingles and shakes should not be used Trim elements should be used for all wood siding types. Heavy timber detailing and exposed bracing may be used where appropriate to the style. "T1-11" plywood panel siding is not recommended unless detailed with additional trim atop vertical panel grooves to emulate a board and batten style. (d) Fiber- Cement or cementitious siding: an exterior siding product composed of Portland cement, ground sand, cellulose fiber and sometimes clay, mixed with water and cured in an autoclave. They are available in planks, panels and shingles and are an acceptable substitute for wood siding when used in the formats described above under "Wood. " Extra care must be taken to insure that installing workers are properly trained, proper tools are used for cutting, and non - rusting hardware is used for fastening. Earlier generation wood siding substitute products such as hardboard, oriented - strand board and asbestos board should not be used (e) Stucco or EIFS: stucco, cement plaster or stucco -like finishes such as EIFS are acceptable finishes for upper stories only at street exposures. They may be used at ground floor portions of rear or side service and parking exposures; however the ground floor street facade cladding materials should continue to be used as a building base and accent material. Close attention should be paid to detail and trim elements for a high quality installation; for EIFS, high density versions should be specified at the ground floor level to resist impacts. Very stylized or highly textured surface textures are not recommended The pattern of joints should be architecturally coordinated with the overall facade composition, and sealant colors should be coordinated with surface and other building colors. At the ground floor level, window and door trim elements should not be made from stucco, cement plaster or EIFS; they should instead be made of wood, metal, precast concrete or other contrasting durable materials (f Ceramic Tile: use of glazed and unglazed tile should be limited to facade cladding or decorative wall accent material. Grout color should be coordinated with tile and other building colors. (g) Profile and Other Sheet, Rolled and Extruded Metal: as wall cladding, these wall systems should be used as a secondary or accent materials (see below). A high quality, fade - resistant coating system or paint such as Kynar, Tnemec, etc., is recommended. (6) Primary residential building wall materials to be used as the primary cladding on buildings • include: (a) Brick: red brick is the characteristic brick color in Spokane Valley and its region, although yellow, tan, and glazed white brick are occasionally used as well. Full size brick veneer is preferable to thin brick tile. When used, brick veneers should be mortared to give the appearance of full -depth brick Detailing should avoid the exposure of sides of veneer tiles; wrap - around corner and bull nose pieces should be used to further minimize the appearance of veneer. Brick wall cladding is frequently complemented by light- colored (white, off-white, light gray) accent materials such as limestone, glazed terra cotta tile, precast concrete, and/or glass fiber reinforced concrete (GFRC). Accent materials are used at window and door frames, wall bases, cornices, and as decorative elements. Other accent materials such as granite, river rock, colored glazed terra cotta glazed or ceramic tile are also occasionally used Book II — 2.5 Architectural Regulations Page 117 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (b) Stone, Stone Veneers, Cast Stone, Terra Cotta, Precast Concrete, Glass Fiber Reinforced Concrete (GFRC): may be used as a wall cladding material, when detailed appropriately • for residential character — generally with a more modest scale than for commercial character. Improperly simulated or contradictory finishes should not be used — for example, use of molded concrete or other materials to simulate a river stone wall • appearance while still being crisscrossed with visible straight -line panel joints cutting across individual stones. (c) Wood: wood is the predominant material of most existing residential structures in Spokane Valley and should be widely used in the architectural design of new residential structures. Horizontal sidings such as clapboard and tongue -in- groove; vertical siding such as board and batten; and other horizontal sidings such as smaller wood shingles and shakes may be suitable. The larger, more rustic styles of shingles and shakes should not be used. Trim elements should be used for all wood siding types. Timber detailing and exposed bracing may be used where appropriate to the style. "T1-11" plywood panel siding is not recommended unless detailed with additional trim to emulate a board and batten style. (d) Fiber - Cement or Cementitious Siding: an exterior siding product composed of Portland cement, ground sand, cellulose fiber and sometimes clay, mixed with water and cured in an autoclave. They are available in planks, panels and shingles and are an acceptable substitute for wood siding when used in the formats described above under "Wood. " Extra care must be taken to ensure that installing workers are properly trained, proper tools are used for cutting, and non - rusting hardware is used for fastening. Earlier generation wood siding substitute products such as hardboard, oriented - strand board and asbestos board should not be used (e) Stucco or EIFS: stucco, cement plaster or stucco -like finishes such as EIFS may be used Attention should be paid to detail and trim elements for a high quality installation; for EIFS, high - density versions should be specified at the ground floor level to resist impacts. Highly textured surface textures are not recommended The pattern of joints should be architecturally coordinated with the overall facade composition, and sealant colors should be coordinated with surface and other building colors. (7) Wall accent materials are recommended to add interest and variety at a more intimate scale, for example, along architectural elements such as cornices, on portions of buildings or walls. Materials recommended for use as accents include brick, wood, stone, and ceramic tile as listed above, and also include: (a) Ceramic Tile: glazed or unglazed tile may be used as a decorative wall accent material. Grout color should be coordinated with tile and other building colors. (b) Terra Cotta: terra cotta tile ornamental and trim components should be used in coordination with appropriate architectural styles such as Spanish and Mission Revival, Mediterranean, etc. (c) Stone, Stone Veneers, Cast Stone, Terra Cotta, Precast Concrete, Glass Fiber Reinforced Concrete (GFRC): these materials should be used as a wall base or wainscot materials and for copings, trim, and special decorative elements. Improperly simulated or contradictory finishes should not be used — for example, use of molded concrete or other materials to simulate a river stone wall appearance while still being crisscrossed with visible straight - line panel joints cutting across individual stones. (d) Profile, Corrugated, and Other Sheet, Rolled and Extruded Metal Surfaces: where used, sheet metal should be detailed with adequate thickness to resist dents and impacts, and should have trim elements to protect edges. (e) Fiber- Reinforced Plastics (FRP), Cast Glass Fiber composites ("Fiberglass"): these materials often are used in molded reproductions of carved wooden or cast metal architectural ornamentation such as column capitals and bases, architectural columns, cornices, and other trim. They may be used if their appearance closely approximates the Book II — 2.5 Architectural Regulations Page 118 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 type of painted wood element for which they are intended to substitute, and are otherwise coordinated in color and composition with the selected architectural style. They should be located above or away from highly-trafficked areas. (8) Building base, parking podium, or above ground parking structure materials: bases of larger buildings and parking podiums may be clad or built with materials that extend down from the residential portions of the building above. Building bases may also be built with contrasting materials of a more substantial and permanent character than the residential portions of the building above. Residential Building bases may also be built with contrasting materials of a more substantial and permanent character than the residential portions of the building above. Visible facades of Above - Ground Parking Structures, if not clad, should display quality materials of a substantial and permanent character that are complementary to surrounding pedestrian - scaled architecture. Such substantial and permanent materials and treatments include: (a) Precast Concrete: the location and spacing of panel and expansion joints should be incorporated into the facade composition. Castings should be shaped to form architectural • profiles that create bases, cornices, pilasters, panel frames, and other elements contributing to facade composition and human scale. Cement type, mineral pigments, special aggregates and surface textures should be exploited in precast concrete to achieve architectural effects. Grout and sealant colors should be coordinated with castings and other building colors. (b) Poured -in -Place Concrete: long surfaces of uninterrupted flat concrete walls shall not be used The use of textured form liners, pigments, stains, and/or special aggregates should be used to create rich surfaces. At a minimum, the design of exposed concrete walls should incorporate the location and spacing of formwork tie - holes, expansion joints and control joints into the facade composition. To the degree possible, formwork should shape architectural profiles of walls that create bases, cornices, pilasters, panel frames, and other elements contributing to facade composition and human scale. Concrete walls may also be clad with other finish materials such as stucco and patterned to match other building walls. The architectural treatment of poured concrete that is used as a building architectural base should be extended to concrete used elsewhere in the project for site work material. (c) Concrete Block: where concrete blocks are used on a building base, as a site work material, or as the primary wall surface material for a parking structure, creativity in selecting block sizes, surface textures, stacking/bonding patterns, and colors should be used. In the case of a building base, facade composition should be coordinated with the architecture of primary building walls above. To avoid an institutional (Le. `project" or `prison') appearance, a plain stack -bond block pattern of standard size blocks should not be used. Decorative treatments such as alternating block courses of differing heights, alternating surface textures (e.g. precision face and split face), and/or compositions of colored blocks should be used along with matching cap and trim pieces. Grout colors should be coordinated with block and other building colors. c) aka a Co�mpos i) Standards (1) Facade projections such as balconies, porches, window bays, trellises, and awnings shall have a minimum height clearance of eight (8) feet above the sidewalk below. (2) Facade projections shall be as permitted within Section 2.2.7. Front Street Setback. (3) Overall wall composition for Streetwalls shall contain at least 20 percent, but no more than 80 percent, glazing in order to provide daylight into tenant space. Overall wall composition for Side and Rear walls does not have a minimum glazing requirement. Book II — 2.5 Architectural Regulations Page 119 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 ii) Guidelines (1) Buildings should be "four- sided ", meaning that all facades including side and rear facades should be considered visible (unless facing blind onto an adjacent party wall) and should be treated with an architectural facade composition. (2) Large expanses of blank facade walls should not appear on buildings and structures. Where visible facade segments are not active with frequent storefronts, windows, and/or door openings, vertical articulation such as pilasters and columns and horizontal articulation such as cornices and belt courses should be applied to subdivide the wall surface into increments that extend the human - scaled architectural character and cadence of more active facade areas. Other ornamentation such as wainscots, bases, and decorative light sconces should be extended from active facades. (3) Horizontal ornament such as awnings or belt courses, string courses or cornice lines should be carried across adjacent facades to unify various building masses and convey the sense of a consistent building wall. (4) Covered outdoor spaces, awnings and arcades are encouraged to protect pedestrians from summer heat and winter rain. These items should be located above the display windows and below the storefront cornice or sign panel. (a) Storefront Awnings: colored fabric - mounted awnings supported by a metal structural frame or permanent architectural awnings utilizing materials from the building architecture are both acceptable. Internally illuminated fabric awnings should not be used. For a sequence of storefronts or windows, a sequence of discrete awnings or canopies for each storefront or building bay should be used, rather than one continuous run -on awning. Awnings should not cover up intermediate piers, pilasters, or other vertical architectural features. (b) Trellises, Marquees and Architectural Canopies: materials, colors, and form should be derived from the building architecture, i.e. a trellis painted the same color as a building's trim scheme is appropriate. (5) Ornamental wall - mounted outdoor lighting (sconces) may be used to accent entries, mark a sequence of repeating pilasters, or serve as a centerpiece for a facade panel. (6) Distinctive building elements such as Corner Entry (see Section 2.2.6.Private Frontage) are encouraged to accent terminating views within the Plan Area. (7) Alcoves, balconies and porches are encouraged at upper stories to create architectural interest, a regional architectural context, and to provide outdoor spaces for upper story tenants. (a) Protrusions such as balconies and porches may be used on second and higher stories if the overall projection and encroachment into the public right -of -way and/or required setbacks conforms to the regulations established in Section 2.2.7.Frontstreet Setback. Protrusions of this type should extend no greater than two (2) feet from the face of the building. Alcoves used in conjunction with these elements increases the usability of this element, while providing shadow and visual interest to the facade composition. (b) Balconies and porches may be used on second and higher stories if the overall height clearance from the bottom of the soffit and fascia board to the sidewalk below is eight (8) • feet or greater. (c) Balcony and porches should be constructed of materials and proportions related to the overall facade composition. (8) Window Bay Projections are encouraged at upper stories as they create architectural interest and a regional architectural context. They also serve to increase usable internal floor space for upper story tenants. (a) Window Bay Projections may be used on second and higher stories if the overall projection and encroachment into the public right -of -way or required setback conforms to the regulations established in Section 2.2.7. Front street setback. Book II — 2.5 Architectural Regulations Page 120 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (b) Window Bay Projections may be considered a `primary wall material " or an "accent wall material" and conform to the Wall Cladding guidelines above. d) Com s osition CQ openings : _ a -a a e Elemen s i) Standards There are no Composition of Openings and Facade Elements standards. • ii) Guidelines Surface features and facade elements should be located and arranged according to the building's architectural style. At a minimum, they should be organized according to the building's overall proportions and structural bay spacing in order to create a harmonious pattern of elements across the facade. (1) Unifying architectural approaches should be used to lay out a window pattern across a facade, such as aligning windows by using common sill or header lines. (2) At attached residential dwellings, facades of attached residences within the same project should be distinct and even different, but also should maintain unifying compositional elements such as a common window header or sill line, and/or aligned vertical centerlines of windows and doors between upper and lower floors. e Wind i) Standards (a) Curtain -wall window walls shall only be permitted within the Gateway Commercial Center and Avenue Districts, when used as a facade or majority portion of a facade consisting of 100percent glazing and mullions, where glazing panels may either be transparent windows or opaque spandrel panels. Curtain -wall window walls shall be permitted in other districts when used as ground floor storefront glazing or as "penthouse" glazing at the top floor of a four -story or higher building. (b) Ribbon windows: Shall only be permitted within the Gateway Commercial Center and Avenue Districts, when used as continuous horizontal bands of windows (sometimes referred to as ribbon windows) that extend the full width of a building facade. Ribbon windows shall be permitted in other districts when used as ground floor storefront glazing or as "penthouse" glazing at the top floor offour -story or higher building. • ii) Guidelines Windows should be designed to be in keeping with the character and the architectural style of the building. Windows throughout a building's facades should be related in design, operating type, proportions, and trim. They should be used as architectural elements that add relief to the facade and wall surface. (1) Form: (a) Window openings, operating types (single -hung, casement, etc.) and proportions of window frames and members should be designed in accordance with the selected architectural style. (i) Where greater privacy is desired for ground floor restaurants or professional services, large storefront windows should be divided into smaller units or panes. An "industrial sash" type of multi -pane window may be used where appropriate with the building's architectural style. (ii) In the City Center and in Neighborhood Centers, a vertical proportion of window panes or window openings (3:2 to 2:1 height: width ratio) should typically be used. Openings may be composed of a series of vertically proportioned panes or frames. Book II — 2.5 Architectural Regulations Page 121 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (iii) Commercial clerestory and transom windows are recommended to provide a continuous horizontal band or row of windows across the upper portion of a storefront. • (iv) Windows should generally maintain consistency in shape and in location across a facade, and be coordinated with facades of adjacent buildings. Unifying patterns should include a common window header line or sill line, and/or aligned vertical centerlines of windows and doors. The overall effect should create a harmonious pattern across the Streetwall. (v) Windows on the upper floors should be smaller in size than storefront windows on the first floor, and should encompass a smaller proportion of facade surface area. Exceptions to this may occur when large window openings are used as "penthouse" glazing (top floor of a four -story or taller building). (vi) At freestanding parking structures, long -span facade openings with a height: width ratio that is more horizontal than 1:3 should not be used. Vertically proportioned window like openings (3:2 to 2:1 ratio) are strongly encouraged, to continue the pattern of pedestrian- scaled building facades. If horizontally proportioned openings are used vertical pilasters, columns, or other elements should be applied to subdivide the horizontal proportion into smaller vertically proportioned openings. (2) Glazing: (a) Depth of glazing: window frames shall not be flush with walls. Glass should be inset a minimum of three (3) inches from the surface of the exterior wall and/or frame surface to add relief to the wall surface. (b) Where multi pane windows are utilized "true divided light" windows or sectional windows should be used, especially at the ground floor. Snap -in muntins (i.e. detachable vertical or horizontal layers of glass) should not be used in commercial, mixed -use or civic buildings. (i) Window trim: shaped frames and sills should be used to enhance openings and add additional relief. They should be proportional to the glass area framed, as where a larger window should have thicker framing members. Upper story windows and parking structure window openings should be detailed with architectural elements such as projecting lug sills, molded surrounds, and/or lintels. • (ii) Window accessories such as window boxes for plants, fabric awnings, etc. should be considered for additional articulation and interest in coordination with the selected architectural style. Decorative grillwork is recommended for parking structure openings, to add detail and help break down the scale. (iii) Additions and accessory buildings: window should be of the same style as the main building, including opening mechanisms and trim. (3) Materials: (a) If horizontal or vertical aluminum sliding windows are used, assemblies with extrusions and frame members of minimum one and one -half (1.5) inches exterior width dimension should be used, to avoid an insubstantial appearance common to aluminum sliding windows. (b) Clear glass should be used. If tinted glazing is used, light tints and green, gray or blue hues should be used (c If solar or heat control is desired, reflective glazing and/or reflective adhesive films should not be used Non - reflective types should be selected instead Low emissivity glass and external and internal shade devices are other options that should be used as well. (d) Lug sills (protruding window sills) should not be formed of rigid foam or other substrates sprayed with stucco or other wall finish material. They should be instead constructed with a permanent material such as painted wood, painted FRP, metal, precast concrete, GFRC, terra cotta, or stone. Book 11 — 2.5 Architectural Regulations Page 122 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 bomwin nit�r''ances i) Standards (1) To contribute to the public and pedestrian realm, building entrances shall be prominent and easy to identify. (2) The main pedestrian entrance shall be easily visible and recognizable, and shall be architecturally treated in a manner consistent with the building style. (3) At mixed -use buildings, entrances to residential, office or other upper story uses shall be clearly distinguishable in form and location from retail entrances. ii) Guidelines (1) Entrances should incorporate one or more of the following treatments: (a) Marked by a taller mass above, such as a modest tower, or by a column that protrudes from the rest of building surface. (b) Accented by special architectural elements, such as columns, overhanging roofs, awnings, and ornamental light fixtures. (c) Indicated by a recessed entry or recessed bay in the facade. Recommended treatments include special paving materials such as ceramic tile; ornamental ceiling treatments, such as coffering; decorative light fixtures; and attractive decorative door pulls, escutcheons, hinges, and other hardware. (d) Sheltered by a projecting canvas or fabric awning, or by a permanent architectural canopy utilizing materials from the primary building. (2) Entrances to upper -story uses should incorporate one or more of the following treatments: (a) Located in the center of the facade between storefronts, as part of a symmetrical composition. (b) Aligned with prominent facade elements of upper stories, such as an expressed or embedded entrance tower. (c) Accented by architectural elements such as clerestory windows, sidelights, and ornamental light fixtures, and identified by signage and/or address numbering. (d) Indicated by a recessed entrance, vestibule or lobby distinguishable from storefronts. g) - econ a.rv ;rances i) Standards (1) Secondary entries, such as side or rear building entries shall not be more architecturally prominent or larger than the front entry. ii) Guidelines (1) Side or rear building entries should be visible and easy to find, but visually secondary to main entrances (2) Secondary entries should be easy to find, particularly for customers or visitors accessing them from parking lots. (3) The design of the side or rear entry should be architecturally related to the front entry, such as in use of materials and proportions. (4) Secondary entries should be enhanced with detailing, trim and finish consistent with the character of the building. Book II — 2.5 Architectural Regulations Page 123 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 111Lar ad andirdira a t�r taffies i) Standards (1) Service entrances shall not face primary streets when a secondary street, alley, or parking lot entrance location is possible. All service entrances and associated loading docks and storage • areas shall be located to the side or rear of the building. (2) Portions of the building facade containing service or truck doors visible from the public street shall be designed to include attractive and durable materials and be integrated into the architectural composition of the larger building facade design. Architectural treatments, materials, and colors shall be extended from building facade areas into the facade portion containing truck doors to avoid creating a gap in architectural expression and to maintain a high - quality appearance. ii) Guidelines (1) Loading and services entrances should not intrude upon the public view or interfere with pedestrian activities. 1 nt'rance D o� ocs i) Standards There are no Entrance Doors standards. ii) Guidelines (1) Doors are the one part of the building facade that patrons and visitors will inevitably see and touch, and should be well - detailed and made of durable high quality materials. (2) Doors at storefronts should include windows of substantial size that permit views into the establishment. (3) Doors at storefronts should match the materials, design and character of the display window framing. High quality materials such as crafted wood, stainless steel, bronze, and other ornamental metals are encouraged. (4) Detailing such as carved woodwork, stonework, or applied ornament should be used, to create noticeable detail for pedestrians and drivers. Doors may be flanked by columns, decorative fixtures or other details. (5) Doors and doorways leading to upper story uses, such as residential or office uses should be distinguishable from those leading to retail establishments. (6) If utilized at storefront windows, doors, and loading docks, roll - up security doors should be detailed to conceal door housings and tracks and provide an attractive and finished appearance for all exposed components. The roll -up door housing should not protrude more than 6 inches • from the building facade plane. (7) Doors at residential mixed -use buildings should match or complement the materials, design and character of the primary building, as well as convey the residential character of the building. (8) Doors at residential uses should incorporate high quality materials such as crafted wood, stainless steel, bronze, and other ornamental metals. (9) Where possible, entrance doors at attached residential units should vary in color and/or design from unit to unit to further distinguish the individual identity of each residence. (10) At live -work units, if roll -up security doors are used, they should be detailed to conceal door housings and tracks and provide an attractive and finished appearance for all exposed components. The roll -up door housing should not protrude from the facade plane. Book II — 2.5 Architectural Regulations Page 124 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 j) Garage : o ' ar , g D oors i) Standards (1) Only garage doors for detached single - family homes may face streets within 50 feet from the front property line. • (2) All single -car wide garage facades shall be set back a minimum of six (6) feet behind the front wall of the primary building mass. (3) All two -car wide garage facades shall be set back a minimum of 20 feet behind the front wall of the primary building mass. ii) Guidelines Garage doors are strongly recommended to avoid projecting an automobile- dominated appearance to the street or alley by using scale reducing design treatments as follows: (1) Door design treatments such as ornamental panelization or vertically proportioned segmentation • and detail should be used to minimize the apparent width of the entrance — in accordance with the selected architectural style. (2) Framing elements such as trellises above openings and ornamental framing around the edges of openings are recommended. (3) Where double car width doors are used, a width of 18 feet should not be exceeded. (4) At live -work facades, garage or studio doors should be compatible with a residential character. Large featureless doors should be avoided. Glazed multi -panel doors may also be used to impart a residential scale. (5) At entrances of Parking Podiums and Freestanding Parking Structures: vehicle entrances should be treated with architectural articulation and landscape materials, to mark an important and frequently used common entrance and make it easily recognizable. Architectural treatment of garage entrance openings should include notching the mass of the structure or podium at the entry, applying architectural framing to the opening, trellising with or without plant materials, ornamental door grill work, ornamental lighting and signage, etc., consistent with the architectural style of the building. ROO 5)11Roof I i) Standards (1) Roofs shall match the principal building in terms of style, detailing and materials. They shall contribute expressive and interesting forms that complement and add to the overall character of Spokane Valley. (2) Flat or shallow pitched roofs are permitted to be used and shall be designed with one or more of the treatments stated in Guidelines, below. (3) Mansard roofs (i.e. a flat - topped roof that slopes steeply down on all four sides, thus appearing to sheath the entire top story of the building) shall only be acceptable as follows: (a) The height of a building with a mansard roof shall be as defined in Section 2.2.3.Building Height. (b) The maximum slope shall be no steeper than three (3) feet of rise for every two (2) feet of run (3:2). (c) The minimum height of mansard roofs (from eave to roof peak) shall be one (1) typical building story height or 30% of the building facade height as measured to the eave, whichever is smaller. Book II — 2.5 Architectural Regulations Page 125 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (d) Mansard roofs shall fully enclose the perimeter of a building. Where a break in the horizontal run of mansard roof occurs, an architectural termination is recommended (e.g. the roof intersects into a tower). (e) Mansard roofs shall include a cornice at the eave line where the roof overhang depth is less than two (2) feet, and an edge termination at the peak. (fi Roofs constructed with zinc, galvanized roofs and roofs with mechanical equipment shall be required to treat stormwater runoff from said roofs. ii) Guidelines (1) All pitched and continuous sloping roof forms (i.e. without flat horizontal portions) are encouraged. These include gable, hip, and pyramidal roofs. (2) Deeply sloping roof forms, such as gable, hip, and pyramid roofs, and curved roofs, such as barrel vaults, should be limited to prominent or special buildings, such as civic or performing arts facilities. (3) Flat or shallow pitched roofs should be ornamented with shaped parapets, caps, or cornice treatments, using one of the methods below: (a) The primary cornice should be decorated or bracketed with parapets, finials, or simple decorative panels or molding. (b) An architecturally profiled cornice and/or expressed parapet cap should be used to terminate the top of the parapet wall. (c) Surface mounted cornices, continuous shading elements, or trellises should be used to strengthen a parapet wall design. (d) Sheet metal parapet caps or coping should provide a formed (compound folded) overhanging edge termination and a heavy gage sheet metal thickness selected to avoid "oil canning" distortion. Single layer, flush sheet metal parapet caps should not be used (4) Smaller, subsidiary roofs may be used at storefronts; these should match the principal building in terms of style, detailing and materials. (5) Roof overhangs for both fl at and sloping roofs are encouraged to add depth, shadow and visual interest, and can be used to create a Streetwall Top Element as defined in Section 2.5.2.1.b. They should be designed as follows: (a) At roof overhangs, vertical roof edge fascia over 18 inches in height are recommended to be subdivided or accented by additional horizontal layers, step backs, trim, and other detailing. (b) Brackets and corbels (i.e. decorative supporting pieces designed to bear the weight of projected overhangs), or other expressed roof overhang supports (whether structural or non - structural) are encouraged to add richness to detailing. The spacing module of repeating supports should relate to the building's structural bay spacing or window mullion spacing. (c) The soffit (Le. the underside surface of the roof overhang) should be designed as a visible - feature and incorporated into the overall architectural composition. Soffit beams, coffers, light fixtures and other design articulation are encouraged. (6) At Freestanding Parking Structures, the "skyline" at the roof deck should be designed and shaped to create an interesting visual profile, as follows: (a) At stair and/or elevator towers, special roof forms such as sloped or curved roofs are encouraged (b) Along parapet edges, cornices, shading elements, and/or trellises are encouraged to provide additional visual interest. The height of parapet walls and/or guard railings may Book II — 2.5 Architectural Regulations Page 126 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 be varied in coordination with the overall facade composition but should be tall enough to conceal vehicles. (c) Due to their highly visible location, light poles and fixtures at roof parking decks should be specified or designed as decorative fixtures, architecturally coordinated with the style of the building. (7) Variations of the roof and/or eave line should be used to mark main building entrances and also to differentiate between individual units within attached residential buildings. b f aterials i) Standards (a) Wood shakes are not permitted within the plan area. ii) Guidelines (1) Roof materials should match or complement the existing context of the project area. (2) Roof materials that should be used include: (a) Metal Seam Roofing: finishes should be anodized, fluorocoated or painted. Copper, zinc, and other exposable metal roofs should be natural or oxidized. (b) Slate or slate -like materials such as concrete tile: for simulated materials, exaggerated high - relief surface textures should not be used. (c) Sheet metal shingles, such as copper, zinc, and alloys. (d) Tar and Gravel, Composition, or Elastomeric Roofs (at flat roof locations): light, reflective colors are recommended to minimize heat gain within the buildings. Roof surfaces utilizing these materials should be screened from view from adjacent buildings and sites by parapet walls. (e) Asphalt shingles: projects using asphalt shingles should use the highest quality commercial grade materials, and be provided with adequate trim elements. Lightweight asphalt shingles should not be used. (f) Terra Cotta or Concrete Tile: red tile roofs may be used for Mediterranean or Spanish Revival architectural styles. Such projects are recommended to use authentic terra cotta barrel tiles and avoid simulated products. (3) Roof materials that should not be used include: (a) Corrugated sheet metal, unless used as an accent roofing material. (b) Stamped sheet metal used to simulate Mediterranean or Spanish roof tiles. (c) Wood shakes or shingles except for buildings in Community Boulevard District Zone. c ; t aXITE 0 11iPinen [kVA • creenin i) Standards (1) All building mechanical equipment located on roofs shall be screened from view. (2) Roof mounted equipment such as cooling and heating equipment, antennae, and receiving dishes shall be completely screened by architectural enclosures that are derived from or strongly relate to the building's architectural expression, or enclosed within roof volumes. (3) Screening of on -site mechanical equipment shall be integrated as part of a project's site and building design and shall incorporate architectural styles, colors and other elements from the roof and facade composition to carefully integrate screening features. Picket fencing, chain -link fencing and exposed sheet metal boxes are not permitted. Book II — 2.5 Architectural Regulations Page 127 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (4) To reduce glare, light colored roofs (including "cool roofs ") shall be completely screened from view as seen from adjacent streets, sites or buildings by architectural enclosures that are derived from the building's architectural expression, such as parapet walls or other screening treatment. ii) Guidelines (1) Roof - mounted equipment such as antennae and receiving dishes should be located behind parapets, recessed into the slope of roof hips or gables, or enclosed within roof volumes. (a) Materials, architectural styles, colors and/or other elements from the facade composition shall be used to integrate the screening into the building's architecture. (b) In the design of screening enclosures, use dimensional increments of window spacing, mullion spacing or structural bay spacing taken from the facade composition. (2) Where possible, downspouts should be concealed within walls. The location, spacing, materials, and colors of exposed downspouts, gutters, scuppers, and other visible roof drainage components should be incorporated into the architectural composition of the facade and roof; haphazard placement should be avoided. (3) Mechanical equipment, including utilities and trash enclosures, should be incorporated into the architecture of the building and included as a part of the building proper. Where equipment is not included as a part of the building, architecturally related screening enclosures should be used. DLO i) Standards There are no Color standards. ii) Guidelines Colors used in new construction and renovations in Spokane Valley should complement the District zone in which they occur (see below). Colors that reflect the City's relationship with the surrounding landscape should be considered, however, and care should be taken so that drab earth tones are not used. Paint colors for any new building and modifications of paint colors of any existing building shall be reviewed by the City for compliance with the guidelines established below. (1) By District Zones (a) City Center: colors used in new construction and renovations should build on the palette of colors of existing historic Spokane Valley buildings. In general, these include medium- • toned brick colors (typically red brick with occasional use of white or tan brick; also, with light colored accents), natural stone cladding colors, and occasional light - colored stucco or wood siding, according to architectural style as well. (2) General Guidelines (a) Primary building colors, used at building walls, garden walls, and other primary building elements, should be restrained in hue. Stark extreme colors should not be used as primary wall colors. (b) Secondary color should complement the primary building color, and may be a lighter shade than the body color, or use more saturated hues. Secondary color can be used to give additional emphasis to architectural features such as building bases or wainscots, columns, cornices, capitals, and bands; or used as trim on doorframes, storefront elements, windows and window frames, railing, shutters, ornament, fences, and similar features. (c) Accent colors may be more saturated in color, or brighter in tone, and used to highlight special features such as doors, shutters, gates, ornament, or storefront elements. Bright colors should be limited to retail establishments, and used sparingly at fabric awnings, banners, window frames, or special architectural details. A restrained use of bright colors allows display windows and merchandise to catch the eye and stand out in the visual field Book II — 2.5 Architectural Regulations Page 128 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 (d) Colors should be compatible with other buildings in the surrounding area. Colors of adjacent buildings should be taken into consideration, especially where new structures are adjacent to historic buildings. (e) Fluorescent colors should not be used on building materials. (1) At attached residential units, primary and secondary building colors may contain slight variations in color from unit to unit, to further distinguish the individual identity of each residence. 4J ar o gar OD tia i) Shading devices such as building overhangs, latticework and trellises should be incorporated into facades where appropriate, especially at south - facing facades. ii) Where possible, design shade structures, window orientation, and opening sizes as part of a building's Day lighting and Passive Solar Heating program. iii) Green Roofs and Rooftop Gardens are encouraged on fl at sections of a roof behind parapets, caps, or other cornice treatments in order to facilitate insulation and storm -water management, as well as add usable green space and visual interest to the building. • iv) Where possible, design the roof form and orientation as part of a building's Day lighting and Passive Solar Heating program. • Book 11 — 2.5 Architectural Regulations Page 129 of 199 • Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 • 2.6. SI GNA GE REGULATIONS This section contains standards and guidelines for signage within the Subarea Plan. They are intended to ensure that signs are consistent with the overall quality and character of new development anticipated for the corridors. Regulations include permitted sign types as well as sign size, location, materials, illumination, color, and design. SVMC 22.110 is only applicable where specifically referenced. 2.6.1. GENERAL SIGNAGE REGULATIONS The following definitions supplement the definitions set forth in SVMC Appendix A and are intended to define terms used within this Subarea Plan. The following standards and guidelines shall apply to all signs, regardless of type. ) D . a, IMAM 1) Animated Sign: An electronic sign that uses movement or the appearance of movement of a sign display through the use of patterns of lights, changes in color or light intensity, computerized special effects, video display, or through any other method, chasing or scintillating lights, fluttering or moving lights, lights with stroboscopic effect, or containing elements creating sound or smell. Electronic signs that scroll a static message, scene or color onto or off a sign board in one direction per message, are not considered animated signs. 2) Awning: A fabric- covered structure mounted on the face of a building above a window, entrance, or storefront opening. 3) Canopy: An architectural structure made of permanent materials such as metal, wood, etc. mounted on the face of a building above a window, entrance, or storefront opening. 4) Exposed Incandescent Bulb Illumination: The illumination of a sign by incandescent bulbs which are intended to "spell out" letters and numerical characters and/or provide graphic accents, are mounted directly to the face of the sign, and whose light- emitting surfaces are fully visible. 5) Exposed Neon Tube Illumination: The illumination of a sign by neon tubes which are intended to "spell out" letters and numerical characters and/or provide graphic accents, are mounted directly to the face of the sign, and whose light - emitting tubes are directly visible. 6) Exposed LED Illumination: The illumination of a sign by use of Light Emitting Diode (LED) sources which are intended to "spell out" letters and numerical characters and/or provide graphic accents, are mounted directly to the face of the sign, and whose light emitting surfaces are directly visible. 7) External Illumination: The illumination of a sign by projecting light on to the face of the sign from a light source located outside of the sign, such as "gooseneck" lamps; light sources are shielded from direct view. 8) Halo Illumination: The illumination of a sign by projecting light behind an opaque letter or emblem onto the backing panel which results in the appearance of "halo" of light around the letter or emblem; light sources are shielded from direct view. 9) Internal Illumination: The illumination of a sign by projecting light through translucent panel(s) from a light source within an enclosed sign cabinet. 10) Illuminated Open Channel Letters: The use of letter- shaped forms to create lettering within a sign which are individually enclosed on the sides and back, are open at the vertical front, and contain light sources to illuminate the letter- shaped volume. 11) Sign Type: A distinct physical form of sign in terms of configuration, placement, orientation, and size, independent of message content. 12) Valance: The vertical front face of a fabric awning, parallel to the face of the building to which it is mounted. Book II - 2.6 Signage Regulations Page 130 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 13) Window Area: Any window pane or group of window panes contained entirely within glazing separators (muntins, mullions, piers, columns, etc.) of one and one quarter (11/4) inches or greater in width. Multiple window panes divided by glazing separators less than one and one quarter (1 'A) inches in width shall be considered to be a single window area. 1) Sign types shall be permitted according to District Zone, as indicated in the Signage Regulations Chart - Figure 2.6. 2) In the event that a sign falls under more than one sign definition found within this Section, the more restrictive sign regulations shall apply. 3) Temporary Signs not listed in this section shall be permitted in the Plan Area per the requirements of the SVMC Title 22.110.050. 4) "Prohibited Signs," noted in the SVMC Title 22.110.020 are not permitted, unless expressly indicated for specific sign types and district zones indicated in this section. 5) "Permit Required" noted in the SVMC Title 22.110.030 indicates requirements for sign permits. Unless otherwise noted, a sign permit is required for all types listed in this section. 6) Sign Area Calculation: unless otherwise noted, sign areas for single and multiple -sided signs shall be calculated as described in the SVMC Sign Regulations Section 22.110.100, items 2, 3 and 4. 7) Sign Area Maximum — Building Mounted Signs: 8) The total square footage of building mounted signs permitted in any Subarea Plan zone district shall not exceed 15% of the wall area. Tenant spaces shall be calculated individually. Building mounted signs to be calculated include, Wall Signs, Roof Signs, Awning Valance Signs, Above Awning Signs, Above Canopy Signs, Canopy Fascia Signs, Recessed Entry Signs and Window Signs. See Section 2.6.2 for maximum size standards for individual signs.8) Signs shall not display animation unless otherwise noted, except standard barber poles and time and temperature signs. 9) Animated signs are permitted as follows: 10) In the Gateway Commercial Center and Gateway Commercial Avenue Zones. 11) Anywhere along Sprague Avenue EXCEPT in City Center District Zone (animated signs are prohibited in the City Center District Zone). 12) Non - animated electronic signs are permitted in all district zones, including scrolling "alpha- numeric" signs, time and temperature signs. 13) Commercial messages which identify, advertise, or attract attention to a business, product, service, or event or activity sold, existing, or offered elsewhere than upon the same property where the sign is • displayed are expressly prohibited. 14) All issues not specifically addressed herein shall be addressed pursuant to the SVMC Title 22.110 Sign Regulations. 15) In the event of a conflict between this Section and any other City code, the provisions of this Section shall apply. 16) Monument and freestanding signs shall not obscure any fire fighting appliance, including but not limited to fire hydrants, fire connections, etc. 17) Signs shall not obstruct the clear view triangle or points of ingress /egress. 18) Billboards shall be regulated by Section 22.110.130 SVMC, EXCEPT that relocated billboards are prohibited within the City Center District Zone. Further, in all other zones within the Subarea Plan billboards may be constructed only on Sprague Avenue. Book II — 2.6 Signage Regulations Page 131 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 G:UID 1) In general, natural construction materials such as wood, metals, ceramic, glass, and stone should be used for visible components of signs. Synthetic materials should only be used if they are designed to be indistinguishable from the recommended natural materials, or if they have a secondary or minor visual presence. Materials subject to yellowing from light exposure or age such as polycarbonate should not be used. 2) Internally illuminated "can" signs consisting of rectangular enclosures with large translucent plastic sign faces should not be used. If used, one of the following treatments should be applied: i. A sheet metal or opaque sign surface with letters cut out so that only letter shapes or outlines are illuminated from within by translucent surfaces; ii. Or, a color scheme of translucent panels with dark colored background with light colored letters. 3) Recommended exposed and non - exposed illumination (light source) types include incandescent, halogen, neon, warm -white encapsulated compact fluorescent, warm -white encapsulated induction lamps, and LED light sources. Exposed spiral -tube compact fluorescent, fluorescent tube, metal halide, and cold - cathode light sources should only be used for non - exposed illumination, i.e. where lamps are shielded • from view. High pressure sodium and low pressure sodium light sources are not recommended due to their color. The use of energy - efficient illumination sources is encouraged. 4) For legibility, contrasting colors should be used for the color of the background and the color of the • letters or symbols. Light letters on a dark background or dark letters on a light background are most legible. • 5) Colors or color combinations that interfere with the legibility of the sign copy should be avoided. Too • many colors can confuse the message of a sign. 6) Fluorescent colors should not be used as predominant colors in permanent signs or on their structural supports (except as required for municipal traffic and public safety signs). When fluorescent colors are used as part of temporary signage, they should be limited to ten (10) square feet of sign area per facade per establishment. 7) Sign design, including color, should be appropriate to the establishment, conveying a sense of what type of business is being advertised. 8) The location of all permanent signs should be incorporated into the architectural design and composition of the building. Placement of signs should be considered an integral part of the overall facade design. Locations should be carefully composed and align with major architectural features. 9) Storefront signage should help create architectural variety from establishment to establishment. In multi - tenant buildings, signage should be used to create interest and variety. 10) All signs (including temporary signs) should present a neat and aligned appearance. 11) All signs (including temporary signs) should be constructed and installed utilizing the services of a professional sign fabricator. Book II — 2.6 Signage Regulations Page 132 of 199 • MIMI ■ r:-. ? f : -.E.•€• _ _- �� 7 � i ��■ '� 11 �# ww , ` rte` .. �r �,> ■� / -• ��J�I,� • 1 I :: �„1 . 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SIGNAGE REGULATIONS CHART „- 2 6 S!GNAGE REG1.1L.�" _', -. t - N v , °` 2.1.1 City Center 2.1.2 2.1.5 Gateway 2.1.6 Gateway E 2.1.3 Mixed -Use 11.4 Community 2.1 District Zones Neighborhood Commercial Commercial ao Center Avenue Boulevard Avenue Centers CD Core Streets Non -Core Streets I • Grand Projecting Sign permitted — permitted — — _ -- permitted tri c 2 - Marquee Signs permitted permitted permitted permitted — -- permitted g 3 • Wall Sign permitted permitted permitted permitted parr tted ._ _permuted ed ° 4 - Roof Sign permitted permitted permitted permitted 5 •Monument Sign — .detrniited permitter pamitted permuted =P , 6 - Freest andrtg Sign — permitted — • • '' — — pemr .. 7 • Blade Sign permitted Milted permitted restricted • • _ 8 - Projecting Sign permitted tted put permitted restricted perm l 9 • Awning Face Sign permitted rifted permitted restricted 10- i • ltaionce Si • permitted , dted permitted restricted . - t... r _ - -'-"'- permitted permitted restri.;.. . """ =1-1., permitted permitted • - . permitted restricted "d 13:•i• drib- , permitted permitted • • :s '''• permitted restricted p. - - d permitted rr 14 - Canopy Fascia Sign i permitted permitted permitted permitted restncted permmtied permitted co 15 • Above Canopy Sign a permitted permitted permitted permitted restricted permitted permitted rl ,16 - Under Canopy SI n permitted permitted permitted permitted restricted permitted permitted 17. sad Entry . permitted permitted permitted .permitted, restricted permitted permitted b 1!.l w SI • permitted permitted . at ' e/ restnded permitted peimtted _ permitted • ermitted - -- • emitted • • ted g 20 . B . , liderttlflcal111 • , PelCfa , , permitted • rrnitted permitted permitted s . tted ` r _ permitted permitted permitted permitted permitted o 27. lalMbildwilliallsn Willow pamdllul permitted permitted permitted permitted permitted , permitted a a. --.P.- # -. a SWC Chapter 22.110 a . i gn regutattons - 1 U o `� N ( a � CD Legend: S 0 —: Not Permitted ' , ° Permitted: These signs are allowed, by ngt as indicated °` 2 G Restricted: Signs are restricted to comer stores arty. c) Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 2.6.2 SIGN TYPE REGULATIONS A property's permitted sign types are determined by its District Zone as shown on the Figure 2.6 Signage Regulations Chart. Specific restrictions are noted on the chart for particular combinations of District Zone and Sign Type. For the purposes of this plan, the following Sign Types are established (see the summary illustration of Sign Types on the following pages): 1) Grand Projecting Sign 2) Marquee Sign 3) Wall Sign 4) Roof Sign 5) Monument Sign 6) Freestanding Sign 7) Blade Sign 8) Projecting Sign 9) Awning Face Sign 10) Awning Valance Sign 11) Awning Side Sign 12) Above Awning Sign 13) Under Awning Sign 14) Canopy Fascia Sign 15) Above Canopy Sign 16) Under Canopy Sign 17) Recessed Entry Sign 18) Window Sign 19) Time and Temperature Sign 20) Building Identification Canopy Fascia Sign 21) Building Identification Wall Sign 22) Building Identification Window Sign 23) Temporary Signs Standards and Guidelines for each Sign Type are listed on the pages that follow. • Book II - 2.6 Signage Regulations Page 135 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 1) Grand Projecting Sign Grand Projecting Signs are tall, vertically oriented signs which project from the building perpendicular to the facade and which are structurally integrated into the building. a) Standards i) Only one (1) Grand Projecting Sign shall be permitted per establishment. ii) The area of Grand Projecting Signs shall not count towards the total permitted sign area of building AtD 3.411 mounted signs. iii) Grand Projecting Signs shall be no taller than 30 it feet from the bottom -most part of the sign to the tallest part of the sign. iv) Only the following types of establishments may a use animation on Grand Projecting Signs: night clubs, movie theaters, and live performance I. ,- theaters with a capacity of 200 persons or greater. When used, animation shall consist of flashing or chase lights only; light sources shall be of A " ,t, incandescent, neon, or LED type only. Flashing • xenon strobe lights and rotating lights shall not be permitted. v) Grand Projecting Signs shall project no more than six (6) feet from the facade of the building. vi) No portion of a Grand Projecting Sign shall be lower than 12 feet above the level of the sidewalk or other public right -of -way over which it projects. vii) Letter width shall not exceed two- thirds (2/3) of 1111 t the sign width. _ viii)No portion of a Grand Projecting Sign shall extend ` • more than ten (10) feet above the roofline. .r'i b) Guidelines - 1 i) As prominent landmark features, the position of Grand Projecting Signs should be architecturally 11 Grand Proiectinp Siin composed relative to important features of the building's facade design — for example, located symmetrically within the facade, or aligned with the primary entrance. ii) Exposed materials used in Grand Projecting Signs should be metal and paint only. iii) Grand Projecting Signs should be illuminated by exposed neon tube illumination, exposed incandescent bulb illumination, and/or LED illumination only. iv) Letters should be oriented right- side -up and stacked in a single upright row with the first letter being at the top of the sign and the last letter being at the bottom. Book II — 2.6 Signage Regulations Page 136 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 2) Marquee Sig?, Marquee Signs are large, canopy -like structures mounted over the entrance to a theater that include one or more reader boards. a) Standards i) Marquee Signs shall be permitted only at movie e theatres, live performance theatres, or night clubs - with A • a capacity of 200 persons or greater. ^ , ii) Marquee Signs shall only be located directly above the primary public entrance of the theatre. iii) Only one (1) Marquee Sign shall be permitted per 8 establishment. ger r ' iv) The area of Marquee Signs shall not count towards the ..° • ti • ; _ total permitted sign area of building mounted signs. V : - , � v) Marquee Signs shall have no more than three (3) faces. j The total area of all faces of a marquee sign shall not L exceed 500 square feet. vi) Marquee Signs may use animation of sign lighting. When used, animation shall consist of flashing or chase lights only; light sources shall be of incandescent, neon, • 1WI or LED type only. Flashing xenon "strobe" lights and rotating lights shall not be permitted. ; _ vii) Marquee signs shall project no more than 12 feet from • • the facade of the building. viii)No portion of a Marquee Sign shall be lower than eight 2) Marquee Sign (8) feet above the level of the sidewalk or other public right -of -way over which it projects. b) Guidelines i) Exposed materials used in Marquee Signs should be metal and paint only, with the exception that plastic may be used for reader boards. ii) Marquee Signs should be illuminated by exposed neon tube illumination, exposed incandescent bulb illumination, and/or LED illumination only, with the exception that reader boards may use internal illumination. Book Il — 2.6 Signage Regulations Page 137 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 .-------- ------- )] VI ' I.: 7,- (1) Any barber shop shall be entitled to display one (1) barber pole in Wall Signs are signs which are located on, and addition to other permitted signs. parallel to, a building wall. (2) Barber poles may be internally a) Standards illwninated and may be mechanically rotated. 0 Wall Signs shall only be permitted for (3) Shall not count towards the total sign non-residential uses with a dedicated area permitted based on the Linear ground floor entrance. Frontage Ratio. ii) Wall Signs shall only be mounted on a wall area below the second floor level. b) Guidelines Exception: Wail Signs may be mounted i) Exposed materials used in wall signs above the second floor level on an should be wood, ceramic, metal and architectural tower configured to paint only. Exception - movie theaters display wall signs. or live perforrnanace theaters with a iii) No Wall Sign shall exceed 150 square feet capacity of two hundred (200) persons in size. Individual businesses are allowed may use plastic for readerboards. Wall a minimum 32 square foot sign. signs may also be painted directly onto iv) Only the following types of the facade of the building or inscribed establishments are permitted to use into the facade of the building. animated Wall Signs, and only below the ii) Wall signs should be illuminated by second floor level: night clubs, movie external, exposed neon tube, exposed theaters, and live performance theaters - incandescent bulb, exposed LED, or capacity of greater than 200 persons. halo illuminaton only. Internally When used animation shall consist of illuminated can signs with large flashing or chase lights only; light sources translulcten plastic panels should not be shall be of incandescent, neon, or LED used. type only. Flashing xenon strobe lights iii) Where individula letters are used, letters and rotating lights shall not be permitted. hould be three dimensional, created by v) Wall Signs shall project no more than 15 raised letter forms mounted to the inches from the facade of the building. building facade or sign panel, or by vi) Menu or Menu Case Wall Sins: discrete incised openings cut out from the sin wall-mounted signs or sign cases panel. containing restaurant menus: _ .-----,._-- -- -7 (1) Shall be mounted at the ground floor facade of a restaurara or caf6 with indoor or outdoor seating. (2) Shall be limited to the size of two (2) - pages of the menu utilized by the .____,...._ restaurant plus the frame. (3) Shall not protrude more than three (3) ' ill i 1 inches from the facade. Lettering N11.11.4----4111------"-Lj7-I,,---, - 1 EIM 1 -11 --- shall not exceed one (1) inch in height. (4) Shall not exceed one sign or sign case per facade, (5) Shall not count towards the total sign area permitted based on the Linear , , . i . i i Frontage Ratio. 11 ii I (6) Shall be illuminated by indirect . ' 1 illumination only. , vii) Barber poles: 111 3) Wall Sign Book II — 2.6 Signage Regulations Page 138 of 199 1 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 4) Roof Signs Roof Signs are signs which are erected on a roof or atop a parapet wall, and are completed supported by the building. a) Standards i) Roof Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) Roof Signs shall not exceed a maximum height of four (4) feet above the eave of the roof, but in no case shall any part of the sign be higher than the peak of the roof. iii) No Roof Sign shall exceed 40 square feet in size. iv) Roof Signs shall not project beyond the facade of the building. b) Guidelines i) Exposed materials used in Roof Signs should be wood, metal, and paint only. ii) Roof Signs should be illuminated by external, halo, or exposed neon tube illumination only. Internally illuminated can signs with large translucent plastic panels should not be used. - _ mss • i M gt- IIIIIIMIL111111111111111111111 11141 iv \ ti 1 • it . ■ asomo 4) Roof Sign Book II — 2.6 Signage Regulations Page 139 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 5) Monument Signs Monument Signs are signs which are mounted on the ground and are flush or have a clearance from the ground of not more than two (2) feet, and supported by a solid base, one or more uprights, braces, columns poles, or similar structural components. a) Standards i) Monument Signs shall only be permitted for non - residential or multifamily residential uses with a dedicated ground floor entrance. ii) The maximum number of Monument Signs per parcel is one (1) per arterial street frontage. iii) Monument Signs shall not have more than two (2) faces. iv) Monument Signs shall not exceed a maximum height of seven (7) feet above grade. v) The maximum area of a Monument Sign for permitted District Zones shall be as follows: (1) City Center — Non -Core Streets: 32 square feet. (2) Neighborhood Center: 75 square feet (parcels with a single business) or 90 square feet (multi- business complex) (3) Mixed Use Avenue: 75 square feet (parcels with a single business) or 90 square feet (multi - business complex) (4) Gateway Commercial Avenue: 75 square feet (parcels with a single business) or 90 square feet (multi- business complex) (5) Gateway Commercial Center: 75 square feet (parcels with a single business) or 90 square feet (multi - business complex) (6) Community Boulevard: 32 square feet. vi) Signs shall be landscaped per SVMC 22.70. vi) Monument signs exceeding three (3) feet in height shall be set back ten (10) feet from the front property line and outside any border easement and outside of the clear view triangle (SVMC 22.70). b) Guidelines i) The architectural design of a Monument Sign should be an extension of the building's architecture, or strongly complementary to the building's architecture in form, materials, and color. ii) Exposed materials used in Monument Signs should be wood, metal, stone, brick, concrete (including precast and GFRC). and/or paint. Plastics should not be used. iii) Monument Signs should be illuminated by 5) Monument Sign external or halo illumination only. Internally illuminated can signs with large translucent plastic panels should not be used. Book II — 2.6 Signage Regulations Page 140 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 6) Free star 1S viii) A single unornamented pole support design topped by a can sign typical of a commercial strip shall not Freestanding Signs are permanently mounted be used. signs not attached to a building, in which signs are constructed on or are affixed to the ground by columns, poles, or similar structural components. b) Guidelines a) Standards i) A Freestanding Sign should have an articulated i) Freestanding Signs shall only be permitted architectural character and well — crafted details. along Sprague Avenue for non- residential (1) At a minimum, design treatment or uses with a dedicated ground floor ornamentation of structural supports as a entrance, within permitted District Zones decorative composition (for example, featuring indicated on the Signage Regulation Chart columns, struts, braces, fittings, caps, 2.6 decorative frames, etc.) together with ii) The maximum number of Freestanding decoratively framed sign panels is Signs per parcel is one (1). recommended. iii) The maximum height of a Freestanding (2) Alternatively, a Freestanding Sign should have Sign for permitted District Zones shall be an internal structural support within an as follows: architectural tower type of design, featuring a (1) Mixed Use Avenue: 20 feet. base, shaft, and top. (2) Gateway Commercial Avenue: 30 ii) The architecture and composition of a Freestanding feet (single business) or 40 feet Sign structure should provide visual interest and (multi- business complex). detail at both automotive and pedestrian -scale (3) Gateway Commercial Center: 30 feet speed and perception. (single business) or 40 feet (multi- iii) The architectural character, materials, and colors of business complex) or 50 feet (parcels a Freestanding Sign are recommended to be an abutting I -90). extension of or complementary to those from the iv) The maximum area of a Freestanding Sign primary building(s). for permitted District Zones shall be as iv) Exposed materials used in Freestanding Signs follows: should be wood, metal, stone, brick, concrete (1) Mixed Use Avenue: 100 square feet. (including precast and GFRC), and/or paint. (2) Gateway Commercial Avenue: 100 v) Freestanding Signs should be illuminated by square feet. external, halo, exposed neon tube, or exposed LED (3) Gateway Commercial Center: 100 illumination. Internally illuminated can signs with square feet (single business) or 250 large translucent plastic panels should not be used. square feet (multi - business complex, or parcels abutting 1-90). Where three (3) or more businesses agree to share a single sign structure, an additional 20 percent of sign area shall be allowed up to a maximum of 250 square feet. v) Sign location: Freestanding Signs with structural supports less than two (2) feet in width, with copy area placed at a height of seven (7) feet or more above grade, may be located at the property line, outside of the clear view triangle (SVMC 22.70). Freestanding signs with structural supports of more than two (2) feet shall be set back not less than ten (10) feet from the front property line or border easement. vii) Signs shall be landscaped per SVMC 22.70. 6) Free Standing Sign Book II — 2.6 Signage Regulations Page 141 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16. 2009 7) Blade Signs Blade Signs are signs which are oriented perpendicularly to the building facade and which are suspended under a bracket, armature, or other mounting device. a) Standards i) Blade Signs shall only be permitted for non- residential uses with a dedicated ground floor entrance. h 7 � ii) Blade Signs shall only be mounted on the wall ,, o area below the second floor. r -�, .,V . o iii) No Blade Sign shall exceed 16 square feet in • � �_ B size � ' c iv) Blade Signs shall project no more than four (4) feet from the facade of the building. v) No portion of a Blade Sign shall be lower than eight (8) feet above the level of the sidewalk or other public right -of -way over which it projects. vi) The area of Blade Signs shall not count towards 1 the total permitted sign area of building mounted _ t ; signs. b) Guidelines _ U i) Exposed materials used in Blade Sins should be 7) Freestanding Sign wood, metal, and paint only. ii) Blade Signs should be illuminated by external illumination. Note: Portable Menu Signs are not permitted anywhere in the City of Spokane Valley Book II - 2.6 Signage Regulations Page 142 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 8) Projecting Signs Projecting Signs are cantilevered signs which are structurally affixed to the building and oriented perpendicularly to the building facade. a) Standards (1 1;i i) Projecting Signs shall only be permitted for non - '-% - • residential uses with a dedicated ground floor entrance. 1' u) Projecting Signs shall only be mounted on wall area below the second floor level. 0- iii) No Projecting Sign shall exceed 16 square feet in 7l.11 4' • ; size. V , I ' 0 iv) Projecting Signs shall project no more than four (4) feet from the facade of the building. v) No portion of a Projecting Sign shall be lower than eight (8) feet above the level of the sidewalk or other public right -of -way over which �, q it projects. 1I vi) The area of Projecting Signs shall not count = -r towards the total permitted sign area of building mounted signs. ■ 1 8) Projecting Sign b) Guidelines i) Exposed materials used in Projecting Signs should be wood, metal, and paint only. ii) Projecting Signs should be illuminated by external illumination, exposed neon tube illumination, exposed incandescent bulb illumination, exposed LED illumination, or halo illumination. Internally illuminated can signs with large translucent plastic panels should not be used. iii) Projecting Signs incorporating a distinctive shape relating to the business are recommended, as well as signs utilizing three - dimensional and well crafted designs. Book II — 2.6 Signage Regulations Page 143 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 9) Awning Face Signs Awning Face Signs are signs applied to the primary face of an _ _ awning, including sloped awning faces and vertical box awning faces. a) Standards • i) Awning Face Signs shall only be permitted for non- 101 t ■ residential uses with a dedicated ground floor entrance. ii) Awning Face Signs shall not exceed 20 percent of the area of the awning face. iii) Awning Face Signs shall project no farther from the • building than its associated awning. — — iv) No portion of an Awning Face Sign shall be less than eight (8) feet above the level of the sidewalk or other public right-of-way over which it projects. �,, t' 1111 r . P � Y P J - _ b) Guidelines i) Awning Face Signs should consist of vinyl or paint applied directly to the awning. ii) Awning materials should be canvas or nylon; plastic should not be used. I 11 iii) Awning Face Signs should be illuminated by external illumination only. 9) Awning Face Sign 1 D)Awning Valance Sighs Awning Valance Signs are signs applied to the awning valence. - a) Standards i) Awning Valance Signs shall only be permitted for non- residential uses with a dedicated ground floor entrance. r; ii) Lettering for Awning Valance Signs shall include one (1) line of lettering not to exceed two-thirds (213) the height of the valance or 12 inches, whichever is Less. - b) Guidelines i) Awning Valance Signs should consist of vinyl or paint 1'1111111i111 111 applied directly to the awning. ii) Awning materials should be canvas or nylon; plastic should not be used. iii) Awning Valance Signs should be illuminated by external illumination only. 1i 1 1 10) Awning Valance Sign Book 1I — 2.6 Signage Regulations Page 144 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 11) Awning Side Signs Awning Side Signs are signs applied to the side panel of an awning. �, a) Standards (1 > i) Awning Side Signs shall only be permitted for non- . a residential uses with a dedicated ground floor entrance. f 1 ii) The area of Awning Side Signs shall not count towards =;� the total permitted sign area for building mounted signs. �G- - °`crs1 I • iii) Lettering for Awning Side Signs shall not exceed 12 " '. . , inches in height with total sign area not to exceed 20 ,,v ' l �• percent of the area of the awning side area. P g '` i•.• iv) Awning Side Signs shall project no farther from the building than its associated awning. v) No portion of an Awning Side Sign shall be less than eight (8) feet above the level of the sidewalk or other ' i Mil public right -of -way over which it projects. :'�� } " C b) Guidelines _ - . 1_ I j i) Awning Side Signs should consist of vinyl or paint applied directly to the awning. 11) Awning Side Sign ii) Awning materials should be canvas or nylon; plastic should not be used. iii) Awning Side Signs should be illuminated by external illumination only. 12)Above Awning Sigi Above Awning Signs are signs which are mounted above the upper edge of a valance of an awning and oriented parallel to the building wall surface. � a) Standards `t' i) Above Awning Signs shall only be permitted for non- . residential uses with a dedicated ground floor entrance. 1 fc ii) Above Awning Signs shall not exceed one and one - half - A G- ( 1 1 /2) times the valance height, and width shall not exceed Wit; • �,_ g two - thirds (2/3) of the awning width. t t ;= c. iii) Above Awning Signs shall project no farther from the 4 - .-. . mi - , • building than its associated awning. - V ' k �:' -4 iv) No portion of an Above Awning Sign shall be less than eight (8) feet above the level of the sidewalk or other public right -of -way over which it projects. v) Lettering for Above Awning Signs shall include one (1) line of lettering only. 1 b) Guidelines -, O, . _J i) Materials used in Above Awning Signs should be wood, metal, and paint only. 1 1 1 ii) Above Awning Signs should be illuminated by external illumination only. 12) Above Awning Sign Book II — 2.6 Signage Regulations Page 145 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Under Awning Signs are signs which are suspended under an awning, perpendicular to the building facade. a) Standards i) Under Awning Signs shall only be permitted 1 At).0) A for non - residential uses with a dedicated a ground floor entrance. h il ii) Under Awning Signs must be located I Tib T adjacent to a public entrance from a City e r -P sidewalk. ', �I 015? iii) No more than one (1) Under Awning Sign shall be permitted per establishment per L � . B �, facade. !'Z o iv) The area of Under Awning Signs shall not _• • ■ . d 1 t , b unt towards the total sign area permitted sed on the Linear Frontage Ratio. 0— . — . V t ' ; r v No Under Awning Sign shall exceed three (3) square feet in size. \; - i vi) Under Awning Signs shall project no farther 1' W. from the building than its associated awning. vii) No portion of an Under Awning Sign shall be less than eight (8) feet above the level of 1 t the sidewalk or other public right -of -way 1 l over which it projects. Fl -►n I 11 NI b) Guidelines inmure f i) Materials used in Under Awning Signs should be wood, metal, and paint only. 1 ii) Under Awning Signs should be illuminated by external illumination only. 13) Under Awning Sign 1 Book - - 6 Signage Regulations Page 146 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 14) Canopy Fascia Signs Canopy Fascia Signs are signs that are mounted to the front or side fascia of a canopy, contained completely within that fascia, and oriented parallel to the building wall surface. ft-- 1 A-, A a) Standards i) Canopy Fascia Signs shall only be permitted for non- f ° ... residential uses with a dedicated ground floor entrance. ,3 •J ii) The height of Canopy Fascia Signs shall not exceed two- 10-7: P`A thirds (2/3) the height of the fascia or 12 inches, ^° whichever is less. , .71 h' iii) The width of Canopy Fascia Signs shall not exceed two - thirds (2/3) of the canopy width. iv) Canopy Fascia Signs shall project no farther from the building than its associated canopy. ^ v) No portion of a Canopy Fascia Sign shall be less than eight (8) feet above the level of the sidewalk or other ` public right -of -way over which it projects. •• ,.. rte , 1 1 vi) Canopy Fascia Signs shall consist of only one (1) line of lettering articulated as individual letters mounted directly to the canopy. 14) Canopy Fascia Sign b) Guidelines i) Materials used in Canopy Fascia Signs should be metal and paint only. ii) Canopy Fascia Signs should be illuminated by external, halo, exposed LED, or exposed neon tube illumination only. Book II — 2.6 Signage Regulations Page 147 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Above Canopy Signs are signs which are mounted partially or entirely above the front fascia of a canopy and oriented parallel to the building wall surface. a) Standards i) Above Canopy Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) The height of Above Canopy Signs shall not exceed one and one -half (PA) times the Ift116 ‘-'7 height of the fascia or 24 inches whichever o is less. o" ' iii) The width of Above Canopy Signs shall not `/1) exceed two- thirds (2/3) of the canopy width. �- . iv) Above Canopy Signs are permitted only t+ . 41- PY P above the front fascia of a canopy. ^, . , v) Above Canopy Signs shall project no farther from the building than its associated canopy. • vi) No portion of an Above Canopy Sign shall f -1rY , be less than eight (8) feet above the level of r• the sidewalk or other public right -of -way over which it projects. vii) Lettering for Above Canopy Signs shall include only one (1) line of lettering using individual letters only. 1 1 * b) Guidelines i) Exposed materials used in Above Canopy .111., AMP Signs should be wood, metal, and paint - mum' 1 I only. r ii) Above Awning Signs should be illuminated by external, halo, exposed neon tube, 15) Above Canopy Sign exposed incandescent bulb, or exposed LED illumination only. Book II — 2.6 Signage Regulations Page 148 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 16) Under Canopy Sigh Under Canopy Signs are signs which are suspended under a canopy. perpendicular to the building facade. a) Standards i) Under Canopy Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) No more than one (1) Under Canopy Sign shall be permitted per establishment per facade. iii) Under Canopy Signs must be located adjacent to a public entrance from a City sidewalk. iv) The area of Under Canopy Signs shall not count towards the total permitted sign area for building mounted signs. v) Under Canopy Signs shall not exceed three (3) square feet in area. vi) Under Canopy Signs shall project no farther from the building than its associated canopy. vii) No portion of an Under Canopy Sign shall be less than eight (8) feet above the level of the sidewalk or other public right -of -way over which it projects. b) Guidelines i) Exposed materials used in Under Canopy Signs should be wood, metal, and paint only. ii) Under Canopy Signs should be illuminated by external illumination only. iii) Under Canopy Signs incorporating a distinctive shape relating to the business are encouraged, as well as signs utilizing three - dimensional and well- crafted designs. \1, M` t • r W u MI ri ■ ■ l 16) Under Canopy Sign Book II - 2.6 Signage Regulations Page 149 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 1 7) Recessed Entry Signs Recessed Entry Signs are signs which are oriented parallel to the building facade and which are suspended over a recessed entry. a) Standards i) Recessed Entry Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) No Recessed Entry Sign shall exceed 20 square feet in size. iii) Recessed Entry Signs shall not project beyond the facade of the building. iv) No portion of a Recessed Entry Sign shall be lower than eight (8) feet above the level of the sidewalk. b) Guidelines i) Exposed materials used in Recessed Entry Signs should be wood, metal, and paint only. ii) Recessed Entry Signs should be illuminated by external illumination only. A •t.D J-4,, ` s ' , 8 • . Iu L; igl i r — _ 17) Recessed Entry Sign Book II — 2.6 Signage Regulations Page 150 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 18) Window Sigh.. Window Signs are signs which are applied directly to a window or mounted or suspended directly behind a window. a) Standards i) Window Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) Window Signs shall be permitted on windows below the second floor level only. iii) No more than 15 percent of any individual window area shall be covered or otherwise occupied by signage. iv) The letter height of each Window Sign shall not exceed 12 inches. b) Guidelines i) Ground floor Window Signs should consist of gold or silver leaf, vinyl, or paint applied to the glass, neon mounted or suspended behind the glass, or framed and mounted paper signs. For metallic leaf or vinyl signs, a drop shadow behind letters is recommended to increase visibility. ii) If illuminated, Ground floor Window Signs should be illuminated by exposed neon tube illumination only. H I '. _ .. __ ipTil UtUJ "0001- 1 t !' 0110 t ,, ritil -4.:1,_,,.....--,,, __ ;.:x.,,_,,:_:.:,..:r... ___ , 18) Window Sign Book II — 2.6 Signage Regulations Page 151 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 10 ruie caz 7f moera'tu e SSdgn Time and Temperature Signs display time with a dial clock face or a light- emitting digital display, and temperature with a light - emitting digital display. a) Standards i) Time and Temperature Signs shall only be permitted for non - residential uses with a dedicated ground floor entrance. ii) One time and/or temperature sign shall be permitted per business. iii) Time and temperature signs shall occur as or be incorporated as part of one of the following permitted sign types listed within this section: (1) Grand Projecting Signs. (2) Marquee Signs. (3) Wall mounted Signs. (4) Monument Signs. (5) Freestanding Signs. (6) Blade Signs. (7) Projecting Signs. iv) Time and temperature signs shall not include other digital displays or animation. b) Guidelines i) Time and Temperature signs should be illuminated by external, internal, exposed incandescent, exposed LED, and/or exposed neon tube illumination only. Do) Building to • ntif g f o ano 4y Font' Zard Building Identification Canopy Fascia Signs are signs which are mounted to the front or side fascia of a canopy, contained completely within that fascia and oriented parallel to the building wall surface and which announce the name of a building. • a) Standards i) Building Identification Canopy Fascia Signs shall only be permitted for non - residential or multifamily residential uses with a dedicated ground floor entrance. ii) Building Identification Canopy Fascia Signs shall be located only on the fascias of a canopy above the primary building entrance and shall be located entirely within the canopy fascia. iii) Only one (1) canopy per facade may have Building Identification Canopy Fascia Signs. iv) The area of Building Identification Canopy Fascia Signs shall not count towards the total permitted for building mounted signs. v) Building Identification Canopy Fascia Signs shall not exceed one (1) line of lettering not to exceed two- thirds (2/3) the height of the fascia or 12 inches, whichever is less. vi) Building Identification Canopy Fascia Signs shall project no farther from the building than its associated canopy. vii) No portion of a Building Identification Canopy Fascia Sign shall be less than eight (8) feet above the level of the sidewalk or other public right -of -way over which it projects. viii) Lettering for Building Identification Canopy Fascia Signs shall include only one (1) line of lettering using individual letters only. Book II — 2.6 Signage Regulations Page 152 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 b) Guidelines i) Building Identification Canopy Fascia Signs should consist of metal letters, vinyl or paint applied to a canopy, or may be inscribed into the canopy. ii) Building Identification Canopy Fascia Signs should be illuminated by external illumination or halo illumination only. 21) Building Identification Wall Signs Building Identification Wall Signs are signs located on and parallel to a building wall that announce the name of a building. a) Standards i) Building Identification Wall Signs shall only be permitted for non - residential or multifamily residential uses with a dedicated ground floor entrance. ii) Building Identification Wall Signs shall be located only on the frieze, cornice, or fascia area of storefront level; frieze, cornice, fascia, parapet of the uppermost floor; or above the entrance to main building lobby. iii) Only one (1) building identification wall sign shall be permitted per building per street- facing facade. iv) The area of Building Identification Wall Signs shall not count towards the total permitted sign area for building mounted signs. v) Building Identification Wall Signs shall be no taller than 24 inches in height. vi) Building Identification Wall Signs shall project no more than one (1) foot from the facade of the building. b) Guidelines i) Building Identification Wall Signs should be inscribed into the facade, painted onto the facade, or constructed of individual metal letters. ii) Building Identification Wall Signs should be illuminated by external illumination or halo illumination only. i ,1111t 1�- Iiilitiilii 11111111111 iililIltIli?, MINIM 111 1111 21 Building Identification Wall Sign Book 11— 2.6 Signage Regulations Page 153 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 22) Building flittgification. Ni ow Signs Building Identification Window Signs are signs applied directly to a window or mounted or suspended directly behind a window. a) Standards i) Building Identification Window Signs shall only be permitted for non - residential or multifamily residential uses with a dedicated ground floor entrance. ii) Building Identification Window Signs shall only be located on a transom window above a primary entrance, or the glazed area of primary door. iii) Only one (1) Building Identification Window Signs shall be used per building per street - facing facade. iv) The area of Building Identification Window Signs shall not count towards the total permitted sign area for building mounted signs. v) No more than 25 percent of any individual window area shall be covered or otherwise occupied by signage. vi) The letter height of each Building Identification Window Sign shall not exceed 12 inches and must be taller than four (4) inches. b) Guidelines i) A Building Identification Window Sign should consist of gold or silver leaf, vinyl or paint, applied to the glass only. Ground floor Window Signs should consist of gold or silver leaf, vinyl, or paint applied to the glass, neon mounted or suspended behind the glass, or framed and mounted paper signs. For metallic leaf or vinyl signs, a drop shadow behind letters is recommended to increase visibility. ii) A Building Identification Window Sign should be illuminated by external illumination only. • ..1: P .11!111 _ IllllIII111 ■ !1l : III111,1l;�1111!111! 11 1 � �I I� I 22) Building Identification Window Sign 23) Temporary Sigel See SVMC Chapter 22.110 for temporary sign regulations. Book II — 2.6 Signage Regulations Page 154 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 1 BOOK III: CITY ACTIONS The revitalization of the Sprague Avenue and Appleway Boulevard Corridors and the development of the new City Center will be a program of actions and investments. Given the substantial length of the corridor and the multiplicity of needs represented, this program will need to be implemented in phases over an extended period of time in accordance with the availability of City resources. The prioritization of City Actions will be guided by the goals and strategies outlined in Book I of this Subarea Plan. Complementing the regulatory controls contained in Book 11, the strategic investment of limited public resources planned in this chapter are intended to accelerate the revitalization process and add to the appeal and success of the corridor as the central spine of the Spokane Valley community. City Actions will be guided by the community intent described in Book I. As opportunities arise that were not known at the time of this Plan's adoption, the City may consider alternative investment strategies and projects to more effectively realize the community vision for the Sprague and Appleway Corridors. 3.1. THE CITY CENTER The Sprague and Appleway Corridors Subarea Plan identifies the vicinity around the intersection of Sprague and University as the future City Center for Spokane Valley. The Center will be the community's living room, with shops, restaurants, civic buildings, residences and public plazas all contributing to a new urban environment and central community gathering place. The City recognizes that the envisioned center will be built in cooperation with property owners and with support from community. Public /private partnership opportunities will be explored; however, the City does not intend to play the part of "developer ". The property owners and the City will look for investment opportunities that will have a high probability of instigating the type if development that is envisioned by this Subarea Plan and supported by the community. During development of this Subarea Plan, the City's consultant developed a conceptual master plan for the first phase of the City Center. The City will consider the following list of strategies and tools in its effort to attract developers who will transform the concept into reality: 1. Identify opportunities for public information and involvement in the design and implementation of the City Center, especially the public spaces. 2. Encourage private developers to involve the community in the design of the City Center. 3. Adopt, monitor and adjust zoning controls that will allow a City Center to be built, in a form that is consistent with the City's vision. 4. Identify and pursue funding mechanisms for necessary infrastructure improvements that will support the development of City Center. 5. Prepare a SEPA/Planned Action ordinance for the area identified as the City Center. 6. Purchase a site for future City Hall. 7. Support the efforts of the Spokane County Library District to locate and construct a library as a civic anchor in the City Center. 8. Support other civic entities to locate in the City Center. Glossary Page 155 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 3.1.1. CITY CENTER CIVIC FACILITIES The envisioned City Center will be a place where families and friends can gather, shop, dine and live. It is also a place that intends to include important public spaces, such as plazas, gardens, fountains, green spaces and outdoor seating. These areas will be designed with the intent of establishing the City Center as the place the community gathers and interacts. Therefore these public spaces will be designed and located so they are pleasant and fun to spend time in. Since these spaces will become the communities "living room" where people gather and share, the City will extensively engage the residents in the design process. The City also intends to purchase land and construct a City Hall. The City Hall will help establish the civic identity for the center and it will be efficient and comfortable for people to do business. It will be constructed using sustainable "green" practices. The City will encourage other civic uses to locate in the City Center. These could include a new library, fire district offices and the offices of other government purposes. 3.2. STREET NETWORK IMPROVEMENTS The City intends to implement phased street network improvements that will balance automobile, transit, bike, and pedestrian needs. These improvements are intended to maximize ways of reaching and moving through the corridor and maintain the circulation system's capacity to move commuters during peak hours in a configuration that complements the envisioned land use and development pattern. 1) The street network today At the time of Plan adoption, Sprague Avenue and Appleway Boulevard function as a one -way couplet from ffi Interstate 90 east to University Road, where Appleway Boulevard ends and traffic continuing east must turn to the north to reach Sprague Avenue, which resumes as a two -way street east of University. At Plan's the inception, this configuration adequately accommodates traffic volumes without major intersection failure. 1 1 I S til Skrel 0o;- 7 7 1*t tt�4 crY1 a arY S I AlPtfVa tarter. 4 t r. osc -wir 1 I ---� 1 I 1 1 1 2) The future street network Traffic analyses conducted as part of the Subarea Plan (see Analysis of Circulation Alternatives for the Sprague - Appleway Corridor prepared by Glatting Jackson Kercher Anglin, Inc. in Appendix D, separately bound) demonstrated that expected city and regional growth will ultimately result in unacceptable levels of congestion. To accommodate this growth, the street network will need to be strategically modified over time. In the final configuration, Sprague Avenue and Appleway Boulevard will function as a one -way couplet between 1 -90 and Dishman- Mica/Argonne. Sprague Avenue will function as a five -lane, two -way street from Argonne to beyond Sullivan Avenue. Appleway Boulevard will function as a four -lane two -way street between Dishman-Mica and University Road. East of University, Appleway Boulevard will convert to a three -lane two -way street extending to Sullivan Road. Book III — City Actions Page 156 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 3.2.1. STAGING THE STREET NETWORK IMPROVEMENTS Public and private investment in street network improvements will be staged (along with streetscape improvements) over time, as resources allow, and as traffic needs require in order to establish a street network configuration that supports new development along the corridors and growth in the region. Street network improvements will be staged and installed throughout the plan area as shown on the Fig.3.2.1. Streetscape Network Staging diagrams and described below. 1) Stage 1: Establish the Transportation Framework and Enable the City Center Sprague Avenue is poised to become Spokane Valley's Main Street and indeed is one of the primary streets of the proposed City Center. However, its present state limits it from supporting a strong activity center. Its roadway design prioritizes speed and through movement. In order to enable the City Center the City will reclaim Sprague Avenue to better function as an urban retail street; as this reclamation happens, Appleway Boulevard must be extended and configured to two -way traffic to complement Sprague Avenue and enhance the overall capacity of the street network. l i � � ! 1 I -4 - , apes. one -way SrRACA _ [ 5k two-way 7lanes, two•woy ` 1 1 Z J v► CITY '^ w —• 1 D J CENTER j D w !ii . 4lan. one sianix,t..o -a ' —* 3 t Y � i I a) Principal Action Steps in Implementing this Stage i) Convert Sprague Avenue to two -way traffic from University Road west to Argonne. This conversion will initially involve converting two of the westbound travel lanes to eastbound travel and another of the westbound lanes to shared center turn lane. ii) Convert Appleway Boulevard to two -way traffic from Dishman -Mica Road east to University Road. Appleway will be two lanes eastbound and one lane westbound with a center turn lane. ;) Stage 2: Strengthen the City Center and Extend the Network In order to further enable the City Center the City will continue to reclaim Sprague Avenue to better function as an urban retail street; as this reclamation happens, Appleway Boulevard must be extended and configured to two -way traffic to complement Sprague Avenue and enhance the overall capacity of the street network l s' E_ 1 -�— 1 * - 5 Sanisi.ay rr, ,�: E is tti,u .� t 7 /apex two way z ` crry CIF' 5 an CENTER s = Q ' m s 4 ones. one 1 t ! t i 1 1, 1 I 1 Book III — City Actions Page 157 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 a) Principal Action Steps in Implementing this Stage i) Extend Appleway as a three -lane, two -way street east from University to Evergreen. ii) Convert Sprague Avenue from seven lanes to five lanes from Evergreen to Sullivan (and install streetscape improvements). iii) Streetscape improvements for both Sprague and Appleway 3) Stage 3: Extend Appleway Boulevard to Sullivan and reclaim Sprague Avenue as an urban street to Sullivan This stage completes the conversion of a wide Sprague Avenue into an urban street throughout the study area and extends Appleway Boulevard farther east, further enhancing the street network with a parallel east -west route. ',r' lanes, two -way S lanes, Zino wu t y u� Z (IN w Q CITY t CITY w O CrMTE CENTER ‘ ! " a) Principal Action Steps in Implementing this Stage i) Extend Appleway Boulevard as a three -lane, two -way street east from Evergreen Road to beyond Sullivan Road (and install streetscape improvements). ii) Convert Sprague Avenue from seven lanes to five lanes from Evergreen to Sullivan (and install streetscape improvements). 3.3. STREETSCAPE IMPROVEMENTS The City intends to implement phased streetscape improvements that will complement the development envisioned on private properties along the corridor with supportive streetscape environments that the private development enfronts. Public and private investment in such streetscape improvements will be staged (along with Street Network improvements) over time, and as resources allow, to promote the type of change envisioned by the community by providing attractive and compatible environments for the desired types of new development. In any given streetscape segment, these envisioned improvements may ultimately be installed in their entirety by the City, or incrementally by the private sector as development occurs. Streetscape improvements will be installed throughout the plan area as shown on the Fig.3.3. Streetscape Segments Map and illustrated by the following Streetscape Design Sections and Plans. 1 /Awed use Neighborhood °'' te: �- Gty Center: Avenue- ea,ter. woo p Cann x !y Gateway J ' lb Somata vw. Ccanm nhy loud/ wn wo ` 3.3. $TRlETlCAK Seoaa eTS MAP Book 111 — City Actions Page 158 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 3.3. STREETSCAPE SEGMENTS MAP 1) Sprague Avenue — City Center City Center Boulevard: Along Sprague Avenue within the City Center, Sprague Avenue will consist of four through lanes, a landscaped center median with left turn pockets, a parallel parking lane along the north side of the street and a protected access lane with angled parking along the south side of the street. This street design will maintain the existing back of sidewalk along the north side of the street and require a new back of sidewalk along an expanded right -of -way along the south side of the street. Streetscape elements include: North Side • A ten (10) foot sidewalk along the back of curb and an eight (8) foot parking lane oriented parallel to the curb. • Boulevard -scale and pedestrian -scale decorative street lighting with banners located within the sidewalk with a maximum spacing of 80 feet on- center. Light source should be located 25 -35 feet above finished grade for boulevard -scale street lighting and 12 -14 feet above finished grade for pedestrian -scale street 1 ighting. • A single species of large, moderate density, deciduous trees located in planting wells within the parking lane and/or in flush tree grates along the back of curb with a maximum spacing of 40 feet on- center. South Side • A 15 foot sidewalk along the back of curb and a six (6) foot planted median located between the street and access lane. • Boulevard -scale decorative street lighting with banners located within the access lanes planted median with a maximum spacing of 120 feet on- center. Light source should be located 25 -35 feet above finished grade. • Pedestrian -scale decorative street lighting located within the sidewalk with a maximum spacing of 80 feet on center. Light source should be located 12 -14 feet above finished grade. • A single species of large, moderate density, deciduous trees located within the access lanes planted median and in flush tree grates along the back of curb with a maximum spacing of 40 feet on- center. City Center Landmark: Following the successful instigation of a new City Center, the City will consider locating and building a City Center landmark to highlight the City Center. It will memorialize the City Center's location and help direct people into the City Center from Sprague Avenue. • .V T _ sKc O• str.. . 1 CAS.. - ` . ,!'• ' rr �.� N • • _ ter ^ _ -�- - T - f r • PS emir a North Side South Side Book III — City Actions Page 159 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 .r is I - •' . , ■ Vi 'p ,.: tta ill :Ma f a9 as IT. 1 i l aces G . ■ * T ♦•ar s.s.1 E a - �; . 1 __ ___________ D ..: I ..aar .l Aa 1.rar:ss ---• t eee.e3:«Zi . :: I . II 1I . esssssssssasum. ast ..aslr:ta: s7tf :.f .. tL f 11 • tw1 IL t . ' L O..ai�a. M.rrrr•�. .�e ini•• •: : :. :aa ■:..■..: aj.� .l.♦ Nlf.Ki�iMM.. �a _, _ ~1 — .111 • 111. '.. �. ►.:YLe.LY.fr N.,, zzff . —__ 1 ::1111111111 :a sl.._. :. u..f,i.t.ee,gal 1. .. •..,....., •rtsu sT• • ssY r w. 1 � 4 - - A f *'�(U ir�z a' ... OM .. ; II(11111111 rc ;• x1111 ii■ NM MN ..; _ IMIM s IMO OM Irsue.a _ _ 1 3:Z=sassisai.i- rtt i:ir. '. _� -�', ` . rr:ralt .. Ire:: tt _: Aae.rrN la .tr.s♦> ss ..". .t use •i ass" :a i:w :=i .� . •r -Dv '11111111111� :..11 � ' °`--- :: ' .. —.. :-.01 1 ..,....1:::::::: ill I riiii ---‘0.0 . . . ,. : . jr= -•.n i 1 : if r .al j .. SOF I MF ; I A...{ If • -„ 11• I :!".1 r ii Ir• at.. a • :ir. ' I ` lr 3 .4 .4 PI `• • We ia 31 s:: , L t hr.l� tit .a : :: ` 1 ra 1 i � uri N North Side South Side North Side South Side 2) Sprague Avenue — Mixed Use Avep_ a_ _ Mixed Use Avenue segments of Sprague Avenue will consist of four (4) through lanes with a center turn lane. Streetscape elements include: • A seven (7) foot sidewalk with a ten (10) foot continuous planter strip along the back of curb. • A flush 12 foot center turn lane with special paving. • Boulevard -scale and pedestrian -scale decorative street lighting located within the planter strip with a maximum spacing of 120 feet on- center. Light source should be located 25 -35 feet above finished grade for boulevard -scale lighting and 12 -14 feet above finished grade for pedestrian-scale street lighting. • A single species of large, columnar, deciduous trees located within the planter strip with a maximum spacing of 40 feet on- center. Book III — City Actions Page 160 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 imr - a VMa • MCC • • 7, ,.1 t _,• j f1 . • ! • ; � j '14 . S . .. r .. � . Metikm b -' Mi N Sen+ces ►ti"'q NORTH SIDE SOUTH SIDE 3) Sprague Avenue — Neighborhood Centel'_ Neighborhood Center segments of Sprague Avenue will consist of four through lanes with a center turn lane and parallel parking lanes. Streetscape elements include: • A 12 foot sidewalk with an eight (8) foot continuous planter strip along the back of curb, and a seven (7) foot parking lane oriented parallel to the curb. • A flush 12 foot center turn lane with special paving. • Boulevard -scale and pedestrian -scale decorative street lighting located within the planter strip with a maximum spacing of 40 feet on- center. Light source should be located 25 -35 feet above finished grade for boulevard -scale lighting and 12 -14 feet above finished grade for pedestrian -scale street lighting. • A single species of large, open- habit, deciduous trees located in planting wells -.,. •. a.. .w..ut . , 1• - r • , ti • aC -r $ . North Side South Side Book III — City Actions Page 161 of 199 Sprague Appleway Corridors Subarea Plan :. . - Adopted June 16. 2009 ' 4 1, 7 . , 7.- ' ". 2 . • i ! i • ! z ?Mixed et - Mixc • -Uae- Av cnu -.. ,.Av cn c E f rszzi -- • •- „. - --.. .... - . .:,..-1111111111111111-;:i .. - 11111111111 i? - - - 112.122 i — - -.. - -- 11111111111 •. -:r: _y: 4.:_4.sa, __= - , � I -1 == s _.- .Jr312._. Liixcd•lise j _.1 Aver . {�� ...f.:, - - ! — _?j Neighborhood *- = Center _:i -3i HillllllllllllllflhIIiiIE 11 iiii ' 1 - : North Side South Side 4) Sprague Avenue – (iateway Com mersipl Avenue The City is not proposing changes to the Sprague Avenue streetscape within the Gateway Commercial district zones areas. As resources allow, the City will work with property and business owners in the Gateway area to identify possible changes to Sprague Avenue to support the development envisioned in this Subarea Plan. 5) Appleway Boulevard – Community Boulevard Community Boulevard segments of Appleway Boulevard will consist of two through -lanes with left turn pockets and bike lanes. Two options will be considered in order to maintain the possibility of a long term light rail or bus rapid transit line. Option 1 – Light Rail along the Center of the Right -of -Way: Short Term Streetscape Elements Include: • A 42 -foot wide linear parkway located in a median in the center of the right -of -way with: Book III - City Actions Page 162 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 o Multi -use path o Two rows of large, open -habit deciduous trees with a maximum spacing of 30 feet on- center. • A six (6) foot sidewalk with an eight (8) foot continuous planter strip along the back of curb. • Boulevard -scale and pedestrian -scale decorative street lighting located within the planter strip with a maximum spacing of 30 feet on- center. Light source should be located 25 -35 feet above finished grade for boulevard -scale lighting and 12 -14 feet above finished grade for pedestrian -scale street lighting. • A single species of large, open -habit deciduous trees located within the planter strip with a maximum spacing of 30 feet on- center. Long Term Streetscape Modifications: • Each block shall convert the central median to a Iight rail or bus rapid transit lane. I ' North Side South Side SHORT TERM 4 vac .a c or sweats f . . 11 6 42 : + , 1 i3 . j . North Side South Side LONG TERM Book III — City Actions Page 163 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 It a a t 1 ..--al i1 1 = r,, I 1 ti a �D V. UUM;;;iii /1::.:::a: H1 4 IIIll II11111 r ::; - .. 't:. .:::r„- .. :: :: llllllilillllll .... ..,,...... � 'tL: NMI UM a.� s s w M $. ~A OM MIN MN SNOB alai Of• OM ws In r RM UM MIR 1. N aenautuntuuuerti 1l111IIIJIlllil i iiittnrsn tular:u r7.?=..». ::rs:s.^imm. 111111111111111. :. l: IT p - i7•;;.. • ant : :l :' . • Illr. • r..: g , . :: .:.::::: N i - si:1 :i1 II ii' i :i » .:: : : :::::i i :......�� .vi ::I::t _ iii ::..i :ii �. l: North Side South Side North Side South Side SHORT TERM LONG TERM Option 2 — Light Rail along the South Side of the Right -of -Way: Short Term Streetscape Elements Include: • A 48 -foot wide linear parkway along the south side of the right -of -way with: o Multi -use path o Boulevard -scale decorative street lighting located along the north edge of the linear parkway with a maximum spacing of 90 feet on center. Light source should be located 25 -35 feet above finished grade. Book III — City Actions Page 164 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 o Pedestrian -scale decorative street lighting located along the south edge of the linear parkway with a maximum spacing on 90 feet on- center. Light source should be located 12 -14 feet above finished grade. o Two rows of a single species of large, open -habit deciduous trees with a maximum spacing of 30 feet on- center. • A six (6) foot sidewalk along the south outer edge of the linear parkway. • A six (6) foot sidewalk with a continuous 10 foot planter strip along the back of the north side curb. • Pedestrian -scale decorative street lighting located within the north side sidewalk with a maximum spacing of 90 feet on- center. Light source should be located 12 -14 feet above finished grade. • A single species of large, open -habit deciduous trees located within the north side planter strip. Trees shall be planted with a maximum spacing of 30 feet on- center. Long Term Streetscape Modifications: • Linear parkway is converted to a light rail or bus rapid transit lane. -i t+ ;. I . • * fi r . . , �4Y - _ SHORT TERM North Side South Side LONG TERM Book III — City Actions Page 165 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 ,,r; ,,,., . ... 1 l ____: 0 . i r: - - zi IlllIII !.. 11111111 e1 = I.t WWII i iiil�i� - -_ _�,. ... _ -_ - -- = *IIIIf _ - - . -_ r.:s :r- i i , -V 1 r : , . 4 y A sa 4 , , . ..41 e' t . r. II • -> North Side South Side North Side South Side SHORT TERM LONG TERM 6) Appleway Boulevard — Community Gateway The City is not proposing changes to the Sprague Avenue streetscape within the Gateway Commercial district zones areas. As resources allow, the City will work with property and business owners in the Gateway area to identify possible changes to Sprague Avenue to support the development envisioned in this Subarea Plan. 7) City Gateway The City will consider locating and building a City Gateway near the intersection of the future I -90 off-ramp and Sprague Avenue that announces entrance into the City of Spokane Valley and helps direct visitors to the City Center. The potential location of a city gateway is shown in Fig.3.3 Streetscape Segments Map Book III — City Actions Page 166 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 GLOSSARY This Glossary sets forth definitions of certain words or phrases used in this Subarea Plan in order to promote consistency and uniformity in their usage, thereby facilitating the interpretation of this Plan. The meaning and construction of words and phrases as set forth in this Glossary shall apply throughout the Plan unless the context clearly indicates otherwise. Definitions contained in City of Spokane Valley Municipal Code shall be applicable except when in conflict with definitions contained in this Glossary or elsewhere in this Plan, in which case this Plan's definitions shall prevail. Accessory Building: A building or structure which is located on the same lot and customarily, incidental and subordinate to the primary building or to the use of land such as a garage. Accessory buildings may be freestanding and are not considered part of the primary building mass when attached to a primary building. Typically accessory building uses include vehicular parking, storage of lawn and garden equipment, storage of household items, play house or green house. Accessory buildings may include habitable area such as a home office, recreation room, guesthouse, or sleeping room(s). Active Living Spaces: Habitable spaces such as dining rooms, living rooms, or bed rooms that accommodate living activities. Active living spaces do not include kitchens, bathrooms, partially submerged basements, or utility spaces. Active Open Space: Any side yard, courtyard, or other open space that is accessed directly by a primary entrance(s) to housing units or office spaces. Alley: A vehicular way located within a block to the rear of parcels providing access to service areas and parking, and often containing utility easements. Alley Setback: The required minimum distance from an alley's edge of pavement to any building. • Articulation: The use of architectural elements to create breaks in the horizontal and vertical surfaces or masses of buildings. Block: An aggregate of land, including parcels, passages, rear lanes and alleys, bounded by streets or railroad rights -of -way. An alley does not constitute the boundary of a block. Block Perimeter: The total length of the public rights -of -way along all block faces. Building: A relatively permanent, enclosed structure having a roof. Buildings include both habitable and inhabitable structures (i.e. parking structures). Building Composition: A building's spatial arrangement of masses and architectural elements in relation to each other and the building as a whole. Building Disposition: The placement and orientation of a building or buildings on a parcel. Building Envelope: The maximum space a building or buildings may occupy on a parcel. Building Function: The uses accommodated by a building and its lot. Building Height: The vertical extent of a building measured in feet and stories, not including a raised basement or a habitable attic. Building Mass: Part or all of a building's three dimensional bulk. Building Orientation: The direction that the primary building facade of a building faces. Building Placement: The location of a building on a parcel. Carriage House: A separate, detached, complete housekeeping unit with kitchen, sleeping and full bathroom facilities, located on the same parcel as a Primary Building but subordinate in size. Glossary Page 167 of 199 Sprague Appleway Corridors Subarea Plan , Adopted June 16. 2009 Community Development Director/Designee: The head of a City's Community Development Department or other individual who has the authority to make decisions regarding the implementation of the regulations within this plan. Context: Physical surroundings, including a combination of architectural, natural and civic elements that establish a specific district, neighborhood, or block character. Core Street: Any street that is lined with development that satisfies all Core Street regulations. Core Streets provide active "Main Street" like shopping and entertainment environments. • Corridor: The combination of all elements that characterize a roadway. This consists of all elements within the public right -of -way /street (the vehicular realm/thoroughfare and the pedestrian realm/public frontage) as well as each adjacent property's private frontage. Curtain Window Wall: A curtain window wall is a system where a wall of windows is hung on the building structure, usually from floor to floor. Density: The number of dwelling units within a standard measure of land area, usually given as units per acre. Development Regulations: All Standards and Guidelines contained within this document. District Zone: An area as defined in the District Zones Map whose urban form has a unique character within the Plan Area. The range of District Zones forms the basic organizing principle for the Plan's regulations. District Zones Map: The map that designates District Zones and determines which regulations within this document apply to each property within the Plan Area. Driveway: A vehicular lane within a parcel, usually leading to a garage or parking area. Dwelling Unit: Any building or portion thereof that contains living facilities including all of the following: provisions for sleeping, a kitchen, and sanitation for not more than one family. Enfront: To be located along a frontage line. Entrance or Entry: A point of pedestrian access into a building. Facade (streetwall, sidewall, rearwall): The exterior wall of a building. Front Entrance: The main point of pedestrian access into a building. Front Street: The street that a building's primary entrance shall be oriented towards. Front Street Setback: The distance or range of distances (expressed in both minimum and maximum) required from the back -of- sidewalk to the primary building facade along a front street. Front Yard: The area that results from a front street or side street setback. Frontage Coverage: The minimum percentage of the length of the frontage coverage zone that shall be occupied by the front facade of the primary building. Frontage Coverage Zone: The space between the minimum and maximum front street setback lines and the minimum side or side street setback lines. Frontage Line: A property line that coincides with the corridor public right -of -way. Frontage Type: A specific configuration of elements that define how public or private frontages may be designed. Garage: A building used for vehicular parking with no internal circulation. Guidelines: Principles that provide direction regarding the preferred method of addressing specified design • considerations. Conformance with guidelines is recommended but not required. Historic Resource: A building, site or feature that is a local, state, or national historic landmark. Glossary Page 168 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Home Occupation: An occupation conducted at a premise containing a dwelling unit as an incidental use by the occupant of that dwelling unit. House Scale: To be roughly equivalent in size and mass to a detached single family house. Human Scale: To have the size, height, bulk, massing, or detailing that creates a comfortable relationship to humans. Liner Building/Uses: A portion of a building, with distinct, habitable uses located along a property frontage such that it conceals the larger building behind. Typically, liner uses are located along parking garages or large format/anchor retail buildings. Multi- Family: The use of a site for two or more dwellings within one or more buildings. Municipal Code: A collection of regulations that guide local government. Open Space (Public, Active, & Private): Land that may be used for passive or active recreation. There are a wide range of open space types including parks, plazas, landscaping, lawns and other configurations. Parcel or Assembled Parcel: A legally defined area of land under single ownership. Parking Lot: A paved area, usually divided into individual spaces, intended for parking vehicles. • Parking Structure: A building used for vehicular parking with internal circulation. Partially Submerged Podium: A parking structure built below the main building mass and partially submerged underground. Passage: An at -grade pedestrian connector passing between buildings, providing shortcuts through long blocks and connecting sidewalks or front yards to rear yards, parking areas, and open spaces. Passages may be roofed over. Path: A pedestrian (or bike) way traversing a park or rural area, with landscape matching the contiguous open space. Plan Area: The land whose boundary includes all the properties that must adhere to the regulations within this document. Planter Strip: An element of the public frontage, located in between the sidewalk and the thoroughfare curb face, which accommodates landscaping, including street trees. Planter strips may be continuous or individual. Primary Building: A main/principal building on a lot, including parking structures and excluding accessory buildings or structures, whose streetwall is located with the frontage coverage zone. • Primary Building Facade: The main/principal facade of a building that faces a front street or active open space. Primary Building Mass: The most prominent portion of the primary building's 3- dimensional bulk. Primary Entrance: The main/principal point of pedestrian access into a building. Primary Street: A street that services as one of the principal thoroughfares for a city or district. Private Frontage: 1. The portion of a property between the back of sidewalk line and the primary building facade along any Street. 2. Portions of all primary building facades up to the top of the first or second floor, including building entrances, located along and oriented a street or active open space. • Physical elements of the Private Frontage include, but are not limited to a building's primary entrance treatments, setback areas and property edge treatments. Glossary Page 169 of 199 • Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 i Property: An individual/owner's land, including land improvements and any permanent fixtures on the land including buildings, trees and other fixtures. Property Line: The boundary that legally and geometrically demarcates a property. Public Frontage: The area between a thoroughfare curb face and the back of sidewalk line. Physical elements of the Public Frontage include, but are not limited to the type of curb, sidewalk, planter strip, street tree and streetlight. Public Right -Of -Way: For purposes of this plan, any area dedicated or subject to public fee ownership or an easement for public use for vehicular and/or pedestrian travel including, but not limited to, streets, alleys, and sidewalks. Public Right -Of -Way Line: The boundary that legally and geometrically demarcates the Public Right-Of- . Way. Rear Lane: A vehicular driveway located to the rear of lots providing access to parking and outbuildings and containing utility easements. Rear lanes may be paved lightly to driveway standards. Its streetscape consists of gravel or landscaped edges, no raised curb and is drained by percolation. Rear Yard: The area that results from a rear yard setback. Rear Yard Setback: The distance between a rear property line and any building. Regulations: Both standards and guidelines. Ribbon Windows: Ribbon windows are a series of long, horizontally proportioned windows interrupted by vertical mullions. Secondary Street: A support street that connects areas of a district or city to a primary street. Services: Activities and, in some instances, their structural components that relate to the maintenance and basic functioning components of each land use. These activities may include, but are not limited to, trash and recycling areas and aboveground components of wet and dry utilities. Shopfront: A specific private frontage type. Shopfronts are the primary treatment for ground -level commercial uses, designed for active ground floor activities including retail, dining, and personal services. Sidewalk: The paved area of the public frontage dedicated exclusively to pedestrian activity. Side Setback: See Side Yard Setback Side Street: A street along a corner parcel that is not a front street. Side Street Facade: The facade of a building that typically faces a side street. Side Street Setback: The distance or range of distances (expressed in both minimum and maximum) required from the back -of- sidewalk to the building facade along a side street. Side Yard: The area that results from a side yard setback. Side Yard Setback: The distance between a side property line and any structure requiring a building permit. Sign: Any writing (including letter, word, or numeral), pictorial representation (including illustration or decoration), emblem (including device, symbol, or trademark), flag (including banners or pennants), or any other device, figure, or similar character, including its structure and component parts, which is used for, intended to be used for, or which has the effect of identifying, announcing, directing, or attracting attention for location, advertising, or other informational purposes, including subject matter attached to, printed on, or in any other manner represented on a building or other structure or device. Significant: An important part or area, or a large quantity. Significant Additions: Additions greater than 20 percent of the buildings floor area. Single - Family: The use of a site for one dwelling within one building. Glossary Page 170 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Standards: Rules or provisions that specify requirements. Conformance with standards is mandatory. Story: A habitable level within a building as measured from finished floor to finished ceiling. Attics and raised basements are not considered stories for the purposes of determining building height. Street: The combination of all elements within the public right -of -way: the vehicular realm /thoroughfare and the pedestrian realm /public frontage. Street Type: A specific configuration of elements that define how new streets may be designed. , Streetscape: The composition and design of all elements within the public right -of -way: the vehicular realm/thoroughfare (travel lanes for vehicles and bicycles, parking lanes for cars, and sidewalks or paths for pedestrians) and the amenities of the pedestrian realm/public frontage (sidewalks, street trees and plantings, benches, streetlights, etc.). • Streetwall: The plane of a building facade that fronts upon a street, extending from the ground up to the streetwall eave line. Tandem Parking: An off - street parking arrangement where one vehicle is parked behind the other. Terminated Vista: A location at the axial conclusion of a corridor. Thoroughfare: The portion of the street between curbs that includes all vehicular lanes, including travel lanes, turn lanes, parking lanes. Townhouse: A home that is attached to one or more other houses, and which sits directly on a parcel of land that is owned by the owner of the house. Transition Line: A horizontal line spanning the full width of a facade, expressed by a material change or by a continuous horizontal articulation such as a cornice or a balcony. Urban Design Concept: This district structure which serves as the conceptual basis for the regulations contained in Book II. Use (as a verb): To occupy land or water in any manner or to establish, carry out, maintain or continue any activity or development on land or in water regardless of whether the activity or development is established, carried out, maintained or continued in a manner that utilizes buildings or structures on land or in water. Zoning Ordinance: Land use regulation enacted by the City that define the development standards for different zones. These standards establish permitted and conditional uses and provide regulations for density, height, lot size, building placement and other development standards. • Glossary Page 171 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 APPENDIX A: STARTING POINT A.1. STARTING POINT: EXISTING CONDITIONS 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. 1) 1iegio' n Contez4 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 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.). SPOKANE 4. r _ VI. 0. r._ ; i ' CITYTOF SPOKANEVALLEY COUNTY ' .rc . 0.. ` ` ; ` 't 1 _ ,- 1 _I • T 1 .4 ♦ . -L �I 1) r =te 4 Y •,, ,} . .'i ` 'I - r r -- 1 • } < ► ..}` t344011* •IL / . 1 / d •11 -71 ....- t - - . : • . ' 4 i. � 1,11 I -... Ord IM��11O .- MA • S • 1 r 7. ,a i ,--7, - -u.-. : Vim.; trx ;'''' 'ilk, a v., ., ic •.. ..: - ,. -.7„..-;_-,„..0,-. �L' ? V .y, 400 � .mil �4 1" - _ t . • _ 1{7Ya7Ji1tSi ^ , t - - Pto.A.2. MArs OF SPOKANE VALLEY, PIo.A.1. MAP or SPOKANE COUNTY SPRAGUE AVENUE, Am) APPLE WAY BOULEVARD Appendix A — Starting Point Page 172 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 2) City Context: Pattern of City - W ide Development The land use patterns in Spokane Valley are characteristic of post -World War I1 suburbs across the country: strips of 4 . ! undifferentiated _ commercial buildings are art -'� _ - concentrated along major PIP — ,�- �=` �r' l ' thoroughfares and housing t aid occupies the land in �r - • '' - --- ' •m• es 4,4 4111101 . between these corridors ppi i.. 7 ! �,.� (Fig.A.3.). Market trends 4, _, ! Le.....,... ....4 t : ,. have put these com ` . r= — r = '!w "1"''.`L " ;Ns - Y ! corridors in a period of s I'M ; ` `'.' accelerating transition T• where retail is increasingly concentrating in centers at t f . 1 major intersections and a highway interchanges. ,�...�.,, a " These centers are draining f3 .... i.a.R...aa . the economic vitality from retail properties located F1c.A.3. PATTERN OF CITY -WIDE DEVELOPMENT 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 1 -90 and the Spokane Valley Mall leaving significant stretches of Sprague Avenue no longer advantageously positioned for retail investment. ■ Wie ,k 10 " 6-° ! h - 1 Al* 4 z . ' :.; . -- — C ‘ r - -__.--..„,,,, .- ' ' ' IT, iii _:„.............„ ,.......„. ...- r ..... _ _.•_:....) _ ..,,,,,-- . f bli; 4, ff k tam j = a'°.R,r trry f) F.ta PLdaitwoo. ' -- a % ii FIG.A.4. PATTERN OF CITY -WIDE DEVELOPMENT: RETAIL TRENDS Appendix A — Starting Point Page 173 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 3) The Sprague/Appleway Corridol 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 1 -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.). • ■ • ' • • • • r , .. • ■ ■- r FiG.A.5. SPR.1GURJAPPI,BWAY CORRIDOR _ - • "- r te ' i L is FIG.A.ti. THE CHARACTER OF SPRAGUE AVENUE THROUGHOUT THE PLAN AREA Appendix A — Starting Point Page 174 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 1 ii FIG.A.7. THE UNDEVELOPED APPLEWAY RIGHT -OF -WAY 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. .,:i=r .....", m -- 1 k'''-armillIIII - E .- A , Nowl...1 R I ••••=.11111111136A1111r" • .....1 ....._ , IIM ■■ ■11 -. 1111111111'1111 - -,8,12 .- Ana : _= . _ . =till MB ll N _ Ni =1IFE tit 10 ■ till .i - _ Ill —_ - =, \ - _ 11 =_I1iaa -_ NiG.A.8. SINGLE- FAMIILY RESIDENTIAL TRANSITION LINE. 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. . -, rw r �. -•, .� '"� 7.f7 -' ___ ' y ' —'' 4 .. _ . _ r o__2! --! _ 7'' 1. �, �} ' __ p . • _ .7_,_ .... b air b '..' FIO.A.9. BUILDINGS 6) Existing Developmen4 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.). Appendix A — Starting Point Page 175 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 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.). IN::: =: , � iiiii �i� Ilii� i �_� fraliiii - IlLegatah +�' -_ _ . 7 5 ! . r - R IB J .7.A ' �sl iFRI f }.1 N� f !� e . - -_-=_ — i.iii.....crititemta,-.4f4juxigaiffv_otiviaimmil . — FM= _ = ::.--=== — — ' , 0. • • ••.;iml. �!M 1 • INIMI1•IWOspry r ama g MIMI0• Oft err or rrrr.rmorrani M.• roar Y•r•_ or or • rg. MINIM - Orr rd rum rwmOrar.rim IMO MO'01.N..erfr.e.0.........rrw .......I Mr* . .... ra roads co. or ram — it rnrrt ..a .wa WI limilrak Whops. a..! — @I- b..s+...ewr..ro.o.ri �r. •..rrw.ra..., Oran rrOrg. OM 011 -Orr Ira tor MPa..r..gr.p Wig NM Its • burg lore et UrrtArq MB Pg. Pori Orr �1..ugpg Or. .r.d...rlY.r b..,e�rutrsti..trrrorrll �o4Amgr HC Orrr.r..e Our rrarw — ..N'rrA ...r..l ti.r�.,.. dr.�r• M* goo babe rrwls.ry moo rat.rA ig nM.M..0 M K• m Bros o.rrrl rig or - - -- UI • lark., groom • 11 .rl - Ai. ..f•Mr4.4. ..... . .r = r. 1110.4.10, %W..r 41..0ra ...rN .■•/ N 0 IIr411.rt11..r1111 WM., ....11 FIG.A.1 EXISTING DEVELOPMENT I gi .., ... A :- ■ ill r, L.r .W - C1 . i.,1�.: Ii i ?!!11/ii9Ini 1'1 pril Iwo .4_,:„.__.a...__„,,:_,_„.,,,,,,,,„,,,,w,,aw-ii...,4 V.'. i 1 .4" ilk Fio.A -1 1. ANCHORS - RETAIL ..... wog il li .r L ii . ocs Pa ii,}� .R:-.:-.:-"` r �� c•.- !E- lir" "flap "WI �r TAR, _ 1l_.� /I 1 1 Jr b oak ---...___==.=_,i _ PIG.A. ANCHOR - ALrrO DEALER SHIPS Appendix A — Starting Point Page 176 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 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. . i,� c s _ J�-' 41 i . - .1-, , - t 1 1 f I "" E3 ' C .. /y o...... IMM. 11 1: !!. - ■ • Fw f.,. 1=1 •, . .•.• ._.f.. .A. 13. E�ISZI�.4; (PRE 7.nNlti� f.. 1=3 .• © .. •.„.. . - - - 1 1- - ;.'» fail gi 1 ( It s i - - --- 7 - - - • ' -- r Iwit . . t--4 lii ca ,----- - -. ._ �. _ i 1 1 ,. — i.a.1A' f: /..�..1 a I 1 Y '�- `` _ _ t r VL' En _ _ lir _ r 1 "'x" C _ ' . FIG.A. 1 4. RESIDENTIAL ENTITLEMENTS II ��,r �t,,,, ; lf5§ ..., - . - .Y in .' la --T. - _ _"____ _r _ . -._ 1, -. _ if FIG.A.16. RETAIL ENTITLEMENTS Appendix A — Starting Point Page 177 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 8) Vulnerability to Changes 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. :.} it "l 1g �'•� a i . r 0 • r { ��i �� r � � t�� } 3--iy __� ��,.i q I j M7r. �'rd 1� a 'FFi •t ... t1l ! a i., r t ,r F� r• --v l •±- w Y ff4v� + { A � ! IwA r '( •' ,, ` !w .� � �,� .�,• .r � L' s 't T `5' '� "��- �' „�� " .. JG -'Y' I j .r -%•� ;�� si L a �:lu r � � - i b w f • �, 1 • ' t 1 :1• ;L� i 3 . `_ ; iaui � ,: 3. =Y i ��'' SSS a 1 �� • . •a w • - _ t _-! 1. r : i �1. 4. ` �, r .s. 416 1 *'� < <:1 # is FIo.A.16. VULNERABLE TO CHANGE Allow . ' vpdifigrat — .ry FIG.A.1 7. F.X. - PLES OF "VULNERABLE" PROPERTIES Appendix A — Starting Point Page 178 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 A.2. TRANSPORTATION NETWORK 1) Existing Street_NeiwQrA 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. - i'll"-:.... ' 5" 1 13 3 wy.., A - Mr..... r41 r 1 r r. 7 i Mt et . ._ it le 1. m .t 4 Exisdns Street Notwork _ •» .. ,r .w• M.-./C.Io-. t.. Iota FIG.A. 1 8. EXISTINO STREET NETWORK 2) Effective Street Networ* 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. fir_ .a.� r - A .- ' �- s M ...... MI am ' t+...... w4 ■ +.r,1 .+ -.ill. rt•+� ............. d Ilt E1F.tvr seet Network "` .. ........,,..... .......w .....oww ...... 0, 1 ....... i Pia.A. EFFECTIVE STREET NETWORK Appendix A — Starting Point Page 179 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 3) Existing Steal SECt1OIii 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. TL L - �i J P Lilli A ll I I 1111 I M , •■■■ ■ , J 5 , 2' 12' 12' 12' 14 e t is. 12' 12' 12' ~ 6' . T 102' n' SPRAGUE (at Walnut) APPLE WAY r % `_ _, i • ♦ - 1r 12' Ir s' r - ry ` 10' ' is - 11' 14 , - 7 - ` .�; sa n• ARGONNE and MULLAN PINES (at Sprague) FIG.A.20. EXISTING STREET SECTIONS Appendix A — Starting Point Page 180 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 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. —_ EZZ =Y1� �� r � rrr• ,, ION • .1-vir= Irmo! irmir Etualifea dirrupast ip „ tills% a lumm bith"!' ricluMMmpritrainut • ••••_, P11.11 21. ! WS rif=gmi r j - T , CDC= '- NUM a 111 . am rim ...11111■111 IEE1672 immimorprimi MEE r V . mmnp = ,iii �..... i v r +d Crow 1 c 111 K.... A3-141EEEt_satik7,..luelarr-ri. CmorM.Mmum Nr 1.0 1 1 11 Mitlittimmill o rrA a Lanal Fia.A.21. TRAFFIC VOLUMES AND FLOW Appendix A — Starting Point Page 181 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 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 appears 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. 'All 11 , ail I/J M 1 - i _ ! _ n �s1._ "MIT? ----- ril..11.17M e win di nu , ill. , LIM r 'Aim' ,....M .. prealkwiti : �■ E; R •• ILIENIIIIII: _H II h CM �w . L 8 A A Q - �� C D VIIII:Ar i :: " ° r kfi : iiiL W a �� i / �..w '� C3 ` (.t � �■ i c, ■ i o A � ii■�lQ 57' •>tlL1l� - 11E1111- i aD �1 °* r JI1 innizzoni 8 v , i am pi� im ;� : . i s lipadne Val 0, 1.3d.dg Tn. .v[tan Cr.�w,. ■■ .■ , n WI Levels of Service ' \ �'n�! ; 111 \ _L:� ° r �w � � -r =� . 1 i iJ II ! J ' L1 m! I iP'5! FIo.A.22. LEVELS OF SERVICE Appendix A — Starting Point Page 182 of 199 Sprague Appleway Corridors Subarea Plan Adopted Tune 16. 2009 6) Primary Fla 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. Well ■ ail wi 1 11 . 11 RI aI Iir vri 1 AlaSili'm ■ _.. 1F 1 ' _ �'! 1' Ip iuu � mprif _i jJiuN I■..,�' ;:■- ' -_.. 7-4 N. �: •mss ss� �-�, INNI _ /11=gran \ 696 ';,,11111. _. =wa wa =Mr.= IL rff a ri I m MIL -19 m ap � ■ ip alms bats/ Irm 0.cr talk. C wan ant Id Traffic Volumes and Flow `�►- 7�� IIMAI "kW Mt ' �1 ! M 1 16iI FIO.A.23. TRAFFIC VOLUMES AND FLOW Appendix A - Starting Point Page 183 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 7) Bicycle and Pedestrian Facilities Currently, bicycle and pedestrian facilities in the Sprague - Appleway corridor is 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 g5 iris_ 101 1 ....ompw Iiifrd w L in ' Pi I �1�u > ' ......�.L 1 momInva OEM re ■uR m ...11. ..misaiimasse.IIIIIN 1.1 Lp ililEt --"' imiribirsallpIni _ .111EPIWIE Inimmam \\II womiallil I NN i miza .., ...,.... --,...... _ .,,, Eirte=rairit= r - • iml may= . i 1 V n •■a s u ` 411 . tookneYah∎ bMAejTrrgorades Cendrtea Iuaav �IIMi J -_ '_ _� I dicycl. and Pedestrian Facilities m•r� r. 7n le 1 r . 1 , f :rr: G " +L . rrs trrr • ggazgploommilawh-gu Ap , -1: ta 1 \, li mp • • L. F1G.A.24. BICYCLE AND PEDESTRIAN FACILITIES Appendix A — Starting Point Page 184 of 199 Sprague Applewvay Corridors Subarea Plan Adopted June 16. 2009 8) Regional Transit Servlig 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. --or _ ri1 - ▪ .r. ' 1 - ..ter r. [ 1 % { 6 � m .r•.••• ..dam ._.0• s' \ ro• _ _ - , • ▪ ' 1.1...E _5 , 1 a ... ' , / 1 t —, .� ` • • E ! fir _ - - ~ .,•,: - — • iiiii _ i _ . i4.`- •--. . r _ ofy,� - � �i' ` •`• . • • . 1 Sk i } �� "♦ I R � • -' �• ' J • • �..• �_' -"'. 1 1 ... ' 1 ' '--- ,. ,< r . _s.... -7.* . . ,--,...,■• j .4 .......... DOW •�IvN PO r � - i _ ._6 _. _ .. " , .r .:. l i L... ; � - -- - -- 1 - lira; SPRAGUE- APPLEWAY Si hl I ... - •/ i • _ 't_ :; z . • , •---W, ' ' � _ —,�- -� y - /1".....73'1.". - - .� z. / =1 ,.. F1G.A.25. REGIONAL TRANSIT NETWORK Appendix A — Starting Point Page 1 85 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 WEEKDAY SERVICE 4 4f i 9) Current _ T'r }� " a? � � O 4g 4 The STA routes serving Spokane Valley intersect at the Pence- - - ea Cole Valley Transit Center near the intersection of Appleway 73 (` only) 30 6 am 8 F"' and University (Fig.A.26.). Transit service throughout the area 90 ( e) 15 K 3rn 6 pm is regular throughout the day, and north -south lines are 90 (evening) 30 5 pm 11 pm generally aligned one mile apart through the corridor areas. 94 30 6 am 91`m Current headways are as follows: 95 30 6 am 10 pm 96 30 Sam 7pm 97 30 Gam - 10 pm , WEEKEND SERVICE ` y \ 1 0 90 30 7 any 10 pm 94 30 6 am 10 pm 95 60 6 a 10 . 96• 60 6 am i► a 97 60 Gam Effi n... es no u • oil. • y service. Sunday/holiday service typically terminates two hours before end times listed here. 1IIIIIIA winii d �� 72 IIII��_ rt,, rl � r �� -, 4 ��' 96 atierg 1 10110 -11 n t., Numi MIL I 1111N1 mi ll i pla :140 -��- I.�MM� I I ' r Iw �i 96 � fealla1 Ai W 4 J I UIPlIPl 1 90 mr,� :: , w - . n � •: i■ ST NUN arm manEssi 9 'all E litili nal II "MOP II 4 ! I 95 UUN1I __ -� Va __ t � .eip i m. : — . R!ii 401110 aa a� a a l 111 WV ' Ns �..�, �. :�..� coebom � .� AI � - N -E1:1- iptesma binet Autsoelq II. It-tuar. N . Transit Service aaL E 1 a _, , aa� 9T Ikilith,V.191-01411110 \ 972.. FIo.A.26. TRANSIT SERVICES Appendix A - Starting Point Page 186 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 10) Light Rail Transit Propoiij 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. • • - — _ .�.. . ' ,� +u. •••.r.: - -1 . • : 4 ..: i v" > - ` • _ ••.• 1 - RO 0 = AIJQOAMf! I. 4, ....r.. t.., 4 .... _e.• ."— _ 't, :•'•._. •:, - V . t -- • PIG A.27. LIG11T RAIL PROPOSAL Appendix A — Starting Point Page 187 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 11) Planned Projects and ImprOviite sij 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. — � li� • oiAuri R£so Iii .1/ iA , . ....+ of GRACJE SE?AAAT1Q MOM �• � r i —J I 2v m �■ . r j r ■ II 11-- a... .�� p oi ■a+ ��t�■ ■� =e a ..rte .l`:A ., =- ICS ��1l� 1 1- :� - - E R ■■ Vasi - �� iti- r4 tn.dT � P P te Pla , � �:: ■ �; i 1L' " '�i nr»dTrans don beikam Whir elr i t 2 " I agiikig 11111.14/eigan ualkar IKE Is on FIG.A.28. PLANNED TRANSPORTATION PROJECTS Appendix A — Starting Point Page 188 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 I2� nitial rans, ortation Observations cEd Im' lications of Condi ion- 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. Appendix A — Starting Point Page 189 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 APPENDIX B: WORKSHOP SUMMARY The Planning Process was organized around a series of Focus Groups, Community Workshops, and City Council Study Sessions. This section provides a list of the dates and focus of those sessions, and a summary of comments received from community members at Focus Groups and Community Workshops. • July 19, 2006 — Community Focus Groups • September 12, 2006 - Community Workshop #1: First Steps Toward a City Center • September 14, 2006 - City Council Study Session #1: First Steps Toward a City Center • October 11, 2006 - Community Workshop #2: Corridor "Centers and Segments" • November 30, 2006 — Auto Dealer Focus Group • November 30, 2006 - Community Workshop #3: Circulation and Street Design • January 16, 2007 — Community Workshop #4: Circulation and Street Design Recommendations • March 1, 2007 - City Council Study Session #2: Review Recommended Plan Framework D CCommunity ilocus Gmoup OtU ®am A The following re •resents a summary of comments received by focus group participants: a) Om a o nits Want To See: 1. Something visually appealing. • 2. Store fronts on both Sprague and Appleway 3. Bike paths, shops, restaurants, specialty retail. • 4. Spaces that facilitate interaction between people, walking spaces. 5. City Hall to create an identity. Barriers: • 1. Lack of designated funds. 2. No set goals by the City. 3. People unwilling to invest until hard decisions set about City Center or the couplet. 4. No clear City gateways Appleway extension comments: 1. City and County need to come to terms on right of way for extension. 2. Determine purpose of Appleway and design appropriately • 511M711 Desirable Changes 1. Landscaping, greenbelts, more cross streets 2. High density /mixed -use development 3. City Center with Civic, a Library, and City Hall Barriers 1. Property owners' participation • 2. Bridging Argonne/Dishman-Mica 3. I -90 connection to University 4. Sprague /Appleway — street width inhibits pedestrian use 5. Couplet indecision 6. City needs to decide the configuration 7. Funding contingencies c • We Dealers Want To See: 1. Underground utilities 2. Fill vacant buildings 3. Tighten up street, much too wide, way too much capacity • 4. Need auto - themed retail businesses to attract people 5. Increase architectural standards 6. Need better accessibility Appendix B — Community Workshops Page 190 of 199 Sprague Appleway Corridors Subarea Plan . Adopted June 16. 2009 7. More brands 8. Destination type places 9. Large parking lot for big sales & classic car shows Don't Want: 1. No used car dealers, no independent dealers Couplet Comments: 1. Dealers on north side hurt the worst by one way traffic 2. Remove the couplet. 3. Not fine with the couplet, but too much money to put it back. 4. Why is the couplet so big? 5. Don't ex sand Appleway. Desirable Changes 1. Need an Identity 2. Need a City Center 3. Live /work concept 4. Slow traffic flow 5. Need City Center 6. Create a core with City Hall and City offices 7. Sense of community 8. Affordable housing Barriers 1. Why is there a couplet? 2. No one is going to stick their neck out until the city takes a stand. 3. There is no long term champion 4. Processes at the City change on a regular basis and developers /contractors can not keep up with the changes Opportunities 1. Council has tremendous power to decide how things will go. 2. Create a City Center 3. Underground parking, not a lot of black top 4. Slow the traffic flow 5. City needs strict design standards 6. Good streets with utility infrastructure in place 7. Mixed -use with on street parking 8. U -City is a good place for the City Center 9. Create an identity and it will draw developers 5 Concerns 1. City Center: what is the time frame? 2. Traffic: Is couplet and light rail coming? City Center? 1. Substantially large area to provide things people will want 2. Get rid of all vacant buildings 3. Have University be an interchange off I -90 4. City needs to make a commitment to City Center 5. City Center should be at U -City 6. U -City is the center of the City 7. All City services need to be contiguous and associated 8. Extend Appleway 9. Maybe we shouldn't extend the couplet 10. There should be a dedicated Town Center staff person 11. Hold the traffic down a little bit and compete with freeway Appendix B - Community Workshops Page 191 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Barriers 1. Failure to extend Appleway 2. Keep the one -way couplet 3. Decide where the City Center is going to be 4. Confusion on what the City wants 5. More cross streets 6. Peo •le need to slow down and look o tomes e Current Conditions 1. Economic damage west of University came about as a result of couplet 2. Rosauer's is the best and busiest grocery on the corridor. 3. High vacancy rates, especially big box. 4. Sprague is bleak; north/south corridors are doing well. Want To See 1. Need to diversify uses, and be more creative. • 2. Where you have people, they need retail services. 3. Downtown Spokane is converting uses to address vacancy rates and low rents 4. One good project will start a rippling effect. 5. Ease of access is more important than beautification. 6. Beautification can block stores, we want people to see stores. Final Comments 1. Why would you make Sprague into another freeway when you have I -90? 2. Cut the couplet back to Argonne. 3. Converting to office not that difficult; not sure about multi- family but it could be positive. 4. Two -way traffic is very important. Research has indicated that the couplet had a negative effect on small retail business. 5. One-way killed one business, it relocated further east and business is doing well. 2 WEID■Thib0 o On NY o o B . Yy The following represents a summary of comments received by community workshop participants in response to consultant presentations regarding first steps toward a City Center: There was a strong desire for a City Center and general consensus to locate it near the University Rd. intersection: 1. Make it happen! 2. Auto Row supports the City Center site 3. U -City is a natural hub 4. Counteract tendency toward sprawl ... encourage concentration 5. Optimum distance from transportation and City Center? There was some interest in keeping options open: 1. [We] should put City Center at Pines & Sprague - Albertsons 2. Good to have more than one [City Center] site this early in the process Ideas about what the City Center should have, look like, and feel like: 1. City Hall 2. Sidewalks should be wide enough 3. Mix in parks and urban density residential next to the City Center 4. Historic buildings should be included if possible 5. Would there be a place around city center for a park? Could you use the park that is across the street from U -City? 6. I see a `dress code' for the buildings as an attempt to avoid atrocities of architecture. Appendix B - Community Workshops Page 192 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 j \orksho o 02 Cu m o aryl The following represents a summary of comments received by community workshop participants in response to consultant presentations regarding land use and development: Most workshop participants confirmed that the corridor is in need of revitalization: 1. With the changes over the last 10 -15 years there have been definite declines in the economics on Sprague. 2. Ground level parking is an eyesore and a waste of land 3. Absolutely something needs to be done for the Sprague /Appleway corridor area. As a representative for the auto dealerships, we embrace this wholeheartedly 4. [There is an] oversupply of Commercial Zoning A minority of participants disagreed: 1. 1 am a property owner and I think that the area is not `struggling' and `in trouble' like you would lead us to believe. 2. I think that overall, business is coming back and moving in the right direction. There's no need to change the development on Sprague because there's no real peaks and valleys in Spokane Valley's or the region's economics." 3. I don't think we should do it. 4 ,LDtb D ea1@Q Toaug C LUDIW MEHU,E1 4 The following represents a summary of comments received by auto dealer focus group participants: We heard comments about how Sprague works in Auto Row with its existing configuration: 1. 60% of our customers come from Sprague 2. A one -way couplet could create an Auto Row loop 3. Customer needs a way to get across the wide one -way road 4. People are all making illegal moves because of the wide one way road. 5. Can you narrow Sprague Ave.? 6. It is difficult to walk across Sprague, the speed limit is too high. 7. Sprague has become I90 A Auto Dealer's primary concerns are visibility, access, and identity: 1. Want to pull in outside customers. 2. Like the idea of a Landmark sign They suggest pursuing signage for Pines /Argonne for Westbound I -90 traffic. They suggest pursuing signage by the Sprague off -ramp, for east -bound I -90 traffic. 3. Like auto display street treatments 4. Telephone poles create visual clutter. 5. Concerned about the area looking like a sea of asphalt Va bom 3 OD i ry �t D esign haracte The following represents a summary of comments received by Community Workshop participants as part of the interactive workshop on Circulation and Street Design Character. All workshop comments were collected and reviewed. The following represents a summary of what was said. The images on the following slides were selected by over 100 members of the community from 34 images presented at the November 30 Workshop. Images were grouped in four categories: • City Center • Sprague: Typical Mixed Use segments • Appleway: Residential Segments • Auto Row The images were first reviewed and rated by individual participants, then fourteen small groups of 6 -8 discussed the images, selected their Greatest Hits in each category, and recorded comments on each one. The intent was for participants to not simply choose their favorite images, but the ones they thought were the most • appropriate for each category in the envisioned future. Appendix B — Community Workshops Page 193 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Worksho a Materials 1 411111 ..__ ... . 1 lk li: ri4 ' . • ._ VII meow 1_: _---- - ] _ 1141111iii r . -- Ici. Fri, op „.. ............._ . low _ P . 4. )111 Existing Circulation: "What Works?" Existing Circulation: What Does Not Work? stcv■er 5p. i P rcy:;:•es t--.. r . - • ', . r , i_ : ,. 1,. , 1 _ffi . ._...t1 do . . , : • Beter ZIC - _ _ t ■ , Generally tit tter for 5 t:1 ., ........)11 . 1:. , le E - ' 1 : .• ; ' • • - , ' , ,. it ' BleineF.Se5 t.c..1/ l' 1 .' . .1 - • - A lot of car, ., , 1. si - . . much) . Fai-let pet,..1,i , , Accommodates through traffic Center turr: tar Access to Dnthman ti. and . , , his to the South Appendix B — Community Workshops Page 194 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Future Circulation: A Primary Objective Future Circulation for SpraguefAppleway 1 -Way Traffic wanted to see 1 -way traffic community on Sprague & Appleway in the enure members want a streetscape project area. This table stated that: design and circulation plan that . helps Future Circulation: 2 -Way Traffic Future Circulation: 2 -Way Traffic • wanted to see workshop participants had questions about the primarily 2 -way traffic on both trarsitron from 1 ti'.av to 2 �vay tra�f and na m about plan irnp►ementatlon. Sprague & Appleway. Of these: litany tables maintained that 7 tables proposed 2 -way traffic for the Ernphasizino whole project area that (two -way everywhere) 6 tab! s proposed some combination of 1- One table summan2cd the genera consensus _ way and 2 -way traffic City Center — Greatest Hits rfr t lir • 11 , a- - 1 _ 11 _ ..i. n . - L` k .. Nib �- •Street parking off to •2 -way street •Pedestrian friendly side of road •Green •Green space •Not too congested •Trees •Retail and •Outdoor seating •Angled parking pedestrian friendly •Pedestrian areas •Center public •Identifies the place •Good lighting space •Turn lanes •Store fronts Appendix B — Community Workshops Page 195 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Sprague: Typical Mixed Use Segments — Greatest Hits #11 li t ,/, „. : . i .. , , _ . :,_ ; .., _.......__ .4: ., - , • Good pedestrian Easy access to 'Cool lights environment parking in rear •Taller buildings •Nice trees •Greenery •Good visibility •Wide sidewalks •Bike lane on street •2 -way •Grassy Boulevard 'Gardens 'Shopping Appleway: Residential Segments — Greatest Hits - - w r _ y • „ . - 04 •, - $! - — ---...... _ wi r , -"v..' .!. .1 , .,....—. ' '"'"7" - JOK, • Is nice for •Trees are good •Greenery residences buffer •Pathways with •Shade •Parking on trees • Separate from street •Multi -use path roadway 'Like separation •Large right of •Green space for of pedestrians way families from traffic -Bigger front yards Appendix B – Community Workshops Page 196 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Auto Row - Greatest Hits • k • , , • - Y i alf °11 )4 f •Large right of way •Sophisticated 'Car display •Good theme looking building •Looks nice •Colorful •Nice sidewalks •Pedestrian •Green grass median •Limited access to friendly •Feature announcing dealerships so •Access to arrival pedestrians can walk services •Greenery •On- street parking •Flags/signs • 6) Workshop #4 Summary The following represents a summary of comments received by community workshop participants in response to circulation recommendations: Community Support for Recommendations 1. I think the plan for Sprague to be two -way is fair but especially for the businesses on the north side, but for all businesses. I think this plan is excellent, I think this plan is unbiased. Congratulations everybody. 2. I am thrilled at the prospect of having a two-way street. 3. I'm very excited about stage one. I look forward to Appleway going through, which makes it even easier to use when you have some traffic 4. I would like to emphasize that [the plan] eliminates the uncertainty for the whole corridor and eliminating the uncertainty is crucial for attracting business back to Sprague 5. The Spokane Valley Business Association did a Gonzaga study around the 1 -90 to University and suggested that a two way from Sprague Ave. These two gentlemen that worked on this seemed to articulate very eloquently what the two ways to do both on Sprague and Appleway. 6. I don't want you to believe that everyone is screaming no roundabouts because there are a few people [who do want them] 7. I think there is a need for extending Appleway out. Additional comments against one way traffic: 1. The couplet already damaged businesses. If we extend the couplet it may hurt more 2. I have been very unhappy that it has been turned into one -way streets. 3. One -way streets don't work for retail. 4. The couplet was ruinous. A few participants remained unsure: 1. For some of the smaller businesses, I'm sure there is impact. The bigger businesses like the Auto Row, it seems to me that if I am buying a car it doesn't matter to me if it is a one -way or two -way I'm going to find it either way. Appendix B — Community Workshops Page 197 of 199 Sprague Appleway Corridors Subarea Plan • Adopted June 16. 2009 2. I'm not sure about two -way on Auto Row. To do more construction and see no immediate improvement seems like money wasted. I battle with that. I don't want to see more time down, I want to see more development, more improvement. It seems like we are going backward six years instead of moving forward. 3. "I recommend that we turn [Sprague] into a six lane road" 4. My property goes back to Appleway which has not been developed and I kinda like it that way. I know the extension is needed, but I can go back there now and it's quiet. None of my neighbors have it developed and personally I would like to leave it that way. 5. There can be big problems with these roundabouts, and that definitely in my opinion, needs a great deal of study. ACKNOWLEDGEMENTS • City Council: Planning Commission: Bill Gothmann Bob Blum, Vice Chair Rose Dempsey Fred Beaulac Dick Denenny, Deputy Mayor David Crosby Mike DeVleming John Carroll, Vice -Chair Richard Munson, Mayor Craig Eggleston Steve Taylor, Deputy Mayor Gail Kogle, Chair Gary Schimmels Ian Robertson., Chair Diana Wilhite, Mayor Marcia Sands Art Sharpe City Manager: Dave Mercier City Staff Core Team: Other Participating Departments: Scott Kuhta, Senior Planner/Project Manager Mike Jackson, Parks Director Greg McCormick, Planning Manager Ken Thompson, Finance Director Kathy McClung, Community Development Mike Connelly, City Attorney Director Chris Bainbridge, City Clerk Neil Kersten, Public Works Director Inga Note, Senior Traffic Engineer Mike Jackson, Deputy City Manager Caroline McRoberts, Administrative Assistant Steve Worley, Senior Engineer Nina Regor, Deputy City Manager (former) Michael Basinger, Associate Planner Marina Sukup, Former CD Director Deanna Griffith, Administrative Assistant Consultants: EcoNorthwest Freedman Tung & Sasaki (FTS) Economics Land Use and Urban Design Terry Moore, Vice President - Development Regulations Anne Fifield, Planner Public Participation Radcliffe Dacanay, Planner Plan Preparation and Publication Page Phillips, Planner FTB Project Team: Glatting & Jackson Michael Freedman, Principal Traffic Engineering Hiroyuki Sasaki, AICP, Principal Troy Russ, AICP, Principal, Senior Urban Gregory Tung, Principal Designer/Transportation Planner Trent Greenan, AICP, Senior Associate Joel Mann, AICP, Urban Designer Erik Calloway, Associate & Project Manager Michael Kritzman, Urban Designer Studio Cascade Alexa Lawrence, Urban Designer Community Outreach Bill Grimes, AICP, Principal Rick Hastings, Associate Appendix B — Community Workshops Page 198 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 SPECIAL THANKS The City and its consultants would like to thank all those who participated in the community workshops and those who contributed to the development and implementation of this document. 1 SEPARATELY BOUND COMPENDIUM The following reports can be found in a separately bound compendium APPENDIX C: TRANSPORTATION Analysis of Circulation Alternatives for the Sprague - Appleway Corridor Prepared by Glatting Jackson Kercher Anglin, Inc. March 2007 APPENDIX D: POLICY Public Policy Environment Summary Prepared by Studio Cascade July 2006 APPENDIX E: ECONOMICS SpraguelAppleway Corridor: Evaluation of Market Opportunities and Constraints Prepared by ECONorthWest September 2006 Appendix B — Community Workshops Page 199 of 199 SPRAGUE AND APPLEWAY CORRIDORS SUBAREA PLAN ADOPTED JUNE 16, 2009 TECHNICAL MEMORANDUM Analysis of Circulation Alternatives for the Sprague - Appleway Corridor Spokane Valley, Washington Prepared by Glatting Jackson Kercher Anglin, Inc. March 2007 Current Conditions The Sprague - Appleway corridor is composed of a one -way couplet west of University Road and only a two -way Sprague Avenue east of University. With the proposed location of the town center on either side of University Road, additional trip generation at this intersection has invited further study of transportation improvement alternatives that would accommodate future growth in Spokane Valley. • Alternatives Considered Prior to the inauguration of the Town Center initiative, the City of Spokane Valley had considered alternatives for treatment of the Sprague - Appleway corridor in addition to a no -build scenario. All but one of these alternatives included the extension of Appleway Boulevard through the entire length of the corridor. After the Streets and Circulation Community Workshop in November 2006, the City and consultant team focused their analysis on four alternatives, retaining the no -build as a point of reference. The other alternatives that have remained active in the discussion reflect the primary political concerns along the corridor, including the perceived decline of business viability along the one -way sections of Sprague and Appleway, traffic congestion and flow, and commute times. These alternatives are briefly described below. No -build Preserving street configurations as they exist today will predictably cause considerably longer travel times and degraded levels of service using 2030 end -year volumes. Particular problems are likely to occur in the transition from the one -way couplet back to two -way Sprague, especially as this transition area (University Road) has emerged as the preferred location of the town center. In all community workshops, members of the public expressed a clear preference for extending Appleway east of University; this desire is consistent with long -term City plans for Appleway. The discussion has focused not on whether to extend Appleway, but rather how its extension should function in terms of the overall street network. Couplet Extension (Alternative 4) The extension of the Sprague - Appleway one -way couplet was one of the four `early' alternatives developed prior to the Town Center planning efforts. Under this alternative, Appleway would be extended east past Sullivan Road as a four -lane, one -way eastbound street. Sprague Avenue would be converted to five westbound lanes east of University Road. Hybrid Couplet/Two -Way (Alternative B) This alternative preserves a one -way couplet in the section of the corridor informally referred to as `Auto Row,' or that section from the Interstate 90 interchange to Dishman-Mica Road. East of Sprague- Appleway Technical Memorandum Page 1 Glatting Jackson Kercher Anglin, Inc. Dishman-Mica Sprague and Appleway are both two -way streets (of five and three lanes, respectively). The section of Sprague between Argonne and Mullan includes one eastbound lane to accommodate projected southbound left turns from Argonne. Two -Way Streets (Alternative C2) In this alternative, the existing one -way couplet is converted to two two -way streets and Appleway is extended east as a two -way, three -lane street. [Appleway between the Interstate 90 offramp and Dishman-Mica Road is a four -lane street with two eastbound lanes to accommodate heavier afternoon peak hour volumes until the right turn at Dishman-Mica; it resumes a three -lane section east of that intersection.] • As the model has been constructed, the second eastbound lane on Appleway continues only to Dishman-Mica and is removed with a right turn lane at that intersection. More detailed future consideration of this alternative may look to extend this eastbound through lane to serve the Valley Transit Center. Evaluation Methodology These four alternatives were evaluated based on corridor travel time and corridor level of service • for the design year 2030. The corridor is defined as extending from east of Sullivan Road to west of Thierman Road. The Spokane Regional Transportation Council's (SRTC) forecasting tool was used for each alternative to determine future travel volumes. SYNCHRO 6.0 was utilized to calculate intersection delay for each alternative. A SYNCHRO model was prepared by CH2MHil1 for each of the four alternatives. These models were modified slightly to provide a consistent comparison analysis and these modifications are described below. Please refer to Exhibit A for illustrative diagrams depicting the configuration of these models. 2030 No -build Alternative • The 2030 No -build SYNCHRO alternative initially provided extends from east of Sullivan to west of Argonne Road only. Therefore, to obtain a travel time for the entire length of the corridor, intersection delays were obtained from Alternative D1, which maintains a one way pair from Argonne Road to west of Thierman. Furthermore, dual left turn lanes and signal optimization were provided at Appleway Boulevard and Park Road to reduce the excessive delay at this intersection. Couplet Extension (Alternative 4) Dual left turn lanes and signal optimization were provided at Appleway and Park Road to reduce • the excessive delay at this intersection (257 seconds to 103 seconds). Hybrid Couplet/Two -Way (Alternative B) Dual northbound right turn lanes and signal optimization were provided at Appleway Boulevard and Park Road to reduce the excessive delay at this intersection (from 248 seconds to 103 seconds). Full Two Way with Roundabout (Alternative C2) No changes were made to the SYNCHRO model as provided. Sprague- Appleway Technical Memorandum Page 2 Glatting Jackson Kercher Anglin, Inc. Overall Summary Corridor travel times were calculated by summarizing the free-flow travel time at a posted speed of 30 mph and the average delay at each intersection as calculated by SYNCHRO using 50 percentile queue lengths. Corridor level of service was determined by calculating the average travel speed for the corridor and was based on Highway Capacity .Manual standards for Class III Arterials. For more detailed travel time and delay calculations, please refer to the attached sheets for each of the alternatives and the corresponding SYNCHRO model plots (Exhibit 13). Total Free Flow Delay Tram, Average Corridor Akernative Corridors Used Distance Travel Time Time Time Travel 5.eed LOS'" 2030 Volumes, No-build, not optimized EB - Thierman to Appleway - Sullivan University Sprague 56m 11.3 min 24,9 min 36_2 min 9.4 mph F - WB - Sullivan n to Sprague 5.5 mi 10.9 min 37.7 min 48.6 min 6.7 mph Thierma 2030 Altmagy _ EB - Thlerman to Appieway 55 mi 11.0 min 5.8 min 162 ink) 19.7 mph Sullivan WB -Sullivan to Sprague 5.5 mi 10.9 min 53 min 16.2 min 20.2 mph Thierman . 2030 Alternative B - Couplet to Dishrinan-Mka Thierman to Appleway-IViullan Sullivan Sprague - 5.6 ml 11.2 min 8.4 mln 19.6 min 17.2 mph WB Sullivan to Sprague 5.5 rni 10.9 min 10,0 min 20.9 mln 15,7 mph Thierman 2030 Alternative -Two-way E6 Thiermari to [-- Sprague 5.5 mi 10.9 min 8.9 min 19.B min 16.5 mph D Sullivan erman Sulivan to Sprague 5.5 mi 10.9 min 4.1 min 15.0 min 21.8 mph Thi * Based on free flow speed of 30 mph * Sum of average delay at each intersection *** Based on Highway Capacity Manual Class 1111 (free flow speed 35 to 30 mph, typical 35 mph) Detailed Travel Time Comparison: 1-90 to Argonne Road In response to questions about the Auto Row section of the corridor and suggestions of its preservation as a one-way couplet, the analysis considered the section of Sprague and Appieway between 1-90 and Argonne Road and compared travel times from the same alternatives as compared in the table above. Generally, performances of the couplet and the two-way alternative are fairly even. Of note are the greater travel times of Alternative 13, which preserves the one-way pair for this section. One notable factor for this slower travel is the lost advent of corridor-wide signal timing to favor the peak direction, as signals can only be timed for continuous flow through the Thierman, Park and Vista intersections before reaching two-way patterns (and at the intersection of Appleway and Dishman-Mica, which experiences relatively long delays due to its heavy right-turn movements). Sprague Technical Memorandum Page 3 Glatting Jackson Kercher Anglin, Inc. Total Free Flow Delay Travel Average Corridor Alternative Corridors Used Distance Travel Time • Time" Time Travel Speed _ LOS" 2030 Volumes, No- build, not optimized EB - Thierman to Appleway - Sprague 1.5 mi 3.1 min 1.5 min 4.6 min 20.2 mph C Mullan WB - Mullan to Sprague 1.5 mi 3.0 min 8.3 min 11.3 min 8.1 mph F Thierman 2030 Alternative 4 - One -way EB - Thierman to Appleway 1.5 mi 3.1 min 2.3 min 5.3 min 17.3 mph D Mullan WB - Mullan to Sprague 1.5 mi 3.0 min 1.7 min 4.7 min 19.3 mph C Thierman 2030 Alternative 6 - Couplet to Dishman -Mica EB - Thierman to Appleway- Mullan- 1.5 mi 3.1 min 2.5 min 5.6 min 16.5 mph D Mullan Sprague WB - Mullan to Sprague 1.5 mi 3.0 min 4.9 min 8.0 min 11.5 mph E Thierman 2030 Alternative C2 -Two-way EB - Thierman to Sprague 1.5 mi 3.1 min 3.4 min 6.4 min 14.2 mph D Mullan WB - Mullan to Sprague 1.5 mi 3.0 min 1.6 min 4.6 min 19.8 mph C Thierman Recommendations: Staging Alternative C2 and the Roundabout In the Streets and Circulation Workshop, community members expressed strong support for the conversion of Sprague and Appleway to two -way traffic. Given the relatively small differences between travel times from Alternative 4 to Alternative C2 and the more amenable environment for owners of adjacent properties and establishments (as well as for non - motorized users of the streets), Glatting Jackson's recommendation has remained consistent with this public support. Alternative C2 Transportation Systems Management includes converting Sprague to two -way traffic, with a five lane cross - section for the length of the roadway. Appleway would also be converted to two way traffic and would assist in carrying westbound traffic to Interstate 90, though it is assumed the the current interchange would not be fundamentally altered and Appleway could not pass under the I -90 mainline. Due to likely funding constraints, it may be beneficial to stage implementation of the two way alternative. One of the critical concerns of any alternative is the performance of the Argonne, Mullan and Dishman -Mica intersections with Sprague and Appleway. Presently, the heavy movement of traffic to southbound Dishman -Mica Road burdens the Dishman - Mica/Appleway intersection (from right turns to southbound Dishman -Mica) and the Mullan/Sprague intersection (from northbound left turns to westbound Sprague). However, due to the one -way operations of Sprague and Appleway, these intersections have been configured for higher capacity in processing these turning movements. It has been acknowledged in this alternative that the reduction of westbound capacity from Sprague's present five lanes may cause the Mullan- Sprague intersection to fall below minimum level of service sooner as corridor volumes grow, necessitating Appleway's conversion to two - Sprague- Appleway Technical Memorandum Page 4 Glatting Jackson Kercher Anglin, Inc. way operations to alleviate Sprague's westbound volume load. The existing SYNCHRO model for Alternative C2 was used to determine when, based on PM peak hour eastbound travel, this would need to happen. By applying average annual volume growth rates to a 2005 base year volume, this analysis estimated the year in which the full two -way alternative would be required and crucial `milestone' years in which stages toward this full alternative would need to be implemented. These stages are described below. Stage 1: Sprague Avenue is converted to two -way traffic, with a five -lane cross - section for the length of the roadway. The existing I -90 ramp is extended to connect with Sprague Avenue, permitting eastbound travel on Sprague Avenue directly from Interstate 90. Appleway remains in one -way operations to Dishman-Mica Road, and extended in two -way operations as a three -lane roadway from Dishman-Mica Road to east of Sullivan Road. Stage 2: Sprague Avenue is converted to two -way traffic, with a five -lane cross - section for the length of the roadway. The existing I -90 ramp is extended to connect with Sprague Avenue, permitting eastbound travel on Sprague Avenue directly from Interstate 90. Appleway functions as a four -lane, two way roadway from Thierman to Dishman- Mica Road (two eastbound lanes allow for a volume distribution that is more consistent with presently recognized peak hour travel patterns) and as a three -lane, two -way roadway from Dishman-Mica to east of Sullivan Road. Stage 3: Sprague Avenue is converted to two -way traffic, with a five lane cross - section for the length of the roadway. Appleway functions as a four -lane, two -way roadway from I -90 to Dishman-Mica and as a three -lane, two -way roadway from Dishman-Mica to east of Sullivan Road. A roundabout is provided just east of I -90 to connect westbound Appleway travelers to the I -90 on -ramp and eastbound travelers from the I -90 off -ramp to Sprague Avenue. This roundabout is assumed to have a dual-lane eastbound slip roadway that offers the option of bypassing the roundabout altogether and connecting the eastbound offramp directly to Appleway, much as this movement exists today. As stated previously, the analysis is based on the SpokaneValley_Alt_C2_opt.sy7 SYNCHRO model provided by CH2MHill. This SYNCHRO run assumes that Alternative C2 is fully constructed, with Appleway functioning as a four -lane, two -way roadway from I -90 to Dishman- Mica and as a three -lane, two -way roadway from Dishman-Mica to east of Sullivan Road. The roundabout mentioned in Stage 3 is assumed in the construction of this model, and westbound Appleway volumes west of the Thierman intersection move through the roundabout to reach westbound I -90. This analysis followed the four steps described here: Step 1: Determine roadway volumes for Alternative C2 Stage 1. Begin with the SpokaneValley_Alt_C2_opt.sy7 SYNCHRO analysis. Right turns shown to occur onto westbound Appleway at Dishman-Mica Road and through trips shown to travel westbound on Appleway through Dishman -Mica Road are reassigned to Sprague Avenue at Mullan Road. It is assumed that these trips travel west of Thierman along Sprague Avenue. Step 2: Determine roadway volumes for Alternative C2 Stage 2. Begin with the SpokaneValley_Alt_C2_opt.sy7 synchro analysis. Relocate the 560 westbound trips accessing I -90 through the roundabout from Appleway to Sprague Sprague - Appleway Technical Memorandum Page 5 Glatting Jackson Kercher Anglin, Inc. Avenue at Mullan Road. This was a worst -case scenario assumption that the only westbound trips that using Appleway would be local (i.e. not moving west of Thierman and into the roundabout). While some may use Park and Vista to move back to Sprague to continue west, the initial assumption was that they would not do this and that the Step 3 would need to follow after the Mullan/Sprague intersection reached LOS F. Step 3: Determine the roadway volumes at which the Sprague Avenue /Mullan Road Intersection fails. The northbound left tum lane constrains the capacity of this intersection. With dual left turn lanes, the intersection can serve approximately 620 northbound left -turns in the PM peak hour at LOS E. Step 4: Determine the year the Sprague Avenue /Mullan Road Intersection fails for Stage 1 and Stage 2 Estimated 2030 northbound left -turn volume for Alternative C2 Stage 1: 1360 Difference to LOS E Capacity of 620: 45% Estimated 2030 northbound left-turn volume for Alternative C2 Stage 2: 690 Difference to LOS E Capacity of 620: 89% To determine the year at which these volumes will be reached, the 2003 link volume provided by the adopted 2025 interim regional model for the link west of the Sprague Avenue /Argonne Road intersection was projected assuming a straight -line linear growth from 2003 to 2030. Two linear growth rates were estimated, one based on a straight -line linear growth of the regional model at 2003 and 2025 volumes, the other based on a straight -line linear growth of regional model volumes at 2003 and the volumes used in the SYNCHRO model for Alternative C2 at 2030. It is important to note that the base year for the SYNCHRO models is 2005, and the application of • these growth rates and the estimated milestone years for purposes of recommendation begin from that year. Linear growth rate based on comparison of 2003 and 2025 model projections: 1.4% Linear growth rate based on comparison of 2003 model projections and 2030 SpokaneValley_Alt_C2_opt.sy7 SYNCHRO analysis: 6.5% Year the Sprague Avenue/Mullan Road Intersection fails at LOS F Alternative Growth Rate 1.4% Growth Rate 6.5% • Alternative C2 Stage 1 2010 2007 Alternative C2 Stage 2 2084 2021 Note: The intersection of Appleway and Dishman-Mica Road was widened in the original CH2M Hill SYNCHRO model for Alternative C2 and therefore all derivative models used to figure Steps 1 and 2 keep this same intersection construction. It is optimized in each of the SYNCHRO models for Alternative C2 build -out, Stage 1 and Stage 2 to provide LOS E. For the build -out (namely the assumed roundabout, or the original CH2M Hill model), two northbound left -turn. lanes on Dishman-Mica and two eastbound through lanes on Appleway were provided. One possible concern is that not providing a second eastbound travel lane east of the intersection may impede the efficiency of the through lane on the west side of the intersection. Given that the • Sprague - Appleway Technical Memorandum Page 6 Glatting Jackson Kercher Anglin, Inc. long -term recommendations for Appleway between Dishman-Mica and University are presented with the town center and urban land uses in mind, the second eastbound through lane could be provided in the short term to respond to this concern. GENERAL CONCLUSIONS Given the analysis above, the differences in travel times and average corridor travel speed imply that the one -way couplet does not show significant difference in terms of overall mobility. The detailed comparison of the I- 90- Argonne section shows in particular that attempting to preserve corridor mobility by keeping the existing section of one -way couplet may have adverse impacts on mobility: the reduced couplet does not benefit from the signal timing capability of a longer one -way pair and faces greater delay when it transitions into a system of two -way streets. Sprague- Appleway Technical Memorandum Page 7 Glatting Jackson Kercher Anglin, Inc. w EXHIBIT A — SYNCHRO MODEL DIAGRAMS FOR No -Build Alternative CORRIDOR ALTERNATIVES Portion of Alternative Di used to , 1 � `°'° complete corridor " 2 L T1 a 1 c 1 1 4 T t l i ; :.Seaw Ave i tL} r- Sp.psi. Ay* p c !--1° & o y • Iwray�Blw ' IL' Sprague Ave ill � V Sprague Ave #1 A ~�' S Ave P11 !T � Q Z Appleway Blvd I . I ,* 'N g 4 ,,,,......... 7_, P A APpleway BIVd pf?I�.; o —� �,, �� RE S ta 7 74 NM Q d ; v ` '1 L 2 '', 1 2 T1 t 1 2 TT ill 1 C v o ge m i W C d i�. :00 n � Iq O l �-il x--79 • �SeD R R R Im 7G� -- � . 7t1ro �§�;, loo° R +eonER • 1410 �8�wu R� arse C,� ruqua AI u .lit Spi apw A. 7Ja „� 1 " -tp Sprague Ave ,1 ' 6prpw Aw Sprague AIM ' '— ,j `- w ._ G i I:e -- 8 8 7 8 1740,- R ' 4 lean: q to g t o =p 'I.'• r 'l a —• i i1.1 1 RF �2 Alb onw 11 1 l 1 r! 1 90 =-0, g, I 1 a R {� Q g y Y {a Ri 'H R i4 I.T. liga ° iie e a 2 e w 0 •�o 0 1. y a II1 M. a a0h Ayr 4 ■w !N Ave , . I00 tnl Ave ,�• . } �= OUI Ave it" g Central VnL y I l5 F � • m l i[py t� * p �1 i M a Vg 1! • 41 vIii j5A � s 7N D g /]� iati V I.D 9 I [F'' li C K 4 Q K IC • q g 1 4 11 1 1 Alternative B One -Way Couplet from 1 -90 to Argonne /Dishman Mica,Two -Way Sprague and Appleway East of Argonne /Dishman -Mica 1 4-0 a V ▪ - 1 • z c d fi 0 m i j r D v ,o a °g° f--4o DES ..,..,30 r )1 n 2�10 4� r `""" Sprague Ave #1 j � h Sprague Ave #1 �`� '~' -0 F. 120 340 4- —"iv li . evVay Stud IT P ro .1 y ,-; r\ \' --... -• S Ath Avenue tII S'. 50 -- Va � °. 10 �' ' L , l� f ro ° 8th P la 2 120 fi a ? 1T TI i1 w 3 m 0 0 m T w' a a a a o _ 10 ° ° ° 1 90 $ r°� �$C F_'. 1. 40 ° ° 15 8 _ IS ° X4 1940 " ` 185 "� 1 1530 • °-1490 Sprague Ave #1 , $ 133 i `1 300 1280 ,4A, .r —too Sprague Ave Al )14 :7-13o Sprague Ave #1 ,44. 40 Sprague Ave #1 "l1 -` c `— 70 .SC. -- J l� . � rs2o a_, r z 120- 1 so ,o>" t "' s �, 8 g 15 aao� o uan y . T. °50._ _ it s0 id 8 Ho ,s sa ^�' su 40 �° �o s$ � � 4o S Ko a0 4 3 m � $A No 'ae N N 70 � I 101 q� s ,n ° w � 1130 —+ d v ° 2a —VI ' t20 "�i ^ ° n 20 fi n ° n 1 1 1 T T 75 82F-' e,.. -2 110 N ry ° 30 a ° 90 ° off L20 ,�, /0--300 Bth Ave ,d Y J0 8th Ave .,�„ i 8th Ave ° ,d c 5 f--• 8th Ave 4 �� Central t - :l _7 Il T , z 40 41, ,00 , i Alternative C2 Two -Way Sprague and Appleway with Roundabout at Eastbound 1 -90 Offramp and Appleway 1 I-13 a ,TT cc C • Q' t I i M •{, t X485 ° o i�i ' 3)s0 n o ��Lro N ' t— • °o -- i 4_1 60 -30 Sprague Ave #1 , �, * Sprague Ave #1 t �� Sprague Ave #1 ,4 4 _1500 Sprague Ave #1 4o St�r:�yu� Ave 01 10 �� sy t R$ 4 16 42 fl F.r t a r � �— F � � N 1 DO 114,1 '' 110 u • - -+ / U__. q4 " r R 44111 Avenue C 340-1 0 e go y ' - go r4 1 m oo 8th Ave 2 a 1 T1 c TT a I i v c v vo 1 on aa 8 10 m w ¢ °RR X100 ? t -270 _88S X150 $ - ti TO 8 40 Q8 os S� m ";:--4" l e Ave #1 1450 1100 1250 1230 ° X 880 �^•$ t`830 F. f— 1 ; �� `=90 Sprague Ave #1 )l j _ r15o Sprague Ave #1 01 `— Sprague Ave #1 7, l � `— Sprague Ave #1 „�� ` 5 i . te:o o nu « $g is S izao . i a ° �ieo 50 rt n , spy 100 tv 00 if o0 R zs s� vo g :� g o to � 2/ l , t tlp 1 0 �� 1 ]0 u ]0 10 '•0 � '� 1 n - A 10fi0�► p 124 I� 1,4 u - 1 5 g2 Q i .°e 10 $ S 180 o n s 40 °, N 00 $ �_ - •`20 ill Ave „4, 8th Ave d ,1 . 20 6th Ave „S, �_ 250 8th Ave ! jjp I, . — 8 th Ave ,,; X 20 Central 10 so ' if 50 • 40 :: 1 — , 00 ,,, --. EXHIBIT B - CORRIDOR ALTERNATIVE TRAVEL TIMES Spokane Valley Traffic Data - Sprague Avenue Travel Time TRAVEL TIME CALCULATED BY FREE FLOW + AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTED) Eastbound Free Flow PM Travel Syndvo Cross Street Distance Avg Speed Travel Time Mvmt Delay Movement Time (s) Node Between Int 003 Thierman 14.7 sec 76 ET 2580 ft 300mph 585sec 7334 Fed 37.3 Sec 74 EBT 2380 ft 30 0 mph 54 1 sec 164 73 Vista 14 5 sec 72 E3T „ 33 .. 3'0 0 -1F 7 2 4 se:, :2'31 7-1 Mullin 21 9 sec 11 EST 4980 ft 30.0 mph 113 2 sec 386.82 University = = -- '2 787 ft 30.0 mph 1 9 se,: 4.Y 7',7 Sprague 12 7 sec 4 NBR 2618n 30.0 mph 595sec 47810 Bowdish 3 2 se: 5 F0T 2638 A 30.0 mph 60.0 sec 852 0 Pines 147.8 sec 6 EBT 271111 30.0 mph 61.6 sec 1061.27 McDonald 347 0 sec 7 EBT 2644 tt ;:i 2 mph 60 1 sec 1468.36 Evergreen 91 6 sec 8 EST 2625 A 30 0 mph 59 7 sec 161962 Adams 35 = 5. 9 EBT 1323 ft 20 0 n7h 31 1 sec, 1685 59 Progress 197 2 sec 57 EBT 1344 8 30.0 mph 30 5 sec 1914 34 Sullivan _ _ 256 3 se-: 10 EBT TOTAL 5 5 mi 677.6 sec 1453 0 sec . 21 Travel Time EB (seconds) 1.4 mph Average Carrier Travel Speed TRAVEL TIME CALCULATED BY FREE FLOW + AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTED) Westbound rice raw Cross S ^ . eel j _ Distanc Avg Speed Travel Time Mvmt M Travel Syndtro t Delay Movement ' a �� t1,1 Time (s) Node s Sullivan 26 7 sec 10 1.VB T 1344 tt 300 mph 305 se: 5925 Prognssi 43 6 se_ 67 %ST 1323 A 30 0 men 30,1 sx 13291 Adams 281 sec 5 W5 T 2625 ft 30 0 mph 59.7 sec 220 67 Evergreen 331.1 sec B WIT 2644 A 30.0 mph 801 Ow 611 86 McDonald 423 4 sec 7 ti9BT 2711 ft 30.3 mph 61 6 sec 1056 86 Pines 421 5 sec 6 MT 2638 8 30.0 mph 60 0 sec 1578.33 Bowdish 142 5 se: 5 ' 2518° 3.7 '' ' -1 = 35.7_7 178033 University 345 4 sec 4 MT 4933 ft 30.0 mph 112.1 sec 2237 85 Mullan 240 9 se: 3 'NET 3'E 'l 30.1 72 s.: 2485 Argonne 163. sec 2 1M3T 285061 30.0 mph 64 8 sec 2713.85 Vista 6 1 sec 73 We T 2295 ^. 30 3 nF■ 52 2 se: 2772 13 Park 40.5 sec 75 WIT 2586 8 30.0 mph 58 8 sec 2871 40 'Merman 46 0 sec 22 WBT TOTAL S 5 rni 6513 5 se: 2?51 5 se: i :Met Travel Time EB (seconds) 6.7 mph Average Ccnidcr Travel Sped Spokane Valley Traffic Data - Sprague Avenue Travel Time (Alternative 4) TRAVEL TIME CALCULATED BY FREE FLOW • AVERAGE DEFY (QUEUE LENGTH NOT SUBTRACTED') E. Sarni Ap711.w4r- TIi4.0ve b cable T Fa Eu04.414 - A1ar•111y • • 71Mr.IMn 1417011no _ y , _ - Eby - r rwh,. 10.1 !rani Ter. PM 11aw4 L^Aro F.1. FUu' T,:n� 1-4 Trawl ^.,rcr.s 0 :..Mry (MS.r 14,. 4., lc.. ,,,.. , H le, 4 D.Irr Ton IN Nob of Cm.. Oeaa1 ,,,.....re. . ,..,,, .. A.1N A•1 Nomad Inn* 17 I". T T n+e le) N..Y 1A7.477.7.74 0 11 DD - Iucrnl:lr'. '117rc 70 1 - ilT ThNfman 0.04. 70 ENT 174:11 :. 17 D 11011, :!100. 4431 1,4)1 :•_41110 no4' '..71 n ... - . 54.4 Park 1111N NU am 74 ENT Pad) 13!71 VATert H AIS 24'341 4Ga aua.0. 4101 a. 34730 =I■ 77104 207 1034. M.1 re 21004 . Fulls 1 ^.1 17!W 112' v1,1J . 1 09.0 72 EH ,1,6 n 7111 n 3;' 0 ryv, 1040.., 4 :4 1 7 :*51" n 3151 y 17 J 0571 a e.,. s.1) 34 Mullan 330a la 3.a 11 EAT Mullan Taa ta2.er it 003T Mal I 4*00 a XI0 mob 101 4 e.. 0432* 4410 401110 1011 awl 11211111 4$.13 1J7,..O17y • 10 1 4 D sar ' 7 L. 77 Univ. to" 7710 0 93, n r. 11 1 F1' • 177911 '1 , .. 4: i rt 5 :.111. '6. " .fin nnh '0 I ..: 5,4`G ■ Bowdon 74 4 4.7.11 M 10 001.diIh 10 a 413 we M UV =SIP *3* a 31014*11 112.2 or MN 7700 I 2131 a X0 ask a*A.4616. - 1 , P1aai F 3429 14.1 aft 01 ENT Pines ±4.10 HA or e' 111' :'07.97 `17710 '57D avt, ftT.3* ..c 711711 7 :707ft TUJn :d, 61])410 130 10 McDonald 17011 17.1 M 0 at UT McDonald 1711 17,1 No. 02 INT 30721 7041■ *A 1000. _ a - 71.1121 7110721 703toM1 as O N 700.0* [var7leeL 10 n 4111*: 07 Ell (vergrIen .11 4 „e: Or ES7 2301) 7 .02210 10 a nett 141 e.. MIN 27101 .. n 10 0 117441 75 4 ow 604 52 Adams 7421 74.1 w . et laT Adams >Q1 2M .e M aT 21111 2.721 *0014 4 .2. , 100411 20 0 •v 11] 001 OM Sufk2an •1170 1071.` 434 EDT 5ti11•,211 10510 500.0 Lft 11111 TOTAL ,, -, 0: 7 It 1040 e.,. :FIRM re../ 707. CE 1..A.., TmTM. as MT II 0000..7 147 7110 ES 41.0.0.7 E 10.0111))* AMINO Co0Mur 11...1 Spoo .o.w..Tr (:..,afar 7 ed 711••.0 .PAV E!. T 111E C,11 CU I11T®RY FREE FLGW AVBtACIE DELAY QUEUE LEN; rH Nor SUBTRACTED) __d ammo *men - 1110441 I. TNa111= VI•4444041 F+e.b first. TO 'NMI Time PM 1,mel DTha 1. , 34 T.r p TeLI Fn. Flow Via 114ft,.1 0f -'.. Crave 040104 Ohlero Dui.. Wa1w Avg Spina 11..10..1 M *DAM T►re tV N.4. 0117.,.11111 7.1u. 50.1 64.10111111.• D�sCUx• 7..70..... Aq Arse 711.104 110• Nrr4 Do ., 1.y. 1s1 Isny 11,4174. -,1 .414en Int So4lvan == 44c 7 3 , Sulky an 29 NO V.11 11/411 134411 *077.41. 247 ... 51:13 1 1 ; 0 7 134411 757 04)1 30_3 ..7 141 ,!• Pr pos MIN 1).e 1)r NO MST Pryer to 0 111... *0 MST 14010 MINN 01.0 1 740.. 04 SD 1111 0 127 a 74.0 . 1071 IN 14111 4001114 742 n .- ' m.' ...t'7 Atla1MI 3,2 77 :V: 7 09, 7 c '114 22'9.11 7075 0 300 lrpft 721 .7 ....,. 7.1070 n .,.1 a 3V 0 ft,. _i 7 w. 14.7 o' Egemmen 137 a 111 0511 • wit iwillft11 3371 311 r.. 1 VIET 203*0 UM0 Na.410 04 MN MOST 7O1 31440 00.0 a1/l, *1w al .311 McDonald 101 7 73 IL . n 47707 McDonald 101 10 :1 r .., t. 701 722D 1 7711 10 910 ft., 914. 1 . t J 7270 10 11 7 34 U ft., 51.E .ac Nr, IV. Plus *I 0 111.1 am 7 VAST PIMM 111 a 07,1.110 1 VAT 714.0 , *00 7041.1 S1.14• 4000 Ms 7010 as ask 410.101 44113 Bowdlsh w: n . 5 ar. Afi 1 Bo,rdlah 11) n 4 s ..t 4/1 • . 2,v11 241412 10 0np1. 002.1. !07':•'.1 22,11 :4140 V0nyo• 090Nr 05:9) i Lkllwwf / O a M1.. 1 MST 1Allvarally 441 a A0 ..s 1 MET 40100 11001 3401444 1411 sr 141.77 41701 OD 11 *00 010 110.11101 111.0 Mullan :0131 114 aE 1 rs NI uaan 21:1 -. 11 0 .7 1 4 07 1211 314 ft 1110'1411 2.1 410 1101.72 - 0 717 ft 3,1 U.4 , : N_ AMMO 107 0 $44.0 2 MST Ao/oda 117 144 ea 7 MET 1113* IN Mall 311p ner. 41.4 .. 711,0 _ _ ISM 1 000 0 XO NAV MA yr fl121 Vista 1030 0 M.] 11107 71 MAT VAIN t u 70 n 3 N. 70 N411 116011 :1060 *3011p1 2110.. 710 An ::oI 3.:UtILL. ...2 c1.' M1.7] Palk 100a * 10.4 an 71 VAT Pea 1 1 104 or 741 •VET 1440 23*• 000 .0 741.11 10'!40 1411 Mil It 310/* M1111 Al _ . Thllfm.n I1' n 27.1 s.c 2 .0. TTt7710111 _ 754 err 72 VAT r 0 1AL 33 05 3195 7,..er r... Ea I4nu.4U TO 741 " ., 45 L 4. 310 3 rte. Tin. [II 1. Corridor Taaea 1{.. .rap Lena. Tn. Ape.. Spokane Valley Traffic Data - Sprague Avenue Travel Time (Alternative B) TRAVEL T7ME CALCULATED BY FREE FLOW • AVERAGE DELAY QUEUE LENCT I NOT SUBTRACTED Ei1e4. Amigo, Amm o • lAtorm.n a. Id11ra. _ - - - - :ow ■ •1• 1,4 Trawl Tin.* 1'N rowel rrl 14n:rro Tot•( Floe Flew Foos Flow FU Tnnet 11vv.. C mow ?t sox :s..s.1c. ,... ' •.� Avg 644414 04aawsn W Msnl 11407 ever ls) Nods TT cross 5..•t Ua..res UWre 0444141 4 •g Bpw1 Trowel Tiles Wont Do iv 741111 (•� 414..1. IhresenalM Balr41h M Boo 0.m "hleurl, MEIN. 711 Thlermnn 10.411.. 71 EAT 1 3111 11 ;',4.1 n 30.0 111 :n - ... 44 1:. 2510 a 740 11 33L) rtrn !41 a sec ' ° 44 Ps* 158141 347.1 at 74 1411 Palk 107.7 s 74 >. 3040 =IA s 300 wen NS 444 31117 711140 DIM M01. 41 341 ow 2)7]3 V311I 13511 1 Z_ 1.44 _ Cot VISES !r 1. 2 EDT 2141511 1150 ft 700 rap1 •-63 4 10 I 311514 ft 3111611 000114:11 11 so: . 121-14 Mullin 110 045 sr 13 ESL Mulles 1.11 /11414 11 Cal 0 • sae 0 _ _Ikea. OAS - 441S _, s, nee *0aga )arias Si. Sl1rowJe 1110• 134.244 3 TAR Sprague 1312 sou 3 NOR 44 J n 4,1, n 700.44. 101.7 sac all* 4493 it 4Y13 11 .01.1ph 112 1 44c 1401110 Ullrv4f I0y 4110 R Mot. E117 Unhook 20/1 11111 B NT 7w• 1 MI a M dal Nu 77/01 sia B mil A 3aa mil . .4111 G110 flandilh •:011 32.7 o.. 41 E61 0,14dtatl 33.711111 EDT '437 .113E0 300 :11 03231 207011 MI 11 70 1) ,'* 'x em '313•: , Pius 1114 11.4 sr 7 111 PYs e. 7 MT 30816 7711 a 3411 nou CA' Nam 7711 1 3711 • ;� five •QA► VcDon k1 314 11 41 s sec 0 EDT NI cDon•kf 41 •. sk. o 1 01 :120 n ?3144 11 300 ovr■ 44 4 sec V'': ". 1 3144. ifl44 11 10 0 *4111 CO 1 .. 010 -3.L Everyman eel a Aims a Let EYStpSS0 32/1 .44 • EST UM* WO* 11.0100 AD.44 104740 7428 a WAN 7110110 au .s 100433 Adam. 470 33 141 444 11) E01 ,.Dams 3.D ) .4. 10 Iii : 141 n 117111 1n11:- rn 023 3 1711 n 30.0110113 30 1 .'' Progress 110 0 1 L7 at ao R/7 Programa or OW 118 107 41111 t34411 10.0 'Ion to 4 ma 117807 1344. 1344 6 74/1111111 >V s 1117.13 13410491113 _ 1(3) " SS .4 sec 72 EDT Suth1VM1 044 1.4 17 FBT - TO TAL 5 h ,. v trawl r44. ELI rs44:0 TOTAL 3. 5 114 472.4 we 501.1 Trawl law 45 p.o.loat 01 00 .414.011 Coml. 734.41 531110 41 41 Average Cow tor Tonga So.sa TRAVEL T7ME CALCULATED BY FRET FLOW • AVERA DELA (QUEUE LENG Pi NOT SUBTRACTED) 3rtpo A•e1w. Smaa.. r 73A1faa1 W411I1nur autillelaltariaiillillen re Wawta,_ - T'wh nary P1,4 7414.41 & nrel f 41.1 •,v 1.Tn.. T1r.. 1 w1 9 .41.)1. Tool Ft. Flow 7144111 Tura h% 110]•07 4IMIP41fa C111411111111141 C111411111111141 pi.' yrw• :;41 1 11• 4,.134 4.p 03.11. *-rt 0111111 P1 In^. T ;t) 14b M. n•fra11 1.10 fit►41 QioOrp Dol.= L.2...... ^�'P� Bwlwe� IM ThD 1.1 hied. . I 1 Sullivan 47 '. 1111.1 1 :7 1 11 :.uI) V *n 4773 we 12 W411 r. 4 ■ 1344 w 300 h MIA 114 0: 1t 1344 n 1144 n 3110 r•Yr 301 .se 17 7 11114 to veal Programs 41111044 ID *ST 101]•, 334 • 13E13 4331 1 4373 R 7810 .1111 7L/ 111111 14131 , ION 7414444 10 349 Adam. 14 4... 713 VA11 17,15 11 .6:3 r 701 4 342114 143.74 .: n :f.25 11 303 R.c. 54 7 sec W-17 ' Igo ■ • VAT Evergreen 141s • 11137 1734 a 7444 ■ 344 4 Sew a 3 1 00 0 141 .a. ASA , Dc rigid 1. 23144 0 .4111 31LL1333137) 275 sec 3 ✓,ti11 174011 7711 n o m p h Wan 310. 4 3 1 ' , ' l :t. n w 0 [10.h 01 0 .... 00.1.7.7. Pins* si dliac BIS a >oo f1"'I - I 101)1 PIS 41.1 s T VAT Ai 11 3114 Maw. MBlas Mein jnnrish 116 It 37.3 ea 0 4141 .41 .1 BOWQ1E11 212 ..4 n 9.:81 • 413 11 111E 0 MP 0444 311 was 4Ei4 :T.,. 11 :1110 r 300 ,4, &v5 sec 001 43 univfely - iXI - .- 4id tl' s Y101 Union*, Plus B VAT 10734 03341 33a1Nn '. me (234) 41'30 410311 340• 1 nil we 711.041 !.loran MD11 113')sec 1 ,401 M ullin 732.1... 1 '.•.137 tin 3308 100 rip1, 0011.:1 71.1 1, 3111 3)11 r 30.0 rush 77 roc 02037 A 118441 1 770 4 1017.4 2 MAT Aroma 1037 oar 2 NOT 1.10 a 700 R 10.0 140h, 41.1 mot OW 1111 a 7341 Rt sa to w PIO rive Vhf* ',,4., n )531 .4111 '11 161 1. 11th 360.11. 7s vat 1 N_^, n ,.•,r. r 03 0 rmr, . •E371 270E 41 121e1 n 30.0 mph fa2 sec 1171133 Pali 1110 SSW A IASI Part $.3 ass 71 WET 14410 7301 hoe man SL1eal ISW __ _ Mall 71131 30.01.x•. AA ... qs{M .. " '1110. m an • •4• . _ 14 1 ow 72 127 TT1er? -tan 14 t sr. 22 V.P• T4)7e1.. ,. - rm. / 7s 110 3114.414143 707AL . •r.. +! =E 541 ►- 0. 1 r.. sex 73441st r... a.e0...eaw 7chj'. A.•r•g. 7.11.411. Trawl 744.9 ill tit* 4.4143. Comae 7...44 40.4 Spokane Valley Traffic Data - Sprague Avenue Travel Time (Alt C2) TRAVEL TED BYMEEA.OW • AVERAGED LAY UELIE LEND Tu NO r 5(18 TRACT LD 1141•940d OM** *mom • I71•+fn9If I! - Fr flaw Towel 774111 PM Tr,. Irmo Syr Rw Rim Rim IMI'i...: Byre,. Ctrs. 91711 0.anra 0.ru Ar 3...... 4..111 441.7 .tiv. lArrome t Goss 110.41 001.341 1 4 MNI Avg a,. 7004111Th.. 13.01 0.14, bowmen, Wo Dn 13.r..n 44 I.. Node 1101m00 0.4.....1.. T.1. .■ Nod. Th. rrnan 1 :008 AT EDT TT11erman - I20A 07 4 D 11214 ran 11 30.0 nu-1, 25 n ..c 156.4 tt3/ It NINO Jc 1, mp, 413 .c 10*11 P01lt 1016 It 031 400 IS Wig Pllll ' ^• -,••." -T. toe Rl ._ . as 13413 11141 ?me a 243D s/I d1.5 5.2.71 1113 It =a. 3034404 ASA me ales 1 Vista - 'o-. 11•••c 71 ft 1 Meta :rant 11 ..c 22 491 7392 . .37 . 501! m.n 112 - . 1:2.34 2 f12 a 2137. 311 O AAA 04 5 .r, 770 M *11000 7710 a.1... 3 UT 1 3/40'0 1TS it 0.1 w 3 017 3410 , 711 *09.11 AA on 1211.41 MA 4 314 4 9.1 ••47 12 sc ]61.111 Mullen :u It 1...c 1 EDT M..4an _ +« I 1 L � � 3.77 31 4993 A 10 0 4.14. 40 ^ w.. 421 34172 31 4 ! 4 :1 '(! `•• W11 N.! oo • 111 UnivoraIy 11:11 4 Y 1.a 4 LOT NISI Will MA 44. Mime 1*4a1 maii 347aa *,33 ma LOS... 041.10 ■ 1.104.1;471 11134 7.0..c 5 19' t40N11311 1070 10 .c 77' '141 4 2038 4 1013 mpn .4 7 ..c 1:11 1740 33 2.6347 4 110 33.4. 00!1 .... 710 70 Paws 1471 1141.. a 137 Pim 1111 MI ere 0 INT 10011 11111 SA sob ea... 710.00 104• 3101 3.1900 11.1• 417.17 MLUonal1 01.731 01 4Arc / CDT McDonald 34104 444..c LIP 2144 n 71.144 30.011104 437.sc 007 Le .144 20144 30 0 m0 501saw !2 145 Eninon 1011 30.1 me 1 ur Emanation 1111 321.1.1 a 4f 71 71 301.111 3409011. aims 111OS all MOO a7 .w must foam It 54:4 23 7 rc 4 491 Adam, '1132 4 23.T... 13 1. NT :tit n 1.1: 310 npn 21 .c 033.04 001 0 1323 4 JO :.r t JR t ..c 11.0. 3, Program 313 1340 331 N 1ST Prognut Xi* 948 me 07 NOT Olga ON 0 013 mon 10.0 sec 47111 1m 1 1344 4 3110 mpg 30,2 ..c I $Z1.44 - Sullivan _ 4!!611 11' 0 a.1 10 UT 5 ulhvan 713 00 0 .rc 111. 101 TOTAL 6334. 721/1 . 6 40251. =. 41 Tm 1.1./ . Qr(mwni►J 107At 5 5:1. 72110 6.ro C a.44 3!_� w Trawl 1131 EA ronneW TM 1411 Awn,. 1:a.Mr r....r o0.•11 16111,11 11..1.0. c..... r,..., Spat TRAVEL 11ME CALCULA FED B Y FREE FLOW • AVERAGE DFL A (QUEUE 1 F NG 1 H NOT SUP TRA C FED) t 0M1141ial34I 1- Mher11l1A100111a ►IM1111MM• Z1.w9A1a1..- wawa *•TWLne49 Fr.. /bow Tn.nl 7tm PM 1.14.1 Tr., Sync'.. Gres (bw 7.w II.. NI 74...1 Orr.. Crew 5411 .t OIM.ncr Onlare. Ouwr A.0 5.0441d 4:11..4 11 111.14 Do* (.1 Neer Mo errormt Crwa Stnal ,�� Pl.bnu Ours 47 '7 4p.0 11744 limn Nord 3.V/ Tarr 471 11.301. IO....n4rn 5.1...... 04 `,01,311 272.c 10 WO ',oilman 00_ In 14717 LOO 34 13444 300 33334 21 sr 4741 8004 11444 110 0,11. 305o,. 3058 Novae 0111 TM or 1r Mgr'? Propos 1041 7/1 a9 11. Mr lama 13111 WAIN V11499 NSA 11109 Ma ft 3aame, 701..( !1.1 , AOam. 1344 eft in O NOT A7am1 •74 40.c u vas 731131 747) 4 3110 1 227.c 111,11 72373 24.'39 300 rrpn 507.,. 10447 Ewrgnsn 700 0 Alma 0 last barialla MI 01 12! 4r. a NOT 264113 ae4* *2.,V1 115-4 MTN Well 2461 3040 mph 00.19 117 - 1.!,::. 11 1 10311 1.1 ow 0 McDonela ' - 7 1 u,. ; 4117 :2034 27114 30044. 5111 310. 2"..V.3 . 7'111 ;';. -4.: r•o..,- 5,1 '. Pfau I 333..4 0 417 PInu Oa 11 a3 s 411. a MITT 2411 A NOLIJIIIIIIIINgliwallegao NON NO1 nil MANN M09.. 40OLo 131`.wa1.11 41 6.7 ..c 5 . f :, A O len 1 4.' 4 0 7 n✓ 7417 11%1 11 234111 4130 10,1 e.. 44 M1 110 ', Yil8 P 1!11.158! ',47.5 ... 17 Uruven*y Miss 4 NOT llnMrsly NOS Al 947 4 M T 4101. NAM 4100 O3 Moan- 132.1 ow NUN Mulln'f 12434 :11A rc 1 ,, Mull.'1 7244 .51....c _ 7All Alf, n 1 '034 30.0 mph (D..: 024.'4 1.433 31.4 3u.0 Apr ,2..c 170 45' Argonne le 1 1. i tau, 2 1477 Argonne 101 139.9 2 NOT 3772* ml 34*5 01117 7771 1411 nano 4147. 1714 Viola 128 11 el we 22 .V)J1 V751. ':en 05 ear :. 7■17 141)5 4 2390 307,41. 9.5 ..• 710011 "31`. n �'741 n 3u 0 np1. M M .13 2 7.0) Peat an d' _ Klan as NIT Part an a 3429 M IKT 143a 314 341.047 30134a 7111.71 ffai MS 31104w1h MA.. 41471 TTllernlen _ 10440, 3.1 n? 13117 ThNrrnan 1:3344 117 ,.: 47 743? TOTAL 5541 2 fro. rre Tans 410! (.a1.t! 1 1717*: _ r. .47 .ac 217 1 ..11111111 7,...33 r..n 116 17.a.nu. '370W1' A. ,.. C,..ry4ry Tn.., Sr. r Vila. 4way. C.ar.. , tn.? 3794 0 SPRAGUE AND APPLEWAY CORRIDORS SUBAREA PLAN ADOPTED JUNE 16, 2009 a City of Spokane Valley SpraguelAppleway Corridor Subarea Plan Public Policy Environment Summary July 2006 t� nillipr Presented to Mr. Terry Moore, FAICP ECONorthwest, Inc. Portland, OR Studio Cascade July 14, 2006 Mr. Terry Moore, FAICP ECONorthwest 888 SW Fifth Avenue, Suite 1460 Portland, OR 97204 Subject Summary of Policies and Programs Impacting the Sprague/Appleway Corridor Dear Terry: Attached here is our compilation of the various plans, policies and reports that impact the planning and design for the Sprague /Appleway Corridor Subarea. This compilation includes a bibliography of the sources we reviewed, as well as a summary of the pertinent policies and programs contained in each. We have copies of every document referenced and can provide you with original text, context references and other supporting information as you may desire. We have attempted to summarize and characterize the policy environment as well, providing you our assessment of how the policies interrelate with and, perhaps in some cases, contradict each other. Please call me if you have questions or if there are additional materials you believe we should include in this summary. Sincerely, Studio Cascade, Inc. i // _.._.� 1• rimes Principal Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 • Executive Summary The purpose of this report is to document for the consultant team the plans, policies, studies and reports that may impact land use planning, urban design, and revitalization strategies for the Sprague /Appleway Corridor Subarea Plan. In preparing this report, we have reviewed more than 2,500 pages of material, selecting germane information, summarizing it, and indicating our thoughts on some possible ramifications on planning, design and revitalization. The intent here is to enable our project team members to develop fluency quickly in the policy environment surrounding the corridor and to be current with the plans and reports that have been prepared to date. This report presents our assessment of the issues impacting the subarea and how the various policy documents and studies address them. To help readers make sense of all the policies, we have organized our report and the executive summary around nine issues that we think are critical to the development of a City Center and the • redevelopment of the Corridor. That is not how the documents we reviewed are organized. Some of those documents may address only a few of issues. Readers wanting to consider policies document -by- document instead of issue -by -issue can turn to the appendices, which are organized by document. In essence, Spokane Valley's is a new city in an older area with a new comprehensive plan struggling to make things better. In doing this, the comprehensive plan is not always consistent with the policy documents or projects that have preceded it. Couplet - This has been a hot and divisive issue in the community for almost five years. It shows no sign of cooling. A review of pertinent reports and planning documents reveals that this was a transportation mobility - driven solution, with little popular support. Aesthetics - Valley residents really, really want their commercial corridor to look better. It is a very high priority in the comprehensive plan, a plan that includes specific recommendations for things to do to improve the corridor's appearance. Redevelopment - While the City supports redevelopment, it is also concerned about maintaining levels of service and ensuring land use compatibility. There are no development incentives now on the table, and Washington State law is pretty limiting on what local agencies can offer as stimuli. City Center - This has also been an important issue, and the City believed the location and general development style of the town center was resolved during the comprehensive plan process. That is no longer assured. The community wants an identifiable town center, and it believes (52% of the respondents) the University /Sprague area is the logical choice. Land Use Mix - The comprehensive plan and other policy documents support the ingredients of mixed land uses, but they fall short in creating an environment where mixed uses will occur without the action 2 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 of other forces. Policies are more passive than they are restrictive, offering up mixed use as an option, not as a requirement. Retail Centers - Centers are supported in policy, with specific land use provisions included in the comprehensive plan to permit more intense retail use in the place of expansive, land- intensive retail use in those places designated as retail centers and mixed -use areas. Standards for land- intensive commercial uses are not very clearly defined, however, and the requirements are not yet adopted in zoning. Residential Use - While residential use may be supported in the subarea, its effective integration into a cohesive urban context is not really explored. The result is a checkerboard of high - intensity residential projects with disconnected access patterns and internal foci. Public Transport - The policy focus on public transportation issues is in the management of the transportation system rather than on the land use context. Policies direct provision of bus facilities and enhanced transportation service. There is support for mixed uses making public transportation more successful, but the policy connection between land use patterns and public transportation service now is not terribly strong. Political Sentiment - Valley residents and businesspeople want something to be done with the corridor. That's certain. What they want, though, is not as clear. There is a mandate to make it look better and to make it a more powerful economic machine, embodying the community's identify and creating walkable districts, one of which would be a town center. Not surprisingly, Spokane Valley's new comprehensive plan focuses a great deal of its policies on the Sprague Avenue corridor. The comprehensive plan identifies land use patterns, traffic system routing, and capital facilities in and around the study area, giving the community long -range guidance on how the corridor should develop. The subarea's planning challenge will be to translate this mix of adopted policy and popular directive into a cohesive and compelling urban design and revitalization strategy. Spokane Valley wishes to identify and develop a town center, make the corridor more suitable for pedestrians, and address the blight that has accompanied disuse of commercial properties. 3 _ r l _ - J l • . Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Contents Executive Summary 2 Contents 4 Policy Direction 5 To Couplet or Not to Couplet? 5 Aesthetics 6 Corridor Redevelopment 7 City Center: Desire, Function and Location 7 Land Use Mix 8 Support for Retail Centers 9 Support for Residential Use on the Corridor 9 Public Transportation and Mobility 10 Political Sentiment 10 Appendices 11 Appendix A: Bibliography 11 Appendix B: Spokane Valley Comprehensive Plan 13 Appendix C: Spokane County Comprehensive Plan 22 Appendix D: Spokane Regional Transportation Commission 24 Appendix E: Spokane Transit Authority 25 Appendix F: Spokane Regional Light Rail 26 Appendix G: Corridor Transportation 27 Appendix H: Spokane Valley Miscellaneous 29 Appendix I: Other Related Documents 30 4 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Policy Direction The City of Spokane Valley, Spokane County, the Spokane Transit Authority (STA), the Spokane Regional Transportation Commission (SRTC), and the Washington State Department of Transportation (WSDOT) have adopted a series of plans and policies and invested in a series of capital projects that shape or will influence the shape of the Sprague /Appleway Corridor Subarea. Many of the plans, policies and projects attributed to the County, STA, SRTC and WSDOT were put in motion prior to the City of Spokane Valley's incorporation, and the new city just this April adopted a comprehensive plan that may or may not be entirely consistent with those 4 plans, policies and projects. The City's work to create an environment conducive to economic revitalization and increased sensitivity to human use relies to some extent on the context of those existing plans, policies and projects. In particular, the subarea plan needs to be consistent with those plans, or, if inconsistent, to identify those areas of inconsistency and propose ways to reconcile differences in a manner that benefits the subarea. In essence, the City's vision of the corridor (as expressed in its comprehensive plan) differs somewhat from the visions implied in other agencies' plans and projects. The paragraphs below discuss some of the more important subarea planning issues, summarizing how the various policy documents pertain to them. A more detailed analysis and compilation of the various policies as contained in each reference document is contained in the Appendices. To Couplet or Not to Couplet? This has been one of the City's most contentious issues. It embodies for Spokane Valley the conflict faced by many other jurisdictions across the country. The conflict centers on a transportation policy choice favoring mobility for through- traffic at the expense of the corridor's commercial vitality. Some favor the couplet for relieving congestion on Sprague and Interstate 90, while others, mostly local businesses, believe the one -way couplet has diminished values of commercial property along the corridor. Though the couplet is in its third year, the issue continues to fester and demand time in public discussion. Limited reference to the couplet in policy documents leads to the assumption that it is not necessarily a roadway design preference. The Spokane County Comprehensive Plan (adopted when Spokane Valley was still an unincorporated community) designates aesthetic corridors along sections of Appleway. However, in the City of Spokane Valley's Comprehensive Plan, this area is referred to as the "Spokane Valley Corridor," maintaining a vague corridor boundary, and hinting at transforming the area into something completely different from what it has become. 5 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 The couplet is busy, with more than 25,000 to 26,000 ADT on the one -way system (between University Road and east of Flora Road.) Change from the one -way couplet into two-way roads could decrease traffic flow with the potential to divert traffic to the nearby freeway. This would discourage the use of the couplet area as a fly - through zone, potentially increasing shopping along the corridor while minimizing its use as a commuting route - to the bedroom community. ' } The City of Spokane Valley and Spokane County are also considering extending the Sprague/ A lewa cou h' P Y P tY g g PP Y couplet P to the east, a continuation of the regional transportation project to facilitate east -west movement through Spokane .�= Valley. CH2M Hill is working with the City on the Spokane Valley Corridor Project to analyze issues associated with the corridor and to look at ways to move traffic more effectively. These strategies may include changing the on -way couplet to two, two-way streets, adding lanes in the existing configuration, and extending the couplet eastward to Sullivan Street. A major part of the work involved developing an environmental assessment for the alternatives. This environmental assessment has briefly been put on hold until the completion of the new subarea plan. The ramifications of the Spokane Valley Corridor Project include safety improvements (pedestrian, automobile and bicycle), level of service standard maintenance (Spokane Valley has adopted LOS D), road access, circulation, traffic flow, and capacity. High capacity transportation options are being measured to assist these improvements with additional economic growth and neighborhood activity. The issues surrounding the couplet involve conflicts between regional mobility and the vitality of local commerce. As such they pit commuters against local businesses, and the regional transportation agencies and their push for enhanced mobility against the City's policies for an enhanced and more pedestrian scaled commercial district. Aesthetics The subarea, on balance, is not necessarily a pretty place. Many buildings are old and poorly maintained, and many parking lots are barren, empty and in disrepair. The City is now taking on this challenge with a focus on aesthetic issues in the Spokane Valley Comprehensive Plan. A majority of the Spokane Valley planning policies deal with beautification standards, such as street trees, non - glare lighting, sign height, landscaping buffers and screening, public art, landmarks, artistic points, and under grounding of utility lines. Another primary aspect concerns safety in all modes of transportation; re- design of Draft: City of Spokane Valley Corridor. Project Purpose and Need for Action Gonzaga Economic Study of Sprague Avenue Business and Property Owners Draft: City of Spokane Valley Corridor: Project Purpose and Need for Action 6 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 streets, additional bicycle and pedestrian facilities, with the importance of mode intermingling improvements. The auto row district (an area along Sprague and Appleway from Theirman Street to just past Malian Street) contains specified ideas for design and uses to be compatible with auto sales in the area. Problems may occur with building revitalization efforts given the associated costs and problems. The cost of tree planting and maintenance may prove problematic. Collaboration on intended urban design, street and aesthetic standards may be a time- consuming and expensive process, but it may be worth it if it succeeds in achieving comprehensive plan goals. These types of policies bind City Councils to what may become uncomfortable commitments, appearing in comprehensive plans only when communities or constituencies demand them. Their simple appearance in the la int=r plan indicates a high level of community expectation that something will be done along the corridor. The City's ~ I funding of this project indicates that the level of expectation is, indeed, very high, and that aesthetic improvements must be achieved. Corridor Redevelopment The City of Spokane Valley is attempting to redevelop the Sprague/ Appleway corridor, making it a more attractive and economically functional place. Spokane County established the existing pattern of land uses during the corridor's urbanization. Now the City is taking on the task of reshaping it to make it more habitable and more vibrant. This will involve planning and reinvestment in a coordinated and systemic fashion, prioritizing capital improvements and linking them with development incentives to achieve desired results. Utilities and the concurrency of public facilities are important redevelopment topics, and they are a focus in Spokane Valley Comprehensive Plan policies. 6 The plan's policies indicate that additional consideration will need to be given to land use compatibility, future water, sewer & utility supply /quality, specific density allocations, and what uses and design "complement" adjacent uses /design. City Center: Desire, Function and Location While the issue of the couplet has been publicly and visibly contentious, the issue of town center function and location has been simmering beneath. The City's comprehensive plan identified several policies to guide the location and development of a town center, but they were mostly reliant on cooperation from those owning property identified for town center development. That cooperation now is not assured. The difficulty appears to arise from the types of uses, the development and design standards applied to town center development, and the 4 Spokane Valley Comprehensive Plan Policy's: UL -5.3 NP -2.6, TP -1.1, TP -2.1, TP -2.3, TP -9.5, TP -9.6, TP -9.8, TP -9.9, PUP -3.5, PUP -3.6, PUP -3.7, NEP -12.3, PRP -1.1, PRP -4.1, PRP -6.3, PRP -6.5, NEP -20.5 Review Auto Row ` Spokane Valley Comprehensive Plan Policy's: LUP -6.5, TP -1.2, CFP -6.1, CFP -6.2, CFP -6.3, CFP -6.4, CFP -6.5, EDP -7.1, NEP -14.3, CFP - 1.3. CFP -1.4, CFP -2.2. CFP -2.3, CFP -2.4, CFP -3.3, CFP -4.1, CFP -9.1 7 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 opportunity cost to the property owners of holding out for town center -style projects in the face of current market demand to do something else. University City is the preferred location (by 52 %) of a city center according to a community center charette hosted -'. ` ' on June 2, 2005 by the City. The desire for a well - designed, functionally dense, mixed -use area (in commercial and residential space) is dear. Need for civic and cultural uses (libraries or recreational facilities) with parks, open space, high capacity transportation, plus pedestrian and bicycle opportunities are prevalent in the Spokane Valley Comprehensive plan policies. 7 The paths toward these goals are less clear. F IRS T Location and function of the City Center relies on cooperation and excitement of local business owners and the surrounding population. Several changes are desired and involving the community with extensive public participation will both prepare and motivate the community. There may be persons outside the Corridor /Center envious of the area design, mixed use, street access, density, proximity to potential high capacity transit, street l,li ti trees, public spaces and parks. -4 ti l Land Use Mix • The majority of land along the corridor is designated for some type of commercial use, focusing on general retail .�j and professional office. The City's comprehensive plan confirms this, making few changes to the land use designations inherited by the County. 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. Based on our current work to digitize building footprints and identify ground floor uses, the existing land use designations and zoning appear to provide an overabundance of commercially designated property, with vast acreages undeveloped, derelict, or vacant. With the extent of land that can be developed and re- developed there is potential to increase overall corridor intensity while also increasing the subarea's density. Enhancing the attractiveness of alternate transportation modes may increase the success of additional uses. There are several policies supporting mixed use in both buildings and the area. e A policy focus is in managing the transition from the intensifying corridor to the surrounding area while maintaining land use compatibility and level of service standards for existing development. 9 Fiscal pressure and high traffic counts along the Sprague corridor caused the County to accommodate "highest and best use" through blanket designation of general commercial land fronting the arterial streets. Current policy LUP -2.1, LUP -6.1, LUP -6.2, LUP -6.3, LUP -6.4, LUP -6.7, LUP -6.8, LUP -6.9, LUP -6.10, LUP -6.11, LUP -7.1, LUP -7.5, TP -9.3, EDP -2.1, CFP- 5.1 ° Spokane Valley Comprehensive Plan Policies: LUP -3.1, LUP -6.6, LUP -9.2. Spokane County Comprehensive Plan Policies: SP -2.5, SP -2.4 ° Spokane Valley Comprehensive Plan Policies: LUP -6.6 8 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 recognizes that there is an oversupply of commercial land and that a mix of residential, institutional, open space and teneral commercial land will be necessary. Support for Retail Centers /' A "Centers and Segments" strategy relies on policy support to focus retail development at identifiable places of more intense activity. While Spokane Valley's comprehensive plan generally appears to favor this type of development strategy, it fails to include strong policy direction to support it. It maintains the general commercial r • i designations throughout most of the corridor, permitting continued and undifferentiated commercial • a i development along the length of the study area. Locations of these centers should also take advantage of high - capacity transit stations whilst amplifying the density of mixed -use areas, to creating a rise in transportation modes and local shopping. Several policies support mixed -use with center designations defining what should, and should not be located in retail centers and mixed -use areas. A variety of housing types, full range of retail goods, offices and mixed commercial uses are encouraged in centers. Auto-dependent, land- intensive commercial uses with low employment density (lumberyards, plant nurseries, warehouses, and auto dealerships) are prohibited. Exceptions to some uses (especially auto dealerships) along the corridor may lie within the Auto Row district area from Theirman to Malian Streets. Policy support for intensifying and concentrating retail activity at certain places exists. The next step will be to identify where these location, extent and intensity of these places in the subarea planning process. Support for Residential Use on the Corridor Residential development will be an important component of the subarea plan, permitting construction of a variety of housing types within walking distance of commercial activities. Several policies support the integration of retail development, libraries, and schools into existing neighborhoods. Other policies encourage the use of bicycles and access for pedestrians while promoting access to centers, transit, park and ride facilities, and school bus routes. 12 Policies also "encourage" high- density rental units, senior housing, and mixed -use residential /commercial housing to be located within one - quarter of a mile of transit corridors. There are no provisions, however to restrict other uses from capturing these locations close to transit, since there are no specific use requirements in 1° Spokane County Comprehensive Plan Policies: UL -1.3. Spokane Valley Comprehensive Plan: LUP -9.2 " Review Auto Row '2 Spokane Valley Comprehensive Plan Policies: NP -2.9, TP -8.2, TP -9.1, TP -9.2, CFP -7.2 CFP -8.1. 9 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 place to protect these areas. 13 The City's Transit Oriented Development Study indicated that light rail transportation would be expected to generate 1,500 residential units around the University City area. Public Transportation and Mobility 4 i Sprague Avenue is STA's busiest transit route. Ridership has steadily increased with Spokane Valley's growth, indicating a continuing and strong tie between Spokane Valley and downtown Spokane. The City collaborated 1 with STA and SRTC to study public transportation connections between the Valley and downtown, looking at t, i light rail and light rail -style land use development options to promote increased transit use. Cooperation between agencies such as the City and STA, allow planning of transit shelters, benches, pullout bays and increased service. These amenities along with continued planning for alternate modes of high capacity transportation may be essential for success of dense mixed housing and commercial uses. 14 The Transit Oriented Development Study provides a number of visuals in relation to bus rapid transit and light rail transportation options. According to the steering committee, the light rail option is preferred. "The recommendation is drawn from the conclusion that the public desires development of a light rail system." (p. 6) Reasons behind this decision are; light rail is a proactive approach to meeting future transportation needs, it will be less costly in the long run, it would assist in revitalization, it is a catalyst increased tax revenues and economic development and more. 15 Increased connections to downtown Spokane to Liberty Lake are bonuses to a possible light rail system while decreased congestion and increased mobility are main goals. Additional benefits would be increased economic activity, jobs, assessed value, property tax revenues, and sales tax revenues. It has been noted that light rail transit generally has a "positive impact on both land values and development densities within Y4 mile of stations." (p. 3) Bus rapid transit would also relieve congestion, however, there is minimal evidence showing it would support or create the same level of transit- oriented development. Political Sentiment Couplet and traffic, town center and community identity, and blight and commercial vitality are the principal foci for public and political concern. Since its incorporation, Spokane Valley's City Council has been battered on these three fronts. Issues concerning population growth, provision of urban services and public safety pale in importance. In some respects, this is an indication that the city is doing fairly well beyond the limits of the subarea. In other's, however, it indicates how dire the situation in the subarea really is. " Spokane Valley Comprehensive Plan Policies: HP -1.3, HP -1.4, HP -1.5, HP -1.6, HP -3.5. " Spokane Valley Comprehensive Plan Policies: TP -8.1, TP -9.1, TP -11.1, TP -11.2, TP -11.3, TP -11.4, TP -11.5, TP -14.1, TP -14.2, TP -14.3, NEP -20.1, NEP -20.2. If. Recommendations of the Steering Committee: Preferred Alternative for High Capacity Transit in the South Valley Corridor. 16 Socioeconomic and Revenue Impacts of a Proposed Light Rail System for Spokane, Washington. 10 Sprague /Appleway Corridor - Draft Policy Summary t July 13, 2006 Appendices Appendix A: Bibliography Behm, Dick. The History of Sprague Avenue. May 26, 2004. City of Spokane, Marketek Inc. and Applied Economics. Socioeconomic and Revenue Impacts of a Proposed Light Rail System for Spokane, Washington - Final Report. July 2005. City of Spokane Valley, CI-12M Hill. Draft- City of Spokane Valley Corridor: Project Purpose and Need for Action- Memo. December 16, 2005. City of Spokane Valley, CH2M Hill. Valley Corridor 2030 Baseline Forecasts, Operations and Initial Screening Support Documentation - Memo. April, 25 2006. City of Spokane Valley, CH2M Hill. Valley Corridor Preliminary Logical Termini and Independent Utility Discussion - Memo. September 28, 2005. City of Spokane Valley, CH2M Hill. Valley Corridor Project - Transportation Methods and Assumptions - Memo. July 15, 2005. City of Spokane Valley, CH2M Hill. Valley Corridor TSM /TDM Alternative Development - Memo. March 31, 2006. i City of Spokane Valley, CH2M Hill. Valley Corridor Project- Evaluation Methods and Criteria- Memo. July 5, 2005. City of Spokane Valley, Department of Community Development Planning Division. Creating a Definable and Vibrant Community Center - Powerpoint. June 2, 2005. City of Spokane Valley, Department of Public Works. 2007 -2012 Six Year Transportation Improvement Program, 2007 Annual Construction Program. June 19, 2006. City of Spokane Valley. City of Spokane Valley Municipal Code, A Codification of the General Ordinances of the City of Spokane Valley, Washington. Code Publishing Company. Seattle, WA. 2004. City of Spokane Valley. The Sprague /Appleway Corridor Subarea Plan -SOW. April 5, 2006. 11 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 City of Spokane Valley. Scope of Work, Spokane Valley Corridor Analysis. June 10,2005. City of Spokane Valley. The City of Spokane Valley Comprehensive Plan. April 25,2006 City of Spokane Valley. Valley Corridor Improvements: Environmental Assessment. May 19,2006. Marques, Evan, and The Spokane Valley Business Association. Conzaga Economic Study of Sprague Avenue Businesses and Property Owners. May 28,2004. Spokane County WA. Spokane County, Department of Building and Planning, Comprehensive Plan. Spokane County WA,. Spokane Transit, U.S. Department of Transportation, and Federal Transit Administration. Draft Environmental Impact Statement, South Valley Corridor Project. December 2005. Spokane County WA. Recommendations of the Steering Committee: Preferred Alternative for High Capacity Transit in the South Valley Corridor - Revised Draft. March 22, 2006. Spokane County, Spokane Regional Transportation Council. Transportation Improvement Plan for Spokane County FY 2006-2008. October 13, 2005. Spokane Regional Transportation Council. Bridging The Valley, Status Report and Implementation Schedule. September 5, 2002. Spokane Regional Transportation Council, Sverdrup Civil, Inc., HW Lochner, Inc., BST Associates, Stanton- . Maston Associates. Summary Report. Task 1 - High Capacity Transportation Options, South Valley Corridor High Investment Study. June 1997. Spokane Transit Authority, and Spokane Regional Transportation Council. Transit Oriented Development Study. Spokane Transit Authority, David Evans and Associates. South Valley Corridor Project, DEIS Public Comment Report - Spokane County Washington. May 2006. Spokane Transit Authority. 2007 -2013 Transit Development Plan. May 18, 2006. Quinn Group. Review Auto Row (Powerpoint). June 14, 2006. 12 Sprague/Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix B: Spokane Valley Comprehensive Plan The City of Spokane Valley adopted its comprehensive plan on April 25, 2006, providing locally based policy and capital improvement guidance. This plan contains land use, transportation, capital facilities, housing, economic development with a total of eight elements, many of which include policy or specific implementation programs influencing development along the Sprague /Appleway corridor. The plan's policies include: Policy Land Use Possible Ramifications LUP -2.1 Allow and encourage a variety of housing types in Persons living in mixed -use areas may walk to designated Mixed -use areas, especially in the City Center work or shopping, decreasing automobile area. dependence. LUP -3.1 Encourage transformation of Sprague Avenue Regional/ May establish guidance for residential land use Community Commercial corridor into a quality mixed -use patterns in "segments" and for public realm retail area. Retail development along the corridor, exclusive enhancement throughout corridor. 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 -5.1 Identify other appropriate automobile related uses within May induce vertical and horizontal integration. the Auto Row Overlay designation that are complementary to automobile dealerships. LUP -52 Develop appropriate development standards for permitted May require intense collaboration with Auto uses in Auto Row Overlay designated area. Row groups. LUP -6.1 Define a City Center with distinct boundaries, unique May seem contrived if poorly located and not building types, and special features. connected to county. LUP -6.2 Strengthen existing connections of the City Center area to May put increased pressure for surface parking, the region's high capacity transit system. an enhanced pedestrian environment and more housing. LUP -6.3 Focus on improving the existing character and image of the May be difficult to define desired direction and City Center area through appropriate development will require collaboration. regulations and design standards. LUP -6.4 Develop land use regulations that allow higher intensity May be seen as "unfair" to those areas outside development in the City Center including, but not limited core. to, taller buildings, increased floor area ratios (FAR) and permitted uses. 13 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 LUP -6.5 Coordinate with urban service providers to ensure sufficient May result in consideration of impact fees or capacity is available for anticipated development. L.I.D. LUP -6.6 Allow for a variety of uses and mixed -use development May focus discussion on land use compatibility within buildings or complexes. Ensure that mixed -use and design standards, creating new style of development complements and enhances the character of development regulations. the surrounding residential and commercial area. LUP -6.7 The City should always consider City Center sites regarding May stall center progress if City is slow or potential civic and cultural uses the City develops, such as a unsure about civic center investment. City Hall. LUP -6.8 Provide incentives to attract cultural and civic uses to the Failure to do this may make the city center less City Center over which the City does not have direct livable and less attractive to urban households. control, such as libraries or recreation facilities. LUP -6.9 Develop land use regulations that encourage higher density May increase the community's ability to support residential uses on the periphery of the City Center area in public transportation and nearby business. 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 Failure to do this may make the city center less public spaces to meet the residential needs in the City livable and less attractive to urban households. Center. LUP -6.11 Provide an effective transition between the periphery of the May increase sense of connection between the City Center and nearby lower density residential City Center and larger community. development. LUP -7.1 Improve traffic circulation around and through the City May decrease traffic congestion and encourage Center by extending the street network and creating smaller pedestrian/bike travel. blocks. LUP -7.5 Allow for on street parking on the internal City Center street May calm traffic, and increase pedestrian network. comfort. 14 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 LUP -9.2 The mix of land uses allowed in either the Corridor Mixed- May lead to over supply of Commercial space use or Mixed -use Center designation should include: unless residential density is quite high. • 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 • Commercial uses that require large land areas but have low employment density and are auto - dependant, such as lumberyards, plant nurseries, warehouses, and auto dealerships, should be prohibited from either Mixed -use category. LUP -14.5 Designate aesthetic corridors along major transportation May assist in defining the community's identity routes to provide a positive image of Spokane Valley. and visual character. Aesthetic corridors shall be located along the following routes: • State Route 27 from 16th south to 32nd and Mansfield to Trent • Appleway Boulevard (south side from Park to Dishman Mica). Policy Transportation Possible Ramifications TP -1.1 Street design should provide for connectivity between May increase automobile flow. residential neighborhoods and collectors. Discourage cut - through traffic. TP -1.2 Develop access management standards for each functional Standards may need to be flexible considering classification of roadway. Work to consolidate or remove each roadway intersection contains different existing access points when a roadway does not meet challenges. appropriate standards. TP -2.1 Street design should complement adjacent development. May call for increased street design focus in the Spokane Valley outside the corridor. TP -2.3 Encourage landscaping, street lighting and beautification in May cause public ownership to increase, the design standards for local access streets, collectors and snowballing the effort to alternate areas in the arterials. Spokane Valley. TP-4.1 Restrict high -speed traffic from residential neighborhoods May increase local safety. In areas with and utilize traffic calming strategies to reduce vehicular commercial and associated uses, traffic calming speeds where appropriate. may increase local shopping. 15 • Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 TP-4.2 Complete local traffic circulation plans for areas experiencing new development. TP -7.1 Discourage development of low- density residential May cause freight business to relocate out of development in close proximity to designated freight corridor if mixed uses and high densities are corridors and intermodal freight facilities. implemented. TP-8.1 Use the city's transportation system and infrastructure to May call for increased public transportation in support desired land uses and development patterns. the corridor. TP-8.2 Allow for variety of services within neighborhoods that are May increase the need for pedestrian and bicycle convenient to and meet the needs of neighborhood facilities. residents, decreasing the need for driving. TP -9.1 Encourage non - motorized improvements which minimize May increase the need for pedestrian and bicycle the need for residents to use motorized modes by providing: facilities. 1) Access to activity centers; 2) Linkage to transit, park & ride lots and school bus routes; and 3) Designating a network of streets that can safely and efficiently accommodate bicycles and coordinate development of the non - motorized system with surrounding jurisdictions and regional system extensions. TP -9.2 Provide sidewalks on both sides of all arterial streets as May improve pedestrian safety. funding allows. TP -9.3 Incorporate pedestrian and bicycle features as design May assist in defining the community's identity elements in the City Center. and visual character. TP -9.5 Ensure that sidewalks, shared use paths and bike lanes are May improve pedestrian and bicycle safety by safe, clearly marked and well maintained. decreasing collisions. TP -9.6 Include bicycle facilities where practical along arterial May improve bicycle safety by decreasing roadways. collisions. TP -9.8 Include pedestrian friendly facilities such as sidewalks in May increase the ability of pedestrians to enjoy city street reconstruction and improvement projects, and the city center. require pedestrian friendly facilities such as sidewalks in all new development. TP -9.9 Reduce obstructions and conflicts between May cause persons to choose alternate modes of bicycle /pedestrian facilities and vehicular transportation transportation to work and shop. routes. TP -9.10 Develop street, pedestrian path and bike path standards that May decrease pedestrian and bicyclist frustration contribute to a system of fully connected routes. by increasing connectivity. TP -11.1 Ensure that street standards, land uses and building May contain a challenge of opinion to what placement support the facilities and services needed along makes transit "viable ". transit routes to make transit viable. TP -11.2 Work with STA to ensure that transit shelters, bus benches May increase ridership and comfort to those and other amenities that support transit use are provided in using the transit system. appropriate locations for users of the system. 16 . Sprague /Appleway Corridor - Draft Policy Summary • July 13, 2006 TP -11.3 Support the continued planning and development of a high- May expedite the planning /development capacity transit system. process. TP -11.4 Work with STA in planning and developing bus pullout May increase traffic safety, and transit speed. bays on the far side of intersections. May require design guidelines and engineering TP -11.5 Neighborhood businesses areas should be served by transit May increase ridership as well as shopping along consistent with the Transportation Element. areas served by transit. TP -14.1 Participate with other jurisdictions to facilitate safe and May create consistency between standards and efficient rail systems. increase rail safety. TP -14.2 Support the "Bridging the Valley" project to reduce the May increase public safety by decreasing number of at -grade railroad crossings in the City of Spokane collisions and public safety delays. Valley and to reduce the adverse noise impact on adjacent properties of railroad operations. TP -14.3 Discourage incompatible land uses and residential densities May contain a challenge of opinion to what along rail corridors. densities and land uses are compatible with rail corridors. Policy Capital Facilities Possible Ramifications CFP -1.3 Optimize the use of existing public facilities and promote May require definition to the meaning of orderly compact urban growth. "orderly." CFP -1.4 Coordinate the construction of public infrastructure with May ease construction costs. private development to minimize costs whenever practicable and feasible. CFP -2.2 Update the City's Capital Facilities Plan annually to ensure May ease the maintenance costs of capital facility that services and facilities are provided efficiently and needs. effectively and to help establish budget priorities. CFP -2.3 Planned expenditures for capital improvements shall not May cause increased planning for future exceed estimated revenues. developments. CFP -2.4 If adopted level of service standards cannot be maintained, May cause confusion with the importance of the City shall increase funding, reduce level of service setting level of service standards. standards or reassess the Land Use Element. CFP -3.3 Require adequate emergency vehicle road access and water May expedite emergency response. supply /pressure for new development within the City. CFP -4.1 Review water and sewer plans to determine consistency May assist future water and sewer planning with anticipated population growth, future land uses, efforts. comprehensive plan land use policies and development regulations. CFP -5.1 Establish a City Hall recycling program to present a positive May increase pressure for other businesses to example of civic and environmental responsibility. recycle, with possible low cost recyding incentives for businesses. CFP -6.1 Require stormwater management systems for new May increase open space areas with swales and development. natural water treatment systems. 17 • Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 CFP -6.2 Create and implement a stormwater management plan to May decrease stormwater damage in the future. reduce impacts from urban runoff. CFP -6.3 Best management practices should be utilized to treat May protect water sources such as surface water stormwater runoff prior to absorption of runoff into the and the aquifer. ground. CFA -6.4 New development should include the multiple uses of May increase creativity with open space and facilities, such as the integration of stormwater facilities recreational design /use. with recreation and /or open space areas, when possible. CFP -6.5 Encourage the use of alternatives to impervious surfaces. May help manage /decrease stormwater runoff from impervious surface. CFP -7.2 Land use regulations should allow siting of library facilities Doing this would aid in overall success of the in locations convenient to residential areas. corridor, and may pressure other mixed uses to be allowed in other residential areas. CFP -8.1 Develop land use designations that allow new schools This may increase people's ability to walk or bike where they will best serve the community. to school. CFP -9.1 Implement a concurrency management system for May ease the transition of development changes transportation, water and sewer facilities. and pressures. Policy Housing Possible Ramifications HP -1.3 Establish development regulations and incentives for May be beneficial for all areas of the Spokane greater diversity of housing types, costs and designs, that Valley, especially in the Corridor area and along may include bonus incentives, clustering, and transfer of transit lines. development rights. HP -1.4 Encourage mixed -use residential /commercial development May create problems from non - designated areas in designated areas throughout the City with the use of wishing to experience benefits of mixed -use developer incentives and design standards. development. May also create protest from designated areas not wanting mixed -use development. HP -1.5 Encourage the development of three- and four - bedroom May create competition between rental units and rental units along transit corridors and within walking alternate uses wishing to experience benefits distance of schools and recreational facilities. from a location along transit corridors. HP -1.6 Encourage the development of housing for seniors and May create competition between housing and other special populations along transit corridors and within other development opportunities wishing to walking distance of shopping and medical facilities. experience benefits associated with such locations. HP -3.5 Encourage the location of new facilities for the special May be difficult competition with alternate populations identified above within one - quarter mile of development opportunities wishing to transit corridors. experience benefits associated with such locations. 18 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Policy Urban Design Possible Ramifications EDP -2.1 Develop appropriate urban design and infrastructure May stall center progress if City is slow or standards for the City Center area. unsure about what direction of standards to take. EDP -2.2 Develop zoning, permitting, and incentives that encourage May create jealousy from those developments prioritized development consistent with the SVCP. that are not of "priority." EDP-71. Evaluate, monitor and improve development standards to May smooth transition between land uses and promote compatibility between adjacent land uses; and the development process. update permitting processes to ensure that they are equitable, cost - effective, and expeditious. Policy Natural Environment Possible Ramifications NEP -12.3 Encourage the use and preservation of native plants in May aid in plant choices for open space, residential and nonresidential landscaping. recreation and stormwater management purposes. • NEP -14.2 Require the maintenance, protection or restoration of May be more cost effective than the construction natural drainage systems. of artificial drainage systems and associated maintenance. NEP -14.3 Use bioengineering techniques, where appropriate, rather May help maintain the biodiversity connected than hard engineering structures to stabilize the floodway. with floodway areas. NEP -20.1. Work regionally and locally to establish a variety of May create increased transportation opportunity transportation systems such as dispersed employment for persons wishing to rely on options other than opportunities, flexible working hours, tele- commute, light the automobile. rail, other transit, car and van pooling, ridesharing, bicycling and walking paths. NEP -20.2 Encourage the development and expansion of high- density May create pressure for alternative urban centers that facilitate alternative transportation modes transportation modes to be extended into non- to reduce traffic congestion. urban areas. NEP -20.5 Encourage planting of trees in new developments, parks May be difficult to choose what trees should be and as part of new street or major street reconstruction located where, and why. May be difficult to find projects. Develop a list of preferred trees based on but not persons /money for tree maintenance and care. limited to location, root structure, canopy characteristics, Adopt a tree and similar programs may be and resistance to disease. useful. 19 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Policy Public Utilities Possible Ramifications PUP -3.5 Based upon applicable regulations, the City should require May reduce future repairs on utilities from high the under grounding of utility distribution lines in new traffic areas and associated damage. May subdivisions. The City should encourage under grounding increase repair costs if maintenance and repair is of utility distribution lines in new construction and necessary for such under ground utilities. significantly reconstructed facilities, consistent with all applicable laws. PUP -3.6 Based upon applicable regulations, the City should work May snowball toward areas surrounding the with utilities and appropriate entities in preparing a plan for corridor with hopes of improving business under grounding utilities in areas where their visual impact associated with visually appealing space. is critical to improving the appearance of the City, such as the City Center, Sprague Avenue and identified aesthetic corridors. PUP -3.7 The City should work with appropriate entities to prepare May increase consideration of under grounding right -of -way vegetation plans to ensure that the needs of utilities while bringing alternate screening forms landscaping and screening are balanced with the need to into the picture such as built walls, fountains, prevent negative impacts to utilities. - and art alternatives. Policy Parks and Recreation Possible Ramifications PRP -1.1 Coordinate the delivery of park, recreation and open space May create increased ability for public services with other government agencies, private nonprofits, recreational and open spaces. and other partner organizations to maximize opportunities and efficiencies. PRP -4.1 Strive to develop a network of trails and bikeways within May decrease dependence of automobile travel Spokane Valley that will interconnect population centers, while increasing visual character. community facilities, work places, neighborhoods, recreational opportunities, and natural green spaces. PRP -6.1 Identify public art opportunities that highlight the cultural May increase visual and historical character of and historical connections of Spokane Valley through local the City. history, environmental systems and visual symbols. PRP -6.3 Use public art to create visible landmarks and artistic points May increase citizen pride and expand into of reference. These projects should serve as a source of whole community, increasing visual character community pride and reinforce and further define and social capital. community identity. PRP -6.5 Utilize public art in Spokane Valley to attract visitors to the May increase shopping, tourism and general City. _ publicity. 20 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Policy Neighborhood Possible Ramifications NP -2.5 Allow zone changes within the Low Density Residential May create jealousy toward areas in the Corridor category only when specific criteria are met. Criteria may or those receiving zone changes. include: • Substantial changes within zone change area. • Clear mapping errors. • Adequate facilities and services (e.g. sewer, water capacity). • Consistency with densities in the vicinity of the zone change. NP -2.6 Establish appropriate design guidelines with buffer zones May decrease density along such areas. and transition requirements to protect residential neighborhoods from incompatible land uses and adverse impacts associated with arterials, freeways and rail corridors. NP -2.9 Integrate retail developments into surrounding May increase the ability of persons to walk or - neighborhoods through attention to quality design and bike for shopping purposes. Associated traffic function. Encourage neighborhood retail and personal impacts might cause neighboring residents to services to locate at appropriate sites where local economic complain. demand and design solutions demonstrate compatibility with the neighborhood. NP -2.10 Develop guidelines and options for Neighborhood /sub -area May assist in strong neighborhood groups, associations which facilitate the refinement of creating higher social capital. Neighborhood /sub -area plans. 21 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix C: Spokane County Comprehensive Plan Though the City of Spokane Valley is an incorporated community, policies from the Spokane County comprehensive plan still pertain to the Sprague /Appleway corridor. Those policies, mostly found in the county's urban character /design and transportation elements, focus on the corridor's importance as a regional transportation link between Spokane, Spokane Valley, Liberty Lake and other, unincorporated areas east of Spokane. The plan's policies include: Policy Urban Character and Design Possible Ramifications UL.5.2 Designate aesthetic corridors along major transportation May increase the ability of the Corridor to attract routes to provide a positive image of the Spokane Region. people. Aesthetic corridors shall be located along the following routes. g) Spokane Valley Couplet (eastbound Appleway segment only) h) Evergreen Road (between Sprague Avenue and Indiana Avenue) Aesthetic corridors shall be visible from the roadway and shall not exceed 500 feet on either side of the road right of way. UL.5.3 Adopt specific regulations for designated aesthetic corridors May help create consistency throughout that: a) Provide incentives for aesthetic corridors that: b) Corridor. May set apart the Corridor area from Require landscaping buffers adjacent to roadways; c) Limit the rest of the Spokane Valley. sign height and size; d) Provide performance standards to adequately screen heavy or "manufacturing" industrial -type developments that have exterior clutter (exterior storage, exterior heavy equipment, exterior fabrication /assembly) e) Use non - glare, energy efficient lighting techniques when possible. UL.1.3 Urban activity centers may be located at or adjacent to high- May increase use of both hubs and public capacity transit stations and will serve as hubs for less transportation. intensely developed neighborhoods. Appropriate areas for urban activity centers may include, but are not limited to, the Spokane County fairgrounds area, University City area and _ the Liberty Lake /Interstate 90 area. 22 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Policy Transportation Possible Ramifications T.1.1 Coordinate planning and operational aspects of the regional May expedite planning /operational process with transportation system with cities within Spokane County, cooperating alternate opinions and methods for adjacent jurisdictions, Washington State Department of the transportation system. Transportation, Spokane Transit Authority, Spokane Regional Transportation Council and any other affected agencies. Policy Subarea Plans Possible Ramifications SP.2.4 Plans for subareas and mixed -use areas should establish May facilitate the plans development. consistency of land use designations and the concurrency for development with the size, type, and timing of capital facility improvements for urban governmental services. SP.2.5 Plans for subareas and mixed -use areas will further define the May assist in subarea character, but also may type, location and mix of land uses, the intensity and density create a significant difference between subarea of development, and the level of service for facilities and and the surrounding City. services planned for the area. 23 Sprague /Appleway Corridor - Draft Policy Summary • July 13, 2006 Appendix D: Spokane Regional Transportation Commission The Spokane Regional Transportation Commission (SRTC), a metropolitan planning agency for Spokane County, encourages cooperation between The City of Spokane Valley, The City of Spokane and Spokane County. The SRTC has been working on several plans, studies, documents and projects impacting the Sprague/ Appleway Corridor. (These can be located on SRTC's website http: / /www.srtc.org /index.htm) These projects include: Project Description Possible Ramifications Bridging The Valley This project would eliminate about 35 at -grade crossings in May increase public safety to the Washington through closure, concentrating public corridor by decreasing collisions, investment into 8 railroad grade separations. The plan improve emergency access as well focuses on three roadway /rail crossings near the valley as decrease noise, wait time at corridor: Park Street, Pines Street and Argonne Street. This crossings and improve traffic project will reconstruct Park Road to pass over the BNSF flow. May divert traffic from tracks, add one railroad bridge over Argonne Road as part Sprague /Appleway. of the construction of one additional BNSF mainline track, and the reconstruction of Pines Road to pass under four BNSF tracks. In addition to these plans, suggestions for road closure petitions to reduce problem intersections exist. Spokane County TIP The Transportation Improvement Program (TIP) exists so Provides guidelines and examples planned transportation projects can be constructed. Projects of approved transportation must be prioritized and programmed with other notable projects. Corridor projects must be transportation projects in the TIP. This program identifies included in the Spokane Valley specific programs or projects that jurisdictions or agencies TIP and possibly the Spokane intend to carry out over the upcoming six years. For those County TIP. projects to receive Federal and State money, they must fulfill the goals and policies of the regional transportation planning process and Transportation Efficiency Act for the 21St Century (TEA21). South Valley Corridor This two -year study (ending in 98) analyzed the feasibility May provide in depth information High Capacity of high capacity transportation in the corridor from the for those analyzing alternate Transportation Major Spokane Valley central business district to Liberty Lake. transportation modes by Investment Study Three transportation alternatives were examined; an express environmental and economic busway, a high occupancy vehicle lane and a light rail considerations. transit system. 24 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix E: Spokane Transit Authority The Spokane Transit Authority (STA) is a regional public transportation agency which provides a variety of transportation services to several cities in Spokane County with six vintage streetcar replicas and 121 buses on fixed routes. Two documents by Spokane Transit partially involve the Sprague/ Appleway corridor. The plans include: Document Description Possible Ramifications Transit Development This plan provides a framework for Spokane Transit's May provide needed information Plan operations giving a description of current services and when considering public programs. General timelines and cost requirements for transportation ability and future ongoing projects, and future improvements or reductions transportation needs, especially in over the next six years are also located in the TDP. relation to the high capacity transportation options. Transit Oriented The Spokane Transit Authority and Spokane Regional May help the community visualize Development Study Transportation Council are studying light rail transit and what community mixed ed use bus rapid transit as possible alternatives between development would look like. downtown Spokane and the City of Liberty Lake. The transit modes being considered would travel through the South Valley Corridor of Eastern Spokane Valley. The purpose of the study is to create a conceptual land use and circulation framework plan for transit -oriented development (TOD) at the University City station area that will stimulate economic investment there. 25 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix F: Spokane Regional Light Rail Light rail and high capacity transit have been topics of concern in the area for over twenty years, and the steering committee and other sources have published documents in relation to the corridor and light rail. Document Description Possible Ramifications Recommendations of the This document discusses the alternate options being Provides an educated opinion Steering Committee considered for high capacity transit with in depth with reasoning behind a preferred information and contains the preferred alternative along alterative. with recommendations from the Light Rail Project Steering Committee. Socioeconomic and This report presents an analysis of potential economic and May provide those who wish to Revenue Impacts of a revenue impacts of a proposed light rail system in Spokane know more about options Proposed Light Rail County, WA. The 16 -mile rail corridor spans from considered in the corridor a System downtown Spokane to Liberty Lake, (through Spokane, valuable resource and analysis. Spokane Valley, Liberty Lake and the unincorporated county). The analysis includes regional impacts of the corridor on Spokane County, as well as station -level impacts for two of the proposed stations (University City and Liberty Lake). The analysis compares the impacts of light rail to a no build alternative that is based on existing Spokane Regional Transportation Council (SRTC) projections. 26 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix G: Corridor Transportation An engineering and consulting firm, CH2M Hill helped assess the Sprague /Appleway Corridor in relation to transportation. The Local Agency Agreement # LA5724, between the City of Spokane Valley and CH2M Hill, entered June 29, 2005, is focused on the Sprague Ave and Appleway Boulevard corridor east of University from Mullan St. to Tschirley St. Four build alternatives exist, one is a no build alternative, one TSM /TDM alternative and the other two blend the building of a new transportation corridor on an abandoned rail line and changing the number of travel lines on Sprague Ave. A main project was to create an environmental assessment of the alternate transportation options. Several documents are result of this work. These documents include: Document Corridor Transportation Possible Ramifications SOW Spokane Valley This Scope of Work (SOW) establishes a specific scope of May enlighten the public of what this Corridor Analysis professional engineering services for the Spokane Valley project involves and shows the order Corridor Analysis. The scope of work is identified in tasks will be completed in detail. alternate phases and several associated tasks. An additional scope of work for environmental documentation and design work is briefly described below. SOW Environmental This Scope of Work (SOW) shows intended tasks, their May show what the environmental Assessment of the SVC associated steps and who will be fulfilling these needs in the assessment aspect of this project environmental assessment process (Spokane Valley, CH2M entails. Hill, Jones and Stokes etc,) Valley Corridor 2030 This memo contains planning and traffic information in May provide needed information for Baseline Forecasts, support of screening for the Corridor Project. Included are traffic and public safety Operations and Initial an accident /safety analysis, forecasted corridor traffic improvements. Screening Support Doc. volumes, traffic operations and alternatives documentation. Valley Corridor Project- This memo is regarding traffic operational analysis and Provides background information Transportation Methods forecasting methods for the Corridor Project. Included are and analysis regarding corridor and Assumptions purposes, and needs, plus a Draft Transportation Discipline discipline reports and environmental Report which is applicable to the Final Discipline Report documentation. and environmental documentation. 27 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Valley Corridor This memo is consists of recommendations to developing an May have potential to lower costs of TSM /TDM Alternative alternative for the Corridor that optimizes the use of impending capital facility Development Transportation Systems Management (TSM) and TDM improvements and increase strategies (Actions that improve transportation system proficiency of the existing system. efficiency by altering transportation system demand using strategies and facilities such as: pricing, ridesharing; park - and -ride facilities, transit friendly development / zoning; and employer -based programs —such as staggered work hours and telecommuting. TDM strategies improve the efficiency of existing facilities by changing demand patterns rather than embarking on capital improvements.). Draft City of Spokane This memo provides a general description of why the study May provide a good overview of Valley Corridor: Project is needed with the intended outcome or purpose the study why the Spokane Valley Corridor Purpose and Need for is meant to supply. Project is happening. Action Valley Corridor This memo is to ignite discussion over "reasons for May provide information about Preliminary Logical reviewing and re- establishing project logical termini and reasoning for wishing to extend or Termini and Independent independent utility." change project boundaries. Utility Discussion Valley Corridor Project- This memo identifies steps in the process of conducting a May assist the understanding of a Evaluation Methods and screening process for the Valley Corridor project and screening process. Criteria possible evaluation criteria that may be used. DEIS South Valley The Draft Environmental Impact Study (DEIS) is an overall May help provide preferred Corridor Project environmental analysis of the South Valley Corridor Project. alternative for the south valley The analysis considers possible long -term, short -term and corridor, while being an exceptional cumulative effects on mobility, the environment, land use, information resource. cultural resources, safety, economic and community development. It also considers affordability, cost effectiveness, and operating efficiencies. Mitigation measures to reduce impacts are detailed. The analysis will be used to select the Locally Preferred Alternative for the South Valley Corridor. DEIS Public Comment This is a required public record and a companion to the May provide examples of where the Report Draft Environmental Impact Statement for the South Valley community stands on several public Corridor Project in Spokane Valley. Public participation is issues. recorded in this document from emails, letters, comment cards and verbal testimony from a variety of persons. 28 Sprague /Appleway Corridor - Draft Policy Summary July 13, 2006 Appendix H: Spokane Valley Miscellaneous There are additional studies and reports impacting the Sprague /Appleway Corridor. Document Description Possible Ramifications The Sprague /Appleway This Corridor Revitalization Strategy and Subarea Plan The City of Spokane Valley and its Corridor Subarea Plan - SOW determine the path toward a vision for growth and current image may be changed by SOW change along the Sprague /Appleway Corridor. new design elements and Specifications to guide land use and development intensity, character with a collective growth site layout, building design, site landscaping and signage plan and new City Center. will be detailed in the future Sprague /Appleway Corridor Subarea Plan document. Land use and development standards in the Subarea Plan will be drafted to replace pre- existing zoning regulations, and to help the community to more effectively attract investment, improving the image and identity of the City of Spokane Valley. Spokane Valley This technical document consists of currently adopted Provides regulations for almost Municipal Code policies for the City of Spokane Valley. These regulations anything the community might be include administration, revenue and finance, business curious about in the Spokane licensees and regulations, parks, health and safety, criminal Valley. code, vehicles and traffic and a uniform development code. Spokane Valley TIP The Transportation Improvement Program (TIP) exists so Provides guidelines and examples planned transportation projects can be constructed. This of approved transportation program identifies specific programs or projects that projects. Corridor projects must be jurisdictions or agencies intend to carry out over the included in the Spokane Valley upcoming six years. For those projects to receive Federal TIP and possibly the Spokane and State money, they must fulfill the goals and policies of County TIP. the regional transportation planning process and Transportation Efficiency Act for the 21st Century (TEA21). Creating a Definable and This PowerPoint presentation shows pictures of the current Provides visual guidance and may • Vibrant Community Valley Corridor and then a proposed University City, City help community members see Center Center as well as two redevelopment visuals of malls. what some goals might look like. Review Auto Row This PowerPoint presentation shows where the Auto Row Provides visual ideas of what the district is located and design ideas are shown. Auto Row area could look like 29 . I Sprague /Appleway Corridor - Draff Policy Summary July 13, 2006 Appendix 1: Other Related Documents Document Description Possible Ramifications The History of Sprague This six-page history of Sprague summarizes what has May provide examples of what Avenue happened since 1910 regarding alternate transportation has worked (or not worked) with modes and choices. the ability to gain perspective. Gonzaga Economic This is an in -depth study of data acquired from business May provide an alternate source Study of Sprague owners and property owners along Sprague Avenue in of information and perspective in Avenue Businesses and order to ascertain a possible economic impact on those relation to possible transportation Property Owners parties as a result of Sprague Avenue converting from a 2- changes. way street to a 1 -way heading westbound with a 1 -way couplet (Appleway) heading eastbound. 30 SPRAGUE AND APPLEWAY CORRIDORS SUBAREA PLAN ADOPTED JUNE 16, 2009 ECONorthwest ECONOMICS • FINANCE • PLANNING Phone • (541) 687 -0051 Suite 400 Other Offices FAX • (541) 344 -0562 99 W. 10th Avenue Portland • (503) 222 -6060 info ©eugene.econw.com Eugene, Oregon 97401 -3001 Seattle • (206) 622 -2403 29 September 2006 TO: Scott Kutha, City of Spokane Valley FROM: Terry Moore SUBJECT: SPRAGUE / APPLEWAY CORRIDOR: EVALUATION OF MARKET OPPORTUNITIES AND CONSTRAINTS SUMMARY The City of Spokane Valley is working on a plan to help redevelop the Sprague / Appleway Corridor. As part of that planning, ECONorthwest (ECO) evaluated market conditions in the Spokane region and in the Corridor. The evaluation focuses on a key question for any revitalization strategy for the Corridor: How much commercial development and redevelopment can be supported in the Corridor, and what type of residential development is most likely? Answers to that question will inform the work being done by other consultants and city staff on land use, urban design, and transportation in the Corridor. ECO's key findings are: • Characteristics of commercial properties. Spokane Valley is a good location for businesses that need to spread out: auto dealers and very large big -box stores. Businesses that prefer urban centers are less likely to locate in Spokane Valley. Compared with commercial properties in Spokane, properties in Spokane Valley have higher vacancies and lower rents. Competing retail developments could be an obstacle to developing denser retail in the Corridor. • Estimated supply of commercial space. The existing supply of commercial space on the Corridor is about 5.5 million square feet. If the entire Corridor redeveloped to the density of a typical suburban strip mall, the supply of commercial space would increase to 7.3 million square feet, or 365,000 square feet per year for the next 20 years. Current zoning allows much greater densities that would add millions of available square feet to this total. • Estimated demand for commercial space. Estimated demand for commercial space on the Corridor will average about 40,000 square feet per year for the next 20 years: demand for retail space will make up about 21,000 square feet annually, and demand for office space will make up about 19,000 square feet annually. • Comparisons of supply of and demand for commercial space. The potential supply of commercial space greatly exceeds projected demand for commercial space on the Corridor. Redeveloping larger sections of the Corridor would create much more commercial space than the Corridor will be likely to absorb. The demographic composition of Spokane Valley indicates that mid - priced retailers are most likely to succeed. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 2 • Estimated supply of housing. Currently, the Sprague / Appleway Corridor is almost entirely a commercial area, with residential development occupying areas immediately north and south of the Corridor, primarily garden apartments (two- and three -story, woodframe, surface parking, isolated developments). • Estimated demand for housing. Based on increasing house prices, declining vacancy rates for apartments in Spokane County, and the continued desire for home ownership, we believe that there will be a growing market for multifamily development in mixed -use projects — especially condominiums —in Spokane County. But without attractive amenities to draw residents and coherent master planning to site multifamily projects in appropriate and attractive locations, the Corridor will not be able to compete with other locations in suburban Spokane. • Comparisons of supply of and demand for housing. If the number of desirable amenities, including retail and recreational opportunities, were to increase on the Corridor, various types of residential development might be possible. Given the level of amenities such types of types of residential development typically require, the Corridor will not see much of this type of development unless the City invests in either (1) urban centers, or (2) a boulevard treatment of the Appleway extension. ECO recommends creating a town center with concentrated development. A City Center model of redevelopment could focus new commercial space into a smaller area of high - density commercial development. A town center could create the amenities that will draw residential development, in particular multifamily residential development, to the Corridor. Public policy will need to provide direction about where a downtown center could be located within the Corridor, and provide some type of incentives, public investment, and a design framework to encourage redevelopment of that specific area. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 3 BACKGROUND As part of the Sprague / Appleway Corridor Subarea planning process for the City of Spokane Valley, ECONorthwest's task is to "prepare a technical memorandum, suitable as an appendix to the final plan, describing economic, market, and financial conditions (past, existing, and likely future), and the implications for the type and location of development in different parts of the Corridor. "' This memorandum addresses the economic and market conditions and their implications for development in the Corridor. A separate memorandum addresses the City's fiscal capacity to implement measures that would encourage redevelopment in the Corridor. ECONorthwest completed an economic analysis of the Sprague / Appleway Corridor for the City in 2004. The evaluation in this memorandum uses relevant portions of that previous analysis plus additional and updated information to assess market conditions. The evaluation in this memorandum focuses on a key question for any revitalization strategy for the Sprague /Appleway Corridor: How much commercial development and redevelopment can be supported in the Corridor, and what type of residential development is most likely? The rest of this memorandum is organized as follows: • Framework for the Analysis describes the events that led to this study, its purpose and organization, and the methods we used to reach conclusions about the market for development in the Sprague /Appleway Corridor. • Market Conditions outlines the study area and describes the factors that influence development in Spokane Valley. • Land development in the Corridor looks at the market for commercial and housing development in Spokane Valley. Based on the findings in this section, we reach conclusions about the level and type of development and redevelopment likely in the Corridor without public incentives. • Appendix: Retail Sales provides detailed tables of taxable retail sales. FRAMEWORK FOR ANALYSIS The analysis in this memorandum focuses on the key market factors that affect potential development in the Corridor. Factors that affect a market vary for different types of development (retail, office, and housing), and for the specific development products being considered. Our analysis, however, is not scoped to be that detailed. It looks broadly at conditions relevant to the markets for residential and commercial real - estate development. Our purpose is to give approximate but defensible answers to questions about the amount and type of commercial and residential development and redevelopment the Corridor can support. The demand conditions for commercial and residential space extend over an area that is larger than the study area used in this report. Demand for some types of retail space in the Sprague/ Appleway Corridor, for example, could just as easily be met through new development outside 'Phase II, Task 3 of the scope of work. 2 ECONorthwest, The Transpo Group, and Freedman Tung & Bottomley. October 2004. Sprague/Appleway Economic Analysis. Prepared for the City of Spokane Valley. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 4 the study area as it could be by new development inside the study area. Consequently, the share of future development that the study area will receive depends upon the competitive position of the study area's supply of developable sites relative to other alternatives in the region. The time period of the study affects the type of analysis. A typical market analysis is done for a developer who is usually considering break - ground in a year or two. Current land prices, lease rates, and vacancy rates are relevant to that decision and including in a market analysis. The developer usually has a specific real - estate product in mind, so the market analysis often expands to become a feasibility analysis, which would contain pro forma cash -flow analysis for the product. But when a city is doing a long -run plan for a city center, its purposes for a market analysis are different, and the analysis differs accordingly. Cyclical variations and current rental rates are less relevant. The emphasis shifts to long -run fundamentals: expected regional growth, location, supporting and competitive developments, likely public investments and policy. Those and related topics are the focus of the analysis in this memorandum. Our analysis incorporates the most recent data available from public and private data sources, including the following: • Taxable retail sales data from the Washington Department of Revenue. • Population and income data from the U.S. Census, The Office of Financial Management of the State of Washington, and Claritas, a private company that provides demographic data. • Consumer expenditure data from Claritas. • Building permit data from the City of Spokane Valley. • Real estate data from the Real Estate Report: Regional Research on Spokane and Kootenai Counties, a publication of the Real Estate Research Committee. In addition to these sources we used the results of several focus groups conducted by business owners, developers, and other Sprague/ Appleway Corridor Subarea stakeholders. We also looked at additional sources for data on specific conditions in the market. Our assessment of market conditions for each type of development describes the specific data sources and methods we used in more detail. For our analysis of the fiscal capacity of the City, we reviewed the City's budget as well as had in -depth conversations with city management to determine the City's capacity to finance a town center or any type of improvements. 3 ECONorthwest conducted a series of meetings with various types of stakeholders for the Sprague :Appleway Corridor project on July 19, 2006. Focus groups included property owners (such as Pring Corporation and Witherspoon Kelley), retailers (such as Monaco Enterprises and Opportunity Shopping Center), developers (such as Elk Ridge Development Group and Thomas Dean & Hoskins ), area organizations (such as Spokane Area Economic Development Council and Spokane Home Builders Association), auto dealerships (such as Barton Jeep and Appleway Group), and local agencies (such as the fire and police departments and Spokane County Water District). The purpose of the focus groups was to supplement the evaluation of the existing conditions on the Sprague- Appleway Corridor, to better understand the Corridor's commercial and residential market, and to better understand the assets, barriers, and opportunities for attracting redevelopment to the Corridor. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 5 MARKET CONDITIONS This section is divided into five parts: • Study area describes the location of the Corridor. • Population and demographic change discusses existing and projected population in the Spokane Valley area, and household income. • Traffic summarizes traffic volume on the Corridor. • Competing development describes commercial areas that development in Spokane Valley will compete against. • Retail sales describes the type and volume of sales in the Spokane Valley region. STUDY AREA Figure 1 shows the location of Spokane Valley relative to the metropolitan Spokane area and the nearby Coeur D'Alene urban area. Figure 1 shows that Spokane Valley is located east of downtown Spokane and south of the 1 -90 corridor. The Spokane Valley area developed primarily after World War II, with commercial development lining the arterial street grid and single- family residential development in between. The development pattern and transportation network in Spokane Valley is now an extension of the one in the City of Spokane. Spokane Valley became a City in 2003. Figure 1. Location of Spokane Valley . r �c- I / ..,:l 4_, • , A 41 ,.' i . = ' , ,, . _...._ __. :.,_:__,._, ,,,, , . ,., _, ., .. .,......... i b* 1 - - - .- I . ,S. rir . -. . . daidens 1" ;Y,iiiilli --''' ipri' , . . _...;v:: F - - ' . i . i 'a. It k- :' 211001 - . _ _ __ ._ Spokane Valley _ ,,, , '", ... '\!17 Ilk . io 111111. Source: Google Maps httoalmaos google com/ Figure 2 shows the location of the Sprague /Appleway Corridor in Spokane Valley. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 6 Figure 2. Location of the Sprague /Appleway Corridor F tip s -- ; �: :r r! t� ,_ - . \1l�tk. � i r + .tlltl s. f ■gal . 41 ,.,.. • ...di/10g! 11M-"all En ialidiVin ' , ana..„,..i.4 .„.., ,,,,,.<4,..,____,„,,„,...rirei,,,,,,,-,,m,...., e' am IMIIIIMiV . -ki:orM 1 4.11 ‘ t* ' iglj :4` � `� til ►, ;l 1 . 7;11V a ill - :- ' Er '-=� � P. 411 /•fit61t . -it E/m �z•C�iDI � .�_ 1 .nl=� r3sr — Y— � . -. illitt;e4.- •a q 1� .. rte.l l it 5i ii.,."� � s. . �. '• � .. _ MI MI t j .� Firm 11 , w �. =� " I I � - % i ' f ; � a ii�ij l e.. -. 11 y L J • le r,== I r.-re4. .A. w... wly to , , - - - - - - 4 s i A :: rti1 el I ..%::::Y: 772i jib r, -- 4 1 T. Ey:lk WTI 171 A ilybill! Source: Spokane County Division of Planning The area outlined in red in Figure 2 is the approximate study area. The exact boundaries follow tax -lot lines; those exact boundaries are the basis for some of the land analysis shown later in this memorandum. POPULATION AND DEMOGRAPHIC CHANGE Population is a key indicator of growth in nearly every sector of a community. When population increases, demand for residential, office, and retail development can all be expected to increase as well. Total disposable income grows both because the number of people and workers is growing, and because the average incomes of existing households are growing. Aggregate disposable income in an area is the best single measure of demand for retail goods (and, thus, for retail development); disposable income is highly correlated with consumer spending. If Spokane Valley's population and employment opportunities increase, demand for housing and businesses in the Corridor area are likely to increase as well. Other factors that influence population and employment growth include the demographic makeup of expected growth, type of new employment, cost and availability of land, and the land use regulations that determine how and where growth will occur all will affect growth patterns. This section summarizes population, employment, and income for Spokane Valley as they relate to growth and development in the area. The State of Washington reports that the City of Spokane Valley had over 85,000 residents in 2005, almost 20% of the population in Spokane County. Table 1 shows population in Spokane Valley, Spokane, Spokane County, and Washington between 1980 and 2000. Table 1 shows that the average rate of population growth in Spokane and Spokane Valley has lagged behind that for the State in each decade since 1980. Growth in Spokane Valley occurred at a rate near those for Corridor Market Analysis, Phase 11, Task 3 ECONorthwest 29 September 2006 Page 7 - Spokane and Spokane County in the 1990s, but had a substantially higher rate of growth than Spokane or the County after 2000. Table 1. Population in Spokane Valley, Spokane, Spokane County, and • Washington, 1980 -2000 Year AAGR by Decade Area 1980 1990 2000 2005 1980s 1990s 2000s Spokane Valley n/a 70,696 78,577 85,010 n/a 1.1% 1.6% Spokane 171,300 177,165 195,629 198,700 0.3% 1.0% 0.3% Spokane County 341,835 361,333 417,939 436,300 0.6% 1.5% 0.9% Washington 4,132,353 4,866,663 5,894,143 6,256,400 1.6% 1.9% 1.2% Source: State of Washington, Office of Financial Management. Population for Spokane Valley estimated by ECONorthwest using Census tracts identified in this report. Average Annual Growth Rate (MGR) calculated by ECONorthwest. The apparently rapid growth, however, may be due more to anomalies in the data than actual growth in Spokane Valley. Because Spokane Valley was not incorporated until 2003, Census data were not available for the City of Spokane Valley in 1990 or 2000. The estimate in Table 1 . was compiled from Census tracts that may not include all areas inside the current boundaries of the City. Thus, the apparently high growth rate for Spokane Valley since 2000 may be primarily due to the inclusion of population in the City data that were not included in our estimates for 1990 or 2000. Between 2005 and 2025, Washington's Office of Financial Management projects 27% population growth in Spokane County compared to 28% for the state as a whole. As Table 2 shows, the County will add about 120,000 residents, and if Spokane Valley and the City of Spokane continue to grow at approximately the same rates as they have for the past 15 years, they will add 15,000 and 20,000 people respectively. The average annual growth rate of 1.24% for Spokane Valley is between the historical growth rates shown in Table 1 of 1.1% and 1.6 %. Table 2. OFM population forecasts for Washington, Spokane County, Spokane, and Spokane Valley, 2005 -2025. Population Projections AAGR 2005 2025 2005 -2025 Washington 6,233,345 7,975,471 1.24% Spokane County 441,068 561,627 1.22% Spokane 198,700 220,000 0.77% Spokane Valley 85,010 100,000 1.24% Source: Washington OFM, Spokane Valley and Spokane Average Annual Growth Rate (AAGR) calculated by ECONorthwest ° Census data for the City was achieved through compiling the data of census tracts that approximate the geographic area of Spokane Valley. It is important to note that some of these tracts include areas that are outside the city limits of Spokane Valley, and that the data compiled may not be an exact representation of the City of Spokane Valley. The census tracts used were 2001 Spokane County tracts 114, 115, 117 through 123, 124.01, 125, 126, 127.01, 127.02, 128.01, 128.02, 129.01, 129.02, 130, and 131. • - Corridor Market Analysis, Phase 11, Task 3 ECONorthwest 29 September 2006 Page 8 The Spokane County Board of Commissioners adopted a population allocation for initial ' planning purposes for the 20 -year planning horizon from 2006 -2026, which is shown in Table 3. The Spokane County Board of Commissioners forecast predicts higher growth rates than the Office of Financial Management for Spokane County, Spokane, and Spokane Valley. The County is predicted to add about 197,639 residents, the City of Spokane will add about 70,235, and the City of Spokane Valley will add 33,125. The average annual growth rate for Spokane Valley is 1.58 %. We use a growth rate of 1.6% to calculate our market demand estimates in this memorandum. Table 3. Spokane County population forecasts for Spokane County, Spokane, and Spokane Valley, 2006 -2026. Population Projections AAGR • 2005 2026 2005 -2026 Spokane County 441,068 638,707 1.78% Spokane 198,700 268,935 1.45% Spokane Valley 85,010 118,135 1.58% • Source: Spokane County. Average Annual Growth Rate (AAGR) calculated by ECONorthwest. In 2000 Spokane had a larger share of the population over age 65 (14 %) than either Washington (11 %) or Spokane County (12 %) in 2000, but a smaller share of the population age 45 -64. Spokane has a smaller share of residents age 25 -64 than Spokane County or Washington, but the share of population under age 25 in the three areas is very similar. Table 4 shows the increase in housing units between 1990 and 2000 in Spokane Valley, Spokane, and Spokane County. Comparing the growth rate of housing units to that for population shows that housing grew faster than population in Spokane Valley and Spokane, indicating that the average number of people per household is decreasing in these areas, which is consistent with national trends. Between 1990 and 2000, housing units grew at an annual rate that was slightly greater than the rate for population (1.4% vs. 1.1 %) Table 4. Housing units in Spokane Valley, Spokane, and Spokane County, 1990 and 2000 Percent 1990 2000 Change City of Spokane Valley 27,658 31,703 14.6% City of Spokane 75,252 81,762 8.7% Spokane County 141,859 163,826 15.5% Source: US decennial census data, 1990 and 2000. Table 5 shows the number and distribution of households by annual income in Spokane Valley, Spokane, and Spokane County in 2006. Table 5 also shows the distribution of households by income in Washington for comparison. The distribution of household income in Spokane Valley is roughly the same as the distributions for Spokane and Spokane County. Spokane Valley has a slightly larger share of households with an income between $25,000 and $74,999 than in Spokane or the County. But Spokane County and its jurisdictions all have a larger share of their population with an income below $50,000 than the State as a whole, and a correspondingly lower share of households with an income above $100,000. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 9 Table 5. Households by annual income in Spokane Valley, Spokane, Spokane County, and Washington, 2006 Annual Spokane Valley Spokane Spokane County Washington Household Income HHs % HHs % HHs OL < $25,000 7,204 25% 19,282 28% 46,764 27% 21% $25,000 to $49,999 8,845 31% 19,091 28% 51,943 30% 27% $50,000 to $74,999 6,308 22% 12,523 18% 34,316 20% 21% $75,000 to $99,999 3,124 11% 7,629 11% 18,317 11% 13% $100,000 to $149,999 2,324 8% 7,056 10% 15,092 9% 12% $150,000 to $199,999 498 2% 1,651 2% 3,208 2% 3% $200,000 + 460 2% 1,966 3% 3,310 2% 3% Total 28,763 100% 69,198 100% 172,950 100% 100% Source: Claritas, Inc. Data for Spokane Valley and Spokane based on aggregation of zip codes for each of these areas: Spokane Valley (99016, 99037, 99206, and 99212) and Spokane (99025, 99027, 99201, 99202, 99203, 99204, 99208, 99218, 99223, 99224). In summary, (1) population in Spokane and Spokane Valley has consistently grown and is • expected to grow, though at slightly lower rates, (2) the number of people per household is decreasing, and (3) Spokane Valley households have slightly lower annual incomes than Spokane or Spokane County. Together, these facts suggest that Spokane Valley is currently an attractive location for residents with small households and moderate incomes, such as couples without children, "empty nesters," or single - person households. TRAFFIC Traffic volumes along the Sprague / Appleway Corridor are concentrated on the main arterial streets: east -west Sprague Avenue and Appleway Boulevard, as well as the north -south connections to I -90, including Argonne - Mullan Roads, Dishman -Mica Road, and Pines Road. Traffic is primarily distributed around the intersection of Argonne -Mullan and the Sprague- Appleway couplets, and the intersection of Sprague and University, where traffic from residential areas south of Sprague moves towards Spokane or along the Sprague - Appleway Corridor. According to the traffic analysis done for this study, traffic volumes on Sprague Avenue range from about 25,000 average daily trips (ADT) near Pines Road to about 15,000 ADT between University and Farr Roads. Traffic volumes on Appleway Boulevard are about 18,000 ADT. Traffic volumes on the main north -south streets range from about 30,000 ADT on Pines Road south of I -90 to about 15,000 ADT on Mullan Road south of I -90. Other work ECO and FTB have done suggests that 30,000 ADT is the threshold for major retailers. Since Sprague and Appleway are a couplet on the west side of the Corridor, it is appropriate to sum their respective traffic volumes. Near U -City their combined ADT is about 30,000 vehicles. Thus, the Corridor meets the threshold in the U -City area.' s Glatting, Jackson, Kercher, Anglin, Lopez, Rinehart, Inc., "Spokane Valley Sprague Appleway Corridor: Summary of Existing Transportation Conditions - DRAFT," 2006. 6 Based on interviews with commercial developers. 7 For comparison, traffic volume on I -90 just north of the Corridor is about 75,000 ADT. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 10 COMPETING DEVELOPMENT A redeveloped Sprague / Appleway Corridor would have to compete with commercial areas other parts of Spokane Valley: • Spokane Valley Mall: The Mall is located east of Pines Road and north of I -90, and has 870,000 square feet of retail space (123 stores). Two adjacent developments include Market Points I & II, which include a hotel and several big -box stores, and the Mirabeau Point, which is a 70 -acre multi -use recreational, educational, and entertainment complex. • West Sprague Corridor: To the west of the study area, near the intersection of Sprague Avenue and Fancher Road, there is an area of big -box retail including Home Depot, Lowe's, Costco, a large furniture store, as well as other smaller retail spaces. • Sullivan/1-90 interchange: The interchange at Sullivan Road has a Wal -Mart and other big -box retail. Regionally, a redeveloped Spokane Valley Corridor would also compete with other commercial areas in Spokane or the surrounding area that are either in the planning stages or have already developed. Because Spokane Valley has much faster east -west traffic flows than north -south traffic flows, the area of competition extends farther to the east and west than it does to the north and south. Areas of potential competition include: • Riverpark Square: Spokane's Riverpark Square is the main shopping and commercial center in downtown Spokane, near the Convention Center. This shopping center has 370,000 square feet of commercial space, and is anchored by a 129,000 square foot Nordstrom store, a 20- screen AMC theater, and includes 52 dining, entertainment, and shopping establishments. • Northtown Mall: Northern Spokane's Northtown Mall is the largest shopping mall in the eastern Washington -Idaho region. It has over 200 stores, including Nordstrom Rack, Regal 12 Cinemas, and Barnes & Noble, and over 1 million square feet of leasable space. Located on I -90, this mall is 11 miles from the Sprague/ Appleway Corridor. • Kendall Yards: Spokane's Kendall Yards development is new development type for the Spokane area. The proposed development is on a 77 -acre site across the Spokane River north of downtown. Developer Marshall Chesrown plans to include 2,600 living units and more than 1 million square feet of commercial space in the development, and the property will include a variety of types of housing, including apartment buildings, condominium units, row houses, and single family homes. Mixed -use buildings will include both residential and commercial space, and some commercial space will be housed in stand -alone buildings as well. Public hearings for the project were conducted in early August 2006, and the developer expects to take between 8 and 20 years to reach full build -out. • Northgate Shopping Center: Located at the "Y" intersection of Highways 2 and 395 in northern Spokane, the Northgate Mall has a Target, Wal -Mart, Safeway, Shopko, and a variety of other retail options. 8 Parish, Lynn, "Chesrown bullish on new plan," The Journal of Business, December 22, 2005 and "Kendall Yards," metrospokane. typepad. com/ index /2006 /08/kendallyardsy.html, accessed August 15, 2006. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 11 • Smaller Regional Centers: Moran Prairie, located at 57 and Regal Streets in Spokane; • Lincoln Heights, located at 29 and Regal Streets in Spokane; and Shadle Center, located in northwest Spokane all are "power center" areas, offering big -box retail and other types of smaller commercial spaces, such as dental clinics, photo processing stores, banks, veterinary services, and pharmacies. • River District at Liberty Lake: This project, still in the development stages, will involve 495 homes, 45 townhomes, and a large retail complex north of Interstate -90. The development will include 900 acres of mixed use projects planned for build out within 20 to 30 years, and will be located east of the Spokane Valley - Liberty lake city boundaries. Developers will construct over 500,000 square feet of retail space in the retail complex, • Telido Station, during the first stage of development. A home furnishing store, sporting goods store, general merchandise retailers, and restaurants are planned for Telido Station. . • Post Falls: Located 12 miles from the Corridor study area, in Post Falls, Idaho, this commercial center has a Wal -Mart and other types of big box retail. Anecdotal accounts • suggest that Spokane Valley consumers will drive to Idaho for shopping trips, especially because east -west travel on I -90 is quick and easy. Figures 3 and 4 show the five and seven -mile trade areas, respectively, around the existing and planned shopping centers. The figures show that the Spokane Valley Corridor is already well served by large retail centers. Multiple large retail centers serve the entire Spokane region. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 12 Figure 3. 5 -mile trade area for existing and planned shopping centers 1 -u4 & , 53 -1:lir ) 1/4_1_ 141ro wis 4 4 ‘-‘'"AirTh F rili:: 1 On �� I S /1..1 F. 1 � r llr , 4 101, if anc .� . .� `n ./ . oe y � sae:, . - I I �� '•�' �. � f-.-------/ Fr h:,arerr.r 41,ot , a J , h„i... ...4 1♦ 41 ` �. �,. , 1-- - Agn==nr, • _�, , lor Distil N U tAlr D 4s . L S....n� �o * ath ip. I. . r . . 11 Uncoin / bqM. A . . _ _ . _ Au, EIROIt++ll2 ! •1 • 1� tN 1. _ - vig lici\,, ., l I \ SCALE I elk 2 M+.s N Legend t_ ) Devdepod Shopping Me. A 0 Pospossi Showing Area ECONorthwest sir.ibuo Sc* oui ES/11 Source. ECONorthwest. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 13 Figure 4. 7 -mile trade area for existing and planned shopping centers 1 9 \al ∎ ke ) t H � u : s r . / .... ... A tt h l ip................... ,, Pfr if p, . - : Spokdre i .2-. : 12:1 -�' I , � ' d . IN.« oared r uba11 Lake , i1 c ari =5 &A ) V P t - wart 1 2 7., - --`43== IN - 1 .'"4iiikkti ...1A i ____.,_ vv - &,, Eti ‘`r,- : iiall*-,ze=1:110" _ ` ,,.. SCALE T ' K1 4,4 MSS Legend A N Q Developed Shopping Area / v o Proposed Shopping Area ECONorthwest Stress Yap Soya ES111 Source. ECONorthwest This level of competition, and the accessibility of that competition, leads us to conclude that that Spokane Valley's Sprague - Appleway Corridor will have trouble growing as a major shopping destination. ECO concluded in the 2004 Sprague / Appleway Economic Analysis that retail development in Spokane Valley is increasingly moving north to higher value land. The Corridor should not be expected to serve a regional or super - regional role in the retail hierarchy. If it is going to grow retail, that growth will either be (1) scattered retail at major intersections on the Corridor, (2) concentrated retail at one (at most two) locations on the Corridor (probably of some specialized type: e.g., civic center, or lifestyle center), or (3) both. RETAIL SALES ECO analyzed sales tax data to assess existing retail sales activity in the region and on the Corridor. Appendix A shows detailed tables of retail sales tax data. 9 ECONorthwest. Sprague /Appleway Economic Analysis, 2004. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 14 Spokane County is a growing retail center. From 1994 to 2005, taxable retail sales in Spokane County grew 55% (in real dollars). Figure 5 shows that in the same period, taxable retail sales in the entire state grew 36 %. The growth in sales is not explained by population or income growth. Population in Spokane County grew 10% during the same period, and 17% in Washington state. The growth in retail sales is explained by the fact that the Spokane region is a major urban area in eastern Washington, with a market area that extends into Idaho. It is located on I -90, enabling a wide geography to quickly travel to the region and make purchases. Figure 5. Percent change in taxable retail sales and population, Spokane County and Washington state, 1994 -2005. 60% 50% - foTaxable Retail Sales • Population Percent Change 40% _ - - 1994 -2005 30% 20% — 10% — - 0% Spokane County Washington Source. ECONorthwest with data from the Washington Department of Revenue and Washington Office of Financial Management. The change in retail sales represents the real dollar change. Most of the growth in retail sales over the last decade is outside the City of Spokane. Spokane is still the largest commercial center in the County-60% of taxable retail sales are in the City of Spokane. But a substantial portion of commercial activity shifted away from Spokane as the County grew over the last decade. Taxable retail sales in Spokane grew only 2% over the last decade (in real dollars), while sales in the whole County grew 55% over the same period. This relatively low growth rate reflects the maturation of new development in the City of Spokane, causing the County to have a higher growth rate for taxable sales than the City. Spokane Valley attracts a disproportionately large share of retail. Taxable retail sales in Spokane Valley account for 30% of such sales in Spokane County, but Spokane Valley's population accounts for only 19% of the County's population. The discrepancy is not explained by income differences: household incomes in Spokane Valley are not notably different from the incomes throughout the County. Figure 6 shows total taxable retail sales per capita. The figure shows that Spokane Valley generates more sales tax per resident than the statewide average. This is not explained by incomes — average household income in Spokane Valley is lower than the statewide average. Instead, it is explained by the fact that major retail facilities are located in Spokane Valley. Corridor Market Analysis, Phase 11, Task 3 ECONorthwest 29 September 2006 Page 15 Figure 6. Total taxable retail sales, per capita, in 2005 $25,000 - ;20,000 - - - $15,000 - - - $10,000 - - - - — - $5,000 — - — SO — Spokane Valley Spokane Washington Source. ECONorthwest with data from the Washington Department of Revenue and Washington Office of Financial Management. Spokane Valley attracts retail sales from population non - residents. The key sales that drive the large per capita sales are the following: • Car dealers. The high per capita sales in Spokane Valley is primarily explained by the car dealers on Auto Row. Motor vehicle sales account for 21% of all taxable retail sales in Spokane Valley, compared to 9% in Washington state. • General merchandise. Large stores that sell a wide variety of goods, such as Walmart and Target, account for 15% all taxable sale in Spokane Valley, compared to 7% in Washington state. • Building materials. Home improvement stores account for 9% of taxable sales in Spokane Valley, compared to 4% in Washington state. Are there sectors where Spokane Valley residents go elsewhere to make purchases? Spokane Valley `leaks' sales tax revenue to Spokane in a few sectors, especially those that prefer urban centers: • Taxable sales per capita in Spokane Valley are lower than the City of Spokane and the state average for businesses in the services sector, such as professional and information services. Many firms in these sectors occupy offices rather than retail commercial structures. • Food and beverage retail sales are higher per capita in Spokane than in Spokane Valley. The per capita sales in the accommodation and food services sector is lower in Spokane Valley than in Spokane, but higher than the statewide average. It is likely that services associated with 1 -90 are located in both cities' boundaries. • Furniture and electronics taxable sales per capita are lower in Spokane Valley than in Spokane. The data show that Spokane Valley is a good location for businesses that need to spread out: auto dealers and very large big -box stores. Businesses that prefer urban centers are less likely to locate in Spokane Valley. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 16 LAND DEVELOPMENT IN THE CORRIDOR This section is divided into two parts: • Commercial development discusses the issues that affect supply and demand for office and retail space in the Corridor • Housing development discusses supply and demand for residential development in the Corridor. COMMERCIAL DEVELOPMENT By commercial development we mean, broadly, development that is for retail and office use. That would exclude, primarily, development types that are aimed at industrial and warehousing uses. . Real estate trends and existing commercial space Tables 6 and 7 show the results of a survey of retail and office space conducted by a real estate firm in Spokane County between 1999 and 2006. They show the characteristics of retail and office space for the Valley subarea, which is included in the total suburban Spokane estimates. Suburban Spokane excludes downtown Spokane, the Central Business District. While surveyed retail and office space is not equal to total retail and office space, the survey shows some broad trends that probably apply to all space: • Relatively high vacancies. Table 6 shows that the Valley subarea currently has 40% of total retail space in suburban Spokane but 66% of the vacant retail space. The Valley subarea has consistently higher vacancy rates and lower rents compared to the average for suburban Spokane. Data for individual subareas in suburban Spokane show that the Periphery of CBD subarea has the lowest vacancy rates and second - highest rents in the area —the highest rents are in the North subarea, which also has a relatively low vacancy rate. Retail vacancy rates are a concern shared by members of the July 2006 focus group, which found weak demand for retail rental property, especially big -box development, in Spokane Valley, and noted that in the Corridor off -street spaces are especially difficult to lease. However, property development is rebounding in some areas of the Corridor, especially north -south areas. Table 7 shows that the Valley subarea currently has 35% of total office space but 50% of vacant office space. • Relatively low rents. Table 6 shows that retail space in the Valley subarea rents for between $0.50 and $3.00 less than space in other areas of suburban Spokane. Table 7 shows that office space rents for between $0.75 and $2.00 less in the Valley than it does in other areas of suburban Spokane. Vacancies and rents are the two key indicators of the strength of a real estate market. Both suggest a market in Spokane Valley that is weak relative to competing areas. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 17 Table 6. Survey of suburban retail space in Spokane County, 1999 -2006 Number of Net Usuable Vacant Percent Average Year Buildings Sq. Ft. Sq. Ft. Vacant Rental Rate Valley 1999 7 639,175 102,171 16.0% $10.21 2000 18 947,929 127,095 13.4% $10.86 2001 21 1,084,185 152,820 14.1% $10.69 2002 45 3,489,540 454,537 13.0% $13.28 2003 56 3,963,067 703,228 17.7% $12.87 2004 62 4,185, 873 711,290 17.0% $12.72 2005 68 4,439,233 556,368 12.5% $13.25 2006 68 4,306,187 621,496 14.4% $12.62 Suburban Spokane Total 1999 41 4,433,816 286,657 6.5% $11.24 2000 51 4,722,251 260,289 5.5% $13.63 2001 63 5,160,019 415,679 8.1% $13.75 2002 106 8,141,372 765,681 9.4% $13.94 ' 2003 137 9,207,336 1,023,571 11.1% $13.57 2004 155 9,531,633 1,058,198 11.1% $13.44 2005 166 10,039,660 861,881 8.6% $13.81 2006 170 10,016,423 948,252 9.5% $14.22 Valley % of Suburban Spokane 1999 17% 14% 36% 247% 91% 2000 35% 20% 49% 243% 80% 2001 33% 21% 37% 175% 78% 2002 42% 43% 59% 139% 95% 2003 41% 43% 69% 160% 95% 2004 40% 44% 67% 153% 95% 2005 41% 44% 65% 146% 96% . 2006 40% 43% 66% 152% 89% Source: Real Estate Research Committee. The Real Estate Report. Vol. 30, No. 1. Spring. Note: Average rental rate for Suburban Spokane calculated by ECONorthwest using the average for each subarea weighted by net usable sq. ft. in that subarea. Valley % of Suburban Spokane calculated by ECONorthwest. The location of "Valley" is identified in the source as "East of Hamilton." Rental rates in dollars /sq. ft./year. 1 Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 18 Table 7. Survey of suburban office space in Spokane County, ' 1999 -2006 Areal Number of Net Usuable Vacant Sq. Percent Average Year Buildings Sq. Ft. Ft. Vacant Rental Rate Valley 1999 44 900,119 102,750 11.4% $11.38 2000 40 865,439 56,860 6.6% $10.92 2001 40 871,599 68,612 7.9% $12.75 2002 60 1,450,015 185,724 12.8% $13.05 2003 68 1,695,031 201,433 11.9% $12.58 2004 68 1,696,668 236,154 13.9% $12.73 ' 2005 71 1,792,856 362,572 20.2% $13.66 2006 80 1,960,827 409,717 20.9% $13.43 Total 1999 130 3,130,871 316,685 10.1% $12.14 2000 132 3,210,168 213,104 6.6% $12.92 2001 137 3,526,958 223,047 6.3% $14.38 2002 175 4,489,721 419,472 9.3% $14.47 • 2003 190 4,768,248 471,143 9.9% $14.36 2004 191 4,826,321 557,983 11.6% $14.31 2005 202 5,153,636 675,107 13.1% $14.79 2006 217 5,448,172 789,892 14.5% $15.00 Valley % of Suburban Spokane 1999 34% 29% 32% 113% 94% 2000 30% 27% 27% 99% 84% 2001 29% 25% 31% 124% 89% 2002 34% 32% 44% 137% 90% 2003 36% 36% 43% 120% 88% 2004 36% 35% 42% 120% 89% 2005 35% 35% 54% 154% 92% 2006 37% 36% 52% 144% 90% Source: Real Estate Research Committee. The Real Estate Report. Vol. 30, No. 1. Spring. Note: Average rental rate for Suburban Spokane calculated by ECONorthwest using the average for each subarea weighted by net usable sq. ft. in that subarea. Valley % of Suburban Spokane calculated by ECONorthwest. The location of "Valley" is identified in the source as 'East of Hamilton." Rental rates in dollars /sq. ft./year. Projected demand for commercial space in the Corridor Commercial space in the Corridor includes two main components: (1) retail space, which for purposes of this analysis ECONorthwest defines as places where goods and services are sold in spaces that are similar to traditional storefronts; and (2) office space. Because we define retail space as traditional storefront locations, we exclude motor vehicle sales from our calculations, despite their relative importance for the economy of Spokane Valley. We focus on traditional storefront locations because this is the type of retail that Spokane Valley will need to encourage to locate in a potential future town center development. Our analysis of demand for commercial space has three parts that answer three questions: 1) What is the demand for retail space in the City of Spokane Valley? 2) What is the demand for office space in the City of Spokane Valley? Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 19 3) How can we allocate demand for retail and office space in Spokane Valley to the Corridor? What is the demand for retail space in the City of Spokane Valley? To determine projected demand for retail space, we began our analysis by identifying sales that take place in storefronts. We made two adjustments to taxable retail sales to approximate the amount of sales generated by stores in Spokane Valley: (1) we included only sales that occur in retail developments, which are primarily sales in the Retail Trade sector, and (2) we adjusted taxable retail sales to total sales. Because of our focus on retail that would locate in traditional storefront locations, we excluded the sales of motor vehicles from our calculations. Knowing what is included and not included in the number of taxable retail sales is critical to knowing how to use it properly. Taxable retail sales includes most sales of retail goods and services to consumers for use in Washington. Sales of food, prescription drugs, and some other goods are exempt from the sales tax, as are some services including medical, legal, accounting, and personal services such as barber shops and funeral homes. Sales that are exempt from the sales tax do not appear in taxable retail sales data. But the sales data do include the value of materials delivered to construction sites, which would have little impact on the demand for retail square footage, the key issue in the Corridor. We used statewide data from the Washington Department of Revenue to calculate the ratio of taxable retail sales to gross sales by industry for industries that would locate in stores, and determined that taxable sales represent a varying percentage of total retail sales, averaging around 65 %. We used these percentages to determine the amount of adjustment we needed to make to taxable retail sales to make them approximate total retail sales. Once we had an approximation for the total retail sales that occurred in stores in Spokane Valley, we divided that number by the population of Spokane Valley in order to obtain an average store sales per capita for Spokane Valley, which was $16,400. That number is not an estimate of what Spokane Valley residents are spending in either Spokane Valley or in Spokane County. It is, however, the ratio that we want for our estimates: it gives us a way to relate growth in Spokane Valley population to growth in Spokane Valley retail sales and square footage. Given typical estimates of sales per square foot per year for successful retail ($220 to $270, according to the Urban Land Institute 1 ), the estimated retail sales per capita in Spokane Valley suggest support for between about 60 and 70 square feet of retail space per person, which is higher than the national average of 25 square feet per person, but is reasonable considering that 1° ECONorthwest used data from Washington Department of Revenue. Detailed Tax Data by Industry and Tax Classification. http: / /dor.wa.gov/ content / statistics /line_code_detail/default.aspx Accessed August 3, 2006. In order to approximate the types of industries that the Urban Land Institute uses to create their estimate of sales per square foot per year for successful retail, we used total and taxable sales from the following industries: Furniture and Home Furnishings, Electronics and Appliance Stores, Building Material and Garden Equipment and Supplies Dealers, Food and Beverage Stores, Health and Personal Care Stores, Clothing and Clothing Accessories Stores, Sporting Goods, Hobby, Book and Music Stores, General Merchandise Stores, • Miscellaneous Store Retailers, and Food Services and Drinking Places. 11 The Urban Land Institute measures sales per square foot of different types of retail centers, from super regional centers that include large malls to convenience centers that include Laundromats and small food and beverage stores. Adjusted to 2005 dollars, these median estimates of operating results per square foot of gross leasable area range from $220 to $270, with an outlier (regional shopping center) of $164. Urban Land Institute, Dollars and Cents of Shopping Centers: 2004, p.10 -11 Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 20 Spokane Valley retail captures a share of the regional market as well as the local market. If the population of Spokane Valley continues to increase at 1.6% per year, as is predicted by Spokane County, the population of the City will increase by about 1,300 people each year. Given this rate of population increase, the City of Spokane Valley could absorb about 75,000- 90,000 square feet of retail per year. Take that as a rough benchmark. To check these calculations, we approached the question of retail square footage from a different angle. In 2005, according to surveys published in the May 2006 Real Estate Research Report, Spokane City had about 1.1 million square feet of retail space and suburban Spokane had about • 9.1 million square feet of retail space for a total of approximately 10.2 million square feet of surveyed retail space. Spokane Valley has about 3.8 million square feet of surveyed retail square footage, which amounts to about 40% of Spokane County's surveyed retail space. To get total retail space (not just surveyed space) in the County, we assumed that the surveyed space accounted for about 70% of total space. Adding 30 percent would bring the estimate to about 13 million square feet of retail space in Spokane County, and about 5.4 million square feet of that retail space would be located in Spokane Valley. If Spokane Valley continues to grow at • about 1.6% annually, adding 1,300 people each year, retail space will grow at approximately the same rate, adding 1.6% of 5 million square feet, or 87,000 square feet per year, right in line • with our previous estimate of between 75,000 and 90,000 square feet. Thus, the evidence we have reviewed suggests that it is reasonable to assume that Spokane Valley will absorb on the order of 85,000 square feet of retail space per year, which would be about 1.7 million square feet of retail over a 20 -year period. Treat this number not as a prediction, but as a starting point for thinking about the possibilities. What is the demand for office space in the City of Spokane Valley? For office development we can use similar rules of thumb to estimate square footage demand. There are a total of 8.1 million square feet of surveyed office space in Spokane County. • Surveyed office space is estimated to be about 70% of total office space, so total office space is about 11.6 million square feet in the County now. Given that total nonfarm employment in Spokane County is expected to grow by 1.5% between 2007 and 2012 and population is expected • to grow at a similar rate of 1.6 %, we assume the need for additional office space to meet the 12 http: / /www.icsc.org/srchlrsrch /scope /current/index.php Report: UnitedStates06.pdf. 6 B sq ft of non -auto retail in shopping centers as defined by ICSC; 75% of U.S. retail in shopping centers; yields 8 B sq ft retail. US population approximately 300 M. Depending on the subarea of the region, some areas will have very much more (for example, Tukwila, Washington, south of Seattle, has almost 10 times that amount). Places with more than the average are, in essence, "capturing the leakage" from other areas. 13 Survey methods did not limit the size or type of buildings surveyed. Owner occupied buildings are included in this count; representatives of Auble, Jolicouer and Gentry estimate that the survey covered about 70% of the total retail and office square footage, leaving 30% unaccounted for. Personal conversation, Auble, Jolicoeur, and Gentry, August 4, 2006. 14 Data on retail space in Spokane County is from Real Estate Research Committee: "The Real Estate Report: Regional Research on Spokane and Kootenai Counties," v. 30 n. 1, spring 2006, page 159 -174.. 15 Data on office space in Spokane County is from Real Estate Research Committee: "The Real Estate Report: Regional Research on Spokane and Kootenai Counties," v. 30 n. 1, spring 2006, page 159 -174.. 16 See footnote 6 above for source. 7 Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 21 needs of these new employees will grow at about the same rate that employment or population is expected to grow (1.5% per year). Given these assumptions Spokane County would add about 175,000 square feet of new office space per year Of the 8.1. million square feet of surveyed office space currently in use in Spokane County, Spokane Valley accounts for 2 million, or about 25 %. Assuming that Spokane Valley will continue to account for about 25% of office space, this means that of the 175,000 square feet of total office space that might develop each year in Spokane County, Spokane Valley will account for about 44,000 square feet per year. Of the 2 million total square feet of surveyed office space in Spokane Valley in 2005, about 0.4 million square feet, or 20% of that space, were vacant. About 10% of office square footage is normally vacant at any one time (this is known as frictional vacancy). Because Spokane Valley currently has a 20% vacancy rate, about half of that vacancy (0.2 million square feet of office space) is probably oversupply. This oversupply would reduce the amount of total office space needed to around 2.5 million square feet in 20 years, an increase of about 0.5 million square feet. However, because of the national and regional trends away from manufacturing and towards the services and business and professional sectors of the economy, Spokane Valley, like the rest of the nation, is likely to see a slight increase in the demand for office space over the next 20 years relative to other types of employment space. We assume for the purposes of this analysis that oversupply in the market and the slightly increased demand for office space are roughly offsetting. To see if demand for an average of 44,000 square feet of office space per year in Spokane Valley is a reasonable amount of office square footage for Spokane Valley, we approach the question from a different angle. Empirical studies of square -feet per employee report a wide range of results, from 300 to 1,500 square feet per employee, depending on sector of employment. Ultimately assumptions regarding square feet/employee reflect a judgment about average densities and typically reflect a desire for increased density of development. For office employment, however, the estimates are tighter, and usually in the range of 300 to 500 square feet per employee. For the purposes of this market analysis, we assume 400 square feet per new employee. The best estimate of employment growth available to us is for only a five -year period. A rough estimate of the job growth predicted for industries that could be located in offices is about 5,000 jobs between 2007 and 2012, although this overestimates the number of jobs because of reporting limitations. That assumption suggests the ability for Spokane County to absorb about 2 million square feet of office space over a 5 -year planning horizon, or at that same rate of office 17 The jobs that are normally located in office space include parts of the following sectors: Finance, Insurance and Real Estate (including insurance carriers, insurance agents, and real estate) as well as Services (including hotels and lodging, personal services, business services, auto repair, social services, membership organizations, and engineering services). Because the employment forecast for Spokane County from the Washington Employment Security Department ( "Spokane County Annual Average Nonagricultural Wage and Salary Employment," Washington Department of Employment Security, httpi/ www .workforceexplorer.com/article. asp ?PAGEID= 94 &SUBID= &ARTICLEID= 2409 &SEGMENTID=9, accessed August 2, 2006.) does not break down its projections into this amount of detail, we use the total of five industries, Finance and Insurance, Professional and Business Services, Management of Companies and Enterprises, Leisure and Hospitality, and Other Services, to approximate the categories of jobs located in offices. This is an overestimation. These industries are predicted to growth by 5,700 jobs, from 64,600 to 70,300 between 2007 and 2012, or at a growth rate of 1.7 %. We reduced the estimate from 5,700 to 5,000 for our analysis. , Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 22 employment growth, or about 0.4 million square feet per year.' Currently Spokane Valley has about 25% of the surveyed office space in Spokane County. If it continues to maintain the percentage, it would see growth of about 100,000 square feet office space per year. So, we are getting estimates of roughly 40,000 to 100,000 square feet of new office space per year in the City of Spokane Valley. We use 75,000 square feet for the rest of our calculations. How can we allocate expected demand for retail and office space in Spokane Valley to the Corridor? Given these estimates for the City of Spokane Valley, our next step is to allocate the estimated growth in retail and office space to the Sprague/ Appleway Corridor. Using estimates of ground- floor use, we calculated that there is currently about 5.5 million square feet of commercial space in the Sprague/ Appleway Corridor. To compare that to the estimates from the Real Estate • Research Report, which suggest that there is about 6.4 million square feet of commercial space in Spokane Valley, we need to inflate those estimates to account for the unsurveyed portion of Spokane Valley, which amounts to about 30 %. Of the resulting 8.3 million total square feet of commercial space in Spokane Valley, the Sprague/ Appleway Corridor accounts for about 66 %. The main areas of commercial growth in Spokane Valley, however, have been and will continue to be north of I -90, so this historical average overstates the likely future distribution. We believe that an optimistic estimate is that in 20 years, the Sprague/ Appleway Corridor will account for 50% of Spokane Valley's commercial space, but it is more likely to account for something on the • order of 10% to 30% given current building trends. If we assume (1) that the Sprague/ Appleway Corridor will account for 25% of Spokane Valley's growth in commercial space, both retail and office, over the next 20 years, and (2) that Spokane Valley will absorb an estimated 85,000 square feet of retail space per year, then the Corridor will account for about 21,000 square feet of retail space annually. Of Spokane Valley's demand for an estimated 75,000 square feet of office space per year, the Corridor will account for about 19,000 square feet annually. In summary, we expect the demand for commercial space in the Corridor to average about 40,000 square feet of space per year for the next 20 years if market conditions and public investment policy do not change substantially. That estimate is based on selecting mid -range values for a lot of assumptions. The broader range might be an average of 30,0000 to 60,000 square feet of commercial (retail plus office) new development per year on the Corridor. Capacity of Sprague / Appleway Corridor for commercial development We estimated the demand for commercial development in the Corridor in the previous section. Now we turn to the question: how much capacity does the Corridor have to support commercial development? The amount of land on the Corridor is finite, and zoning restrictions limit the amount and type of development that can occur. To determine capacity for commercial built space, ECO estimated the amount of land in the Corridor using tax lots (Table 8) and applied 18 ECONorthwest calculated this figure by using the job growth predicted by the Washington Employment Security Department (5,000 jobs over 5 years) to obtain a predicted job growth of 1,000 jobs per year in Spokane County. We multiplied that by the 400 square feet of office space needed per job to get 400,000 square feet of office space needed in Spokane County per year, or 2 million square feet in 5 years. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 23 floor area ratios (FARs) to the land in tax lots to calculate different levels of capacity for commercial built space on the Corridor. This data help to answer two questions: • How much space on the Corridor would be available for development or redevelopment? • What is the best density at which new development should occur? Table 8 shows a breakdown of the tax lots on the Sprague /Appleway Corridor by zoning code. About one half of the tax lots on the Corridor are zoned commercial (52 %), about one third are zoned residential (33 %), and about one sixth are zoned industrial (15 %).' Of the commercially zoned tax lots, 12% are vacant tax lots (the sum of all vacant lots, open space, and parking lots). Table 8. Square footage of built and buildable land on the Sprague / Appleway Corridor, 2006 Vacant (tax lots with no buildings) Developed % (tax lots with Vacant Lot Open Space Parking Lot Study area of study Zoning buildings) (VL) (OS) (PL) total area total Commercial 25,805,515 2,651,700 50,495 825,284 29,332,994 52% B -1 1,453,778 161,495 50,495 0 1,665,767 3% B -2 2,757,848 127,692 0 19,647 2,905,187 5% B -3 21,593,889 2,362,514 0 805,637 24,762,040 44% Industrial 7,824,503 214,318 0 181,230 8,220,050 15% 1 -1 0 0 0 0 0 0% 1 -2 4,552,350 55,179 0 137,049 4,744,578 8% 1 -3 3,272,153 159,139 0 44,180 3,475,472 6% Residential 16,424,657 1,535,920 419,681 88,998 18,469,256 33% UR -3.5 5,964,859 1,103,573 307,614 41,592 7,417,637 13% UR -7 1,126,613 74,544 0 0 1,201,157 2% UR -12 285,680 0 0 0 285,680 1% UR -22 9,047,504 357,803 112,067 47,407 9,564,781 17% No zone code 30,024 17,056 597,231 0 644,310 1% Sq.Ft. Sum 50,084,698 4,418,993 1,067,406 1,095,512 56,666,610 100% % Sum 88% 8% 2% 2 %_ 100% Source: Calculated by ECO from GIS data provided by the City of Spokane Valley (2006), Spokane County assessors data provided by the City of Spokane Valley from Metroscan (2006), vacancy data provided by Studio Cascade (2006), and use data provided by Freedman, Tung, & Bottomley Urban Design (2006). Notes: The numbers presented in this table are the sum of the built and buildable land in the seven sub areas of the Corridor. FARs are a ratio of the amount of built space to the amount of space on the lot on which the building sits. For example, if there are 10,000 square feet of building space (the total for all floors, if multistory) on a 20,000 square -foot lot, the FAR is 0.5. Table 9 shows various FARs that help to give context to ECONorthwest's analysis of the supply of commercial space on the Corridor. Table 9 shows that (1) the maximum allowable density for any structure on the Corridor has a FAR of 1.8 but that (2) averaging the FARs zoned on the Corridor means that the average 19 Because of the incomplete nature of the data, 1% of the tax lots on the Corridor had no zoning code assigned to them. 20 Spokane Valley's zoning code allows for an FAR of 1.25, 1.38, and 1.8 on tax lots zoned `B -1 ", `B -2 ", and `B -3" respectively. Reaching an FAR of 1.8 is unrealistic because this level of build out leaves no space to fulfill parking requirements. 1 Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 24 commercial built space generally has a lower maximum density of 1.7 FAR. These densities are relatively high; Table 9 shows that (3) without structured parking the maximum density would only be about 0.75 FAR and that (4) typical suburban shopping areas generally have densities that are even lower, around 0.25 FAR. Finally, Table 9 also shows that average , densities on the Corridor are very low —lower than even the density of typical suburban shopping areas, at 0.21 FAR. Table 9. Estimated and reference FARs for the Sprague /Appleway Corridor, 2006 Use Commercial FAR - Max FAR allowed by commercial zoning on the Corridor 1.8 Weighted average of the . commercial zones on the Corridor 1.7 Likely max FAR without structured parking 0.75 Typical FAR for suburban shopping centers 0.25 Existing FAR for commercial tax lots on the Corridor 0.21 Source: FARs calculated or reported by ECO based on: the City of Spokane Valley's zoning code, GIS data provided by the City of Spokane Valley (2006), Spokane County assessors data provided by the City of Spokane Valley from Metroscan (2006), vacancy data provided by Studio Cascade (2006), and use data provided by Freedman, Tung, & Bottomley Urban Design (2006). Redevelopment of the Corridor could occur in two different types of locations: new development on commercially zoned vacant land, or redeveloping commercially zoned land that currently has structures located on it. Table 10 shows the space available under both of these scenarios: the • space available if only the commercially zoned vacant lots (including vacant lots and parking lots) on the Corridor were developed, and the space available if all of the commercially zoned lots (excluding open space) were redeveloped. Table 10 shows the different square footage that would be created if this land were developed at different FARs. The current average density of buildings on the corridor is 0.21 FAR. This table shows what would happen if land were developed to 0.20 FAR uniformly across the Corridor, what would happen if land were developed to 0.25 FAR uniformly across the Corridor (the typical density of a suburban shopping center) and what would happen if land were developed to 21 The weighted FAR for the Corridor was calculated by multiplying the FAR allowed by zoning code for each commercial zoning code (B -1, B -2, B -3) by the percentage of the total square footage of commercial tax lots on the Corridor found in each zoning code and summing the resulting numbers. Again, this number is unrealistic because it does not consider parking requirements or market conditions. zz ECO's previous work demonstrates that for a large area (dozens of acres, lace a downtown) that has modest commercial parking requirements (3 spaces per 1000 feet of gross leasable area (GLA)), the highest FAR achievable without structured parking is about 0.75. With structured parking the calculations get ambiguous because one first has to decide whether the structured parking counts as part of the floor area. If it does not, then average FARs of about 1.5 to 2.0 might be achievable in areas where the GLA is supported by structured parking (assumes an average of three or four stories for buildings and parking structures). 23 This existing FAR was calculated by dividing the square footage of built space on commercially zoned tax lots on the Corridor by the total lot square footage of commercially zoned tax lots on the Corridor containing built space. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 25 0.50 FAR across the Corridor (the typical density of a smaller downtown, with one- or two -story buildings and on -site parking). Table 10. Potential square footage available on commercial tax Tots, in square feet of built space, Sprague/ Appleway Corridor, 2006 Vacant commercial All commercial tax lots built out to tax lots built out FAR to FAR FAR (sq ft) (sq ft) 0.20 695,000 5,856,000 0.25 869,000 7,321,000 0.50 1,738,000 14,666,000 Source: Calculated by ECO from GIS data provided by the City of Spokane Valley (2006), Spokane County assessor's data provided by the City of Spokane Valley from Metroscan (2006), vacancy data provided by Studio Cascade(2006), and use data provided by Freedman, Tung, & Bottomley Urban Design (2006). Notes: Numbers rounded to nearest thousand. Vacant Tots , include vacant and parking lots; all commercial tax Tots exclude open space, which is not assumed to be developable. Table 10 shows that building out vacant commercial tax lots to 0.25 FAR—a density common for suburban strip malls would increase commercial built space by nearly 0.9 million square feet. The Corridor currently has about 5.5 million square feet of commercial built space, so development vacant and parking lots at suburban strip mall densities would increase commercial space by approximately 16 %, to 6.4 million square feet. In addition, this table shows that building out all commercial tax lots (except for open space) to 0.25 FAR would create 7.3 million square feet of commercial built space, increasing the amount of commercial built space by 30 %. Currently, commercial zoning on the Corridor allows densities much higher than 0.25 FAR: densities of commercial zones B -1, B -2 and B -3 range from 1.25 to 1.8 FAR. Developing the entire Corridor to the lowest of these maximum allowable densities would create 37 million square feet of built space, almost 700% of current built space on the Corridor. Those are big numbers, and they apply to the entire Corridor. What would it look like to raise the FAR in only a section of the Corridor —that is, make one section of the Corridor more dense than . other sections? In particular, what kind of density might one expect to see in a new City Center? We applied a generic, flexible density factor to illustrate what kinds of space could be available in a new City Center. This generic factor could be applied to the acres or square footages of commercial zoned tax lots present in a given area to compare how different City Center sites could support higher density commercial spaces. Table 11 presents generic calculations of built space per acre of commercial tax lot at different FARs. 24 5.5 million square feet of built space on the Corridor calculated by ECONorthwest from data provided by Studio Cascade(2006) and use data provided by Freedman, Tung, & Bottomley Urban Design (2006). Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 26 Table 11. Generic examples of square feet of commercial built space per acre at different FARs commercial square feet per acre of commercial FAR tax lots Built to .20 FAR 8,700 Built to .25 FAR 10,900 Built to .35 FAR 15,200 Built to .5 FAR 21,800 Source: Calculated by ECO. Notes: Numbers rounded to nearest hundred. As an example of how the estimates in Table 11 can be used, consider that, based on our experience, (1) a reasonable size for a small town center with mostly commercial uses is 300,000 to 500,000 square feet of built space, and (2) an average FAR at build out for small town centers is between .30 to .50 (we use .35 for the sample calculation). Those assumptions yield an estimate of 0.9 to 1.5 million square feet of land in tax lots in a downtown center with this amount of built space. This translates into a 20 -30 acre downtown center excluding roads. Adding a 20% allowance for the area in roads, the approximate total size of the downtown center would be 25 -40 acres. If a downtown center in this size range were placed on the Corridor it would represent 3 % -6% of the commercial zoned tax lots on the Corridor. Implications for commercial development on the Corridor ECO's analysis of the supply of and demand for commercial space on the Corridor leads to the following conclusions: • Estimated demand for commercial space on the Corridor will average about 40,000 square feet per year for the next 20 years: demand for retail space will make up about 21,000 square feet annually, and demand for office space will make up about 19,000 square feet annually. • The existing supply of commercial space on the Corridor is about 5.5 million square feet. If the entire Corridor redeveloped to the density of a typical suburban strip mall, the supply of commercial space would increase to 7.3 million square feet. Redevelopment of the Corridor at this density would mean generating 365,000 square feet per year to the supply of commercial built space for the next 20 years. Current zoning allows much greater densities that would add millions of available square feet to this total. Figure 7 shows a comparison of the demand for retail and commercial space on the Corridor and the supply of commercial space under various development scenarios over a twenty -year period. Figure 7 shows (1) the projected demand for retail space on the Corridor, (2) the projected demand for all commercial space on the Corridor (including retail space), (3) the existing supply of commercial built space on the Corridor, (4) the amount of commercial built space available on the Corridor if all vacant lots and parking lots were redeveloped at 0.25 FAR —the typical density for a suburban strip mall —added to the existing commercial built space, (5) the amount 25 This calculation takes the 20 to 40 acres in the downtown center and divides this number by the approximately 673 acres in • commercial zoned tax lots on the Sprague /Appleway Corridor. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 27 of commercial built space available on the Corridor if all vacant lots, parking lots, and occupied lots were redeveloped at 0.25 FAR, and (6) the amount of commercial built space available on the Corridor if all vacant lots, parking lots, and occupied lots were redeveloped at 1.25 FAR, the lowest maximum allowable density in the existing commercial zones on the Corridor. Figure 7 shows that potential supply of commercial space greatly exceeds projected demand for commercial space on the Corridor. Redeveloping larger sections of the Corridor, or existing as well as vacant properties, would create much more commercial space than the Corridor will be likely to absorb. Figure 7. Supply of and demand for commercial space, Sprague/ Appleway Corridor, 2006 -2026. All Tots redeveloped at 1 25 FAR All lots redeveloped at 0.25 FAR Existing supply + vacant Tots and parking lots at 0.25 FAR Existing supply Projected demand for all commercial space Projected demand for retail space I , I 0 2 4 6 8 10 12 14 18 18 20 22 24 26 28 30 32 34 36 38 Million square feet of space Source: Calculated by ECONorthwest. As ECONorthwest concluded in the Sprague /Appleway Economic Analysis in 2004, maintainin, the entire Corridor as a viable retail area is probably not feasible from an economic perspective. Two types of public policy could encourage redevelopment of parts of the Corridor into commercially viable areas: • Concentrate development. A City Center model of redevelopment could focus the new commercial space into a smaller area of higher density commercial development. Because there is so much low- density space available for redevelopment, public policy will need to provide direction about where a downtown center could be located within the Corridor, and provide some type of incentives or public investment to encourage redevelopment of that specific area. Reducing retail entitlements on the Corridor could create places where other uses could have value. • Lower maximum densities. A reasonable range of average density for planning purposes should be greater than the current density (0.21 FAR) and less than the maximum that could be achieved without structured parking (0.75 FAR). It should 26 ECONorthwest, Sprague/ Appleway Economic Analysis, 2004, ii. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 28 probably be greater than what is typical in suburban shopping centers (0.25 FAR). Thus, • we think a reasonable target for an average commercially zoned tax lot for the downtown is in the range of 0.3 to 0.5 FAR, with the likely achievement at the lower end of this range. Note that this is an average: some individual develo might have higher FARs, especially if the City helps with structured parking. HOUSING DEVELOPMENT The type of housing units demanded is driven by price, income and wealth, and demographic characteristics (including population, household size, age distribution of household, marital status, and whether or not children are in the household). This section considers the demographic characteristics in Spokane Valley and local and national trends in housing to forecast demand for housing types in downtown Spokane Valley. Our objective with this analysis is not to develop a firm estimate for the amount of demand for housing in the Corridor, but rather to illustrate some of the larger trends that are influencing the market for housing in the Spokane area. Our analysis of commercial development concluded that there is no shortage of supply of commercial land. Thus, re- zoning some commercial properties to residential is a possibility. What we focus on in this section is answering this question: is there a demand for housing in the Corridor, and if so, for what type of housing? Both nationally and locally, changes in demographics and markets suggest increased demand for smaller housing units and greater convenience to access work, shopping, and recreational activities. The key trends include: • There is a long trend (50 years) in the U.S. and the Northwest of decreasing household size and increasing home size. There are good reasons to believe that those trends are going to change. • An aging population will create more "empty nest" and single - person households, increasing relative demand for smaller housing units and multi - family housing that do not require tenants to perform yard and building maintenance. • A larger share of non - traditional families — singles, single parents, and couples without children —will reduce relative demand for traditional single - family housing. Table 2 above shows that the number of people per household is decreasing for both Spokane Valley and Spokane, which is consistent with national trends. • Increased income inequality will increase relative demand at the high and low end of the market, increasing relative demand for large single - family housing and affordable multi- family units. Focus groups in Spokane Valley report a desire for more centrally located affordable housing, including multi - family housing. • Increasing real housing cost will force buyers to economize on land and built space, and increase demand for more affordable housing. 27 Ha city has a requirement for three on -site parking spaces per 1000 sq. ft. of GLA, then those spaces have to be provided somewhere unless the city changes the requirements. So, yes, if a developer puts a 3 -story building with a 10,000 sq. ft footprint on a single tax lot of 10,000 sq. ft., the FAR might be almost 3.0 (less, because of set -back requirements). But the parking requirements mean that the developer must also provide 90 on -site parking spaces somewhere; for surface parking that will require about 30,000 square feet. Thus, the average FAR of that development is 30,000 (built space) / 40,000 (land area) = 0.75. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 29 • If the population grows as forecasted and the residential land supply continues to decrease, the price of land will increase, reducing lot sizes for single- family development and increasing densities for all residential structure types. • Households must trade off the housing characteristics they want with the price they have to pay to get them. Higher - density housing will be more successful if it incorporates characteristics households look for in standard single - family homes, such as privacy, security, and storage. These are broad forces. They do not imply that all, or even most, members of the aging population will be moving from single - family to multifamily homes. Rather, they are reasons to expect the modest shifts from the historical rates of single- family housing development to slightly lower rates. ECONorthwest has reviewed of the literature that describe the demographic makeup of `smart growth' development. The dominant theme throughout the national smart- growth literature is that the primary market for denser, pedestrian- friendly housing is baby boomers, followed by young professionals without children. The literature focuses on analysis of demographic trends coupled with survey data to suggest that homebuyers aged 45 or older that prefer denser, pedestrian- friendly housing will make up almost one -third of total homeowner growth during the 2000 -10 period. Many of the articles report the importance of denser, pedestrian - friendly environments to those aged 45 and older. Few, however, identified the relative importance to residents of whether they were located in the downtown area of a large urban area, a smaller urban area, or a suburb that has been developed within smart- growth parameters. Focus groups in Spokane Valley reported a desire for more housing that meets the "live- work" concept, demonstrating the importance they place on denser, pedestrian - friendly environments. Nationwide, researchers have found that neo- traditional developments maintain their value better than do conventional developments. The New Urban News conducted a non - scientific survey of housing prices, and found that the best new urban communities achieve greater value as they mature in a way that conventional developments do not. One new - urbanist advocate has argued that, "if what you're selling in a development is privacy and exclusivity, then every new house is a degradation of the amenity. However, if what you sell is community, then every new house is an enhancement of the asset. " The housing market in Spokane County is just beginning to show some characteristics outlined above. Single - family housing prices are increasing, but the public still wants to own "a piece of the American dream." Together, these factors suggest to one analyst that Spokane County is beginning to "embrace the condo lifestyle. " Additional trends for Spokane County, particularly Spokane Valley: 28 Katz, Peter. 2002. "Individual Investors Can Profit from New Urbanism" in New Urban News. Volume 7, number 6. September. 29 Barcus, Randy. "Spokane Area Residential Construction Trends Multi - Family Rental Market and Condominiums," Avista Corp., May 2006. • Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 30 • Residential construction continues to increase in Spokane County. According to Spokane County residential building permit data, the growth in residential building permits has been an annual average of 4% since 1980. • Multifamily residential construction outpaces single- family construction. Since 1990, multifamily residential construction of structures with more than 3 units has grown faster (at a 7% average annual growth rate) than growth in residential building overall (5 %). Residential building permits grew at over 15% average annually since 2000, and duplex construction increased by 29 %. • Prices for single- family homes in Spokane are increasing. The price of housing in the Spokane metropolitan area has increased rapidly: since 1990, the median selling price of a single - family home increased 170% from $55,500 to $150,000 in 2005. Nearly half of that increase occurred between 2000 and 2005. • Apartments vacancy rates in Spokane County are declining. The overall apartment vacancy rate for Spokane County declined from 8.3% to 5.3% between 1998 and 2005. The apartment vacancy rate for Spokane Valley also has declined from 9.1% in 1998 to 6.4% in 2005. These trends are consistent with predictions based on long -run demographic shifts: that multifamily (or attached single - family) homes, with ownership, be increasingly attractive to some Spokane County residents. Residential building permits for Spokane Valley for 2005 support this conclusion. In 2005 the City of Spokane Valley issued 396 permits for 1- and 2 -unit dwellings, but issued 711 permits for structures with more than 3 units. We are not predicting a quick or radical shift in composition of housing demand. What we are saying is that demographics and housing cost are both moving in the direction of increased demand for slightly denser housing in urban setting. It does not take much of a shift to create a market. There were about 3,800 housing units built in 2005 in Spokane County, and about 30% of these were multifamily. If multifamily demand increases from 30% of total housing units to 40% of total housing units (adding an additional 400 multifamily dwelling units per year to the housing stock), and if just 10% of the total multifamily housing demand is for urban-type products, that is a demand for about 150 units per year. That is not a big number for all of Spokane County, but it is all urban demand, and would be going primarily to Spokane and secondarily to Spokane Valley. Outlook for housing in the Corridor Currently, the Sprague - Appleway Corridor is almost entirely a commercial area, with residential development occupying areas immediately north and south of the Corridor. Is there a demand for multifamily residential units in the Corridor itself? The market for urban-style residential products (e.g., townhouses and mid -rise stacked flats) is driven by demand for urban amenity and lifestyle. Urban housing opportunities are almost always connected to amenities such as retail, entertainment, or recreation opportunities. While the City of Spokane is beginning to offer such urban amenities, such as the retail areas and 3o Real Estate Research Committee, Residential Building Permits, Spokane County, The Real Estate Report: Regional Research on Spokane and Kootenai Counties, volume 30, number. 1, 2006. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 31 Centennial Trial connecting areas of Kendall Yards, the Corridor does not offer any similar attractions. Based on the increasing house prices, declining vacancy rates for apartments in Spokane County, and the continued desire for home ownership, we believe that there will be a growing market for multifamily development in mixed -use projects, especially condominiums, in Spokane County. Whether that type of residential development could occur in the Corridor depends on how the Corridor transforms itself. As it exists now, the Corridor offers no urban amenity. If it stays that • way, we would expect housing on the Corridor to be garden apartments (two- and three- story, woodframe, surface parking, isolated developments). If the number of desirable amenities, including retail and recreational opportunities, were to increase, other residential products might be possible. Stakeholders believed that creating neighborhood amenities would be critical to developing a market for mixed -use or condominium housing in the Corridor. Such amenities would include streetscape and traffic- calming improvements, parks, and restaurants. Stakeholders believed that a City Center would be more attractive than other locations on the Corridor, but a City Hall and Library were not attractive enough, by themselves, to draw residential projects. More amenities would be necessary. If various types of amenities developed in the Corridor, nearby lower - density residential neighborhoods could help to provide the density needed to support these projects. This expanded market could help to justify the costs of increased residential density in the Corridor. ECONorthwest interviewed realtors in Spokane about the value of retail and housing entitlements near the Corridor. 31 One -third of the lots in the Corridor study area is currently zoned residential. Generally residentially zoned land on the Corridor is not on busy streets or at signaled intersections. Realtors noted that the land values for primary parcels (those directly on busy streets or at signaled intersections) are between $8 and $25 per square foot (for both vacant and occupied sites). When looking at the Corridor as a whole, the lower bound of parcel values dropped to $6 per square foot. The range of prices per square foot on the Corridor is low relative to the price of commercial property elsewhere in Spokane Valley. The price range for single - family residential lots ranges from $5 to $7 dollars per square foot. Thus, lower price commercial land and buildings has the same approximate value as residential land. Multifamily residential redevelopment could be feasible on the lower - priced secondary parcels (sites on arterial streets and non - signaled intersections). Realtors noted that developers are willing to pay about $2.50 to $3.00 per square foot for land for multifamily development—less than the lower bound for commercial parcels on the Corridor. But realtors noted that there is opportunity for multifamily development if a seller is found who is willing to take the offer of $3.00 per square foot today versus an uncertain $6.00 per square foot at some point in the future. Secondary parcels on the Corridor are more likely to sell for the $2.50 to $3 per square foot range needed to make multifamily residential development projects pencil. In addition to price, realtors listed several important conditions for multifamily residential redevelopment to happen on the Corridor. Multifamily residential projects must be integrated 31 ECONorthwest interview with Scot Auble, Auble, Jolicouer & Gentry, September 28, 2006 and Grant Person, Tomlinson • Black Commercial Inc. September 29, 2006. Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 32 into the urban design of the area, which generally requires creating a master planned development. To create the opportunity for successful multifamily residential redevelopment on the Corridor the City needs to include provisions in its master planning for the area to ensure appropriate setbacks for multifamily development and congruent uses adjacent to the multifamily development creating a buffer for the development. Multifamily redevelopment is more feasible on the arterial streets near University Road between Sprague and Appleway and south of Appleway. Realtors noted that placing apartments in the middle of the block along arterials with commercial uses acting as "bookends" on Sprague and/or Appleway would be a potentially successful design for siting multifamily residential redevelopment on the Corridor. Siting a town center on the Corridor provides an opportunity to create both amenities that will draw multifamily residents and a master plan that will integrate these residents into a denser commercial center. Spokane County is likely to move slowly toward some higher -end, higher - density urban residential products, but they will be most attractive in either existing and denser urban areas (like in and around downtown Spokane) or on greenfield sites where developers have enough land to control and create a total lifestyle environment. Spokane Valley will certainly see multifamily development, but it is likely to be primarily of the garden- apartment variety. Getting any substantial concentration of urban-type housing products on the Corridor is not likely to happen unless the Corridor transforms itself from its strip - commercial development pattern. And that transformation is not likely to happen without public participation in the creation of urban amenity, and concentrated, rather than disperse, investment. All that points to the importance of creating a City Center as a catalyst for mixed -use, urban development that would include some housing if there is to be much chance of getting new housing products along the Corridor. The other significant housing opportunity in the Corridor is along the now vacant Appleway right -of -way. If this right -of -way were developed as a boulevard (trees, open space, pedestrian amenity, traffic calming) if would create opportunities for controlled, large -scale development that is now only possible at the urban fringe. APPENDIX: RETAIL SALES This Appendix provides detailed tables for taxable retail sales in the study area. Table A -1 shows the growth in the level of taxable retail sales in Spokane, Spokane County, and Washington between 1994 and 2005 (all dollars have been converted to 2005 dollars). Taxable retail sales grew by 55% in Spokane County over this period, compared to only 36% in Washington. For context, population grew by 10% in Spokane County and 17% in Washington over this same period. So, not only did taxable retail sales grow more rapidly in Spokane County than in Washington between 1994 and 2005, it did so while having a lower population growth • rate than the State. Table A -1 also shows that total taxable sales in the City of Spokane grew by only 2% during this same period. This relatively low growth rate reflects the maturation of new development in Spokane as the city has built out -new retail development is increasingly locating outside of the City of Spokane, causing the County to have a higher growth rate for taxable sales than the City. As a result, the City's share of total taxable retail sales in the County fell from 90% in 1994 to 60% in 2005. This declining share applied to all sectors, even the retail and service sectors in which Spokane has a relatively large concentration of businesses and sales. While Spokane is still the largest city and commercial center in the County, a substantial portion of commercial activity shifted away from Spokane as the County grew over the last decade. Table A -1. Taxable retail sales in Spokane, Spokane County, and Washington, 1994 -2005 (millions of 2005 dollars) City of Spokane Spokane County Washington Sector 1994 2005 Growth % 1994 2005 Growth % Growth % Agriculture, Forestry, & Hunting $0.7 $0.6 -$0.2 -21% $1.6 $2.4 $0.8 48% $21.2 23% Mining $0.4 $0.2 -$0.2 -42% $0.6 $0.8 $0.1 18% $43.7 85% Utilities $1.1 $0.9 -$0.2 -14% $1.1 $1.1 $0.0 -3% -$80.3 -51% Construction $389.0 $418.9 $30.0 8% $520.0 $786.2 $266.2 51% $7,284.8 65% Manufacturing $82.4 $68.0 -$14.4 -18% $93.3 $169.6 $76.3 82% $32.3 1% Wholesale Trade $417.4 $337.8 479.6 -19% $447.3 $482.8 $35.6 8% $600.6 8% Retail Trade $1,690.7 $1,690.2 40.5 0% $1,799.6 $2,992.8 $1,193.2 66% $12,614.6 38% Transportation & Warehousing $4.2 $6.4 $2.2 52% $6.0 $9.0 $3.1 52% $101.7 33% Information $141.0 $166.7 $25.7 18% $163.7 $222.8 $59.2 36% $1,145.5 33% Finance & Insurance $30.4 $48.5 $18.1 60% $31.8 $62.0 $30.2 95% $297.3 43% Real Estate, Rental & Leasing $62.3 $97.0 $34.7 56% $67.8 $133.3 $65.5 97% 4111.9 -4% Professional & Technical Services $55.8 $55.1 40.7 -1% $60.2 $79.4 $19.2 32% $531.0 43% Management of Companies $0.0 $0.0 $0.0 n/a $0.0 $0.0 $0.0 n/a $13.3 212% Admin Support & Waste Management $59.8 $62.8 $3.0 5% $66.4 $92.7 $26.3 40% $671.8 54% Educational Services $4.8 $7.0 $2.2 47% $10.1 $13.9 $3.8 37% $31.0 23% Health Care & Social Assistance $12.9 $14.3 $1.4 11% $13.4 $17.6 $4.3 32% $43.7 19% Arts, Entertainment, & Recreation $16.6 $18.3 $1.7 10% $18.2 $30.9 $12.7 70% $242.2 36% Accommodation & Food Services $307.5 $361.4 853.9 18% $328.5 $545.0 $216.4 66% $2,803.5 42% Other Services $114.9 $119.5 $4.6 4% $126.6 $190.4 $63.8 50% $568.4 22% Public Administration $7.7 $5.1 -$2.6 -33% $9.8 $5.7 -$4.0 -41% $18.3 64% Total $3,399.6 $3,478.8 $79.2 2% $3,766.0 $5,838.5 $2,072.5 55% $26,872.7 36% Source: Washington Department of Revenue rttp:// dor.wa,gov /content/statistics/. 1994 dollars converted to 2005 dollars by ECONorthwest using the chain -type price index for the Personal Consumption Expenditures component of Gross Domestic Product, as reported by the Bureau of Economic Analysis. Data summarized by sector and growth rates calculated by ECONorthwest. Table A -2 shows the level of taxable retail sales in Spokane Valley in 2005, with sales in Spokane County and Washington for context. Data for taxable retail sales over the 1994 -2002 period is not readily available for Spokane Valley because it was not incorporated as a city before 2003. Taxable retail sales in Spokane Valley accounted for 30% of total taxable retail sales in Spokane County in 2005, while Spokane Valley accounts for only 19% of the County's population. In addition, incomes are comparable in Spokane to the rest of the County. These Appendix: Economic development examples ECONorthwest 29 September 2006 Page 2 facts indicate that Spokane Valley attracts retail sales from population not living in Spokane Valley. The Retail Trade sector has the largest share of total taxable retail sales in Washington, Spokane County, and Spokane Valley. Table A -2 shows that Spokane Valley has a higher share of its sales from Retail Trade than Spokane County or Washington, 62% compared to 51% in Spokane County and 45% in Washington. Table A -2. Taxable retail sales in Spokane Valley, Spokane County, and Washington, 2005 (millions of dollars) Spokane Valley Spokane County Washington Spokane Valley Sector 2005 % 2005 % 2005 % °Ao of County Agriculture, Forestry, & Hunting 50.9 0% $2.4 0% $114.9 0% 40% Mining $0.2 0% $0.8 0% $95.0 0% 27% Utilities $0.1 0% $1.1 0% $77.1 0% 13% Construction $169.9 10% $786.2 13% $18,515.4 18% 22% Manufacturing $80.3 5% $169.6 3% $2,492.0 2% 47% Wholesale Trade $97.6 6% $482.8 8% 58,239.8 8% 20% Retail Trade $1,081.0 62% $2,992.8 51% $46,187.5 45% 36% Transportation & Warehousing $2.3 0% $9.0 0% $4095 0% 25% Information $31.7 2% $222.8 4% $4,627.8 5% 14% Finance & Insurance $9.1 1% $62.0 1% $989.0 1% 15% Real Estate, Rental & Leasing $22.5 1% $133.3 2% $2,653.6 3% 17% Professional & Technical Services $17.1 1% $79.4 1% $1,757.6 2% 22% Management of Companies $0.0 0% $0.0 0% $19.6 0% 0% Admin Support & Waste Management $15.8 1% $92.7 2% $1,917.8 2% 17% Educational Services $0.3 0% $13.9 0% $164.0 0% 2% Health Care & Social Assistance $2.6 0% $17.6 0% $277.1 0% 15% Arts, Entertainment, & Recreation $8.4 0% $30.9 1% $914.8 1% 27% Accommodation & Food Services $139.4 8% $545.0 9% $9,520.3 9% 26% Other Services 552.0 3% $190.4 3% $3,124.3 3% 27% Public Administration $0.1 0% 55.7 0% 546.8 0% 1% Total $1,731.5 100% $5,838.5 100% S102,143.9 100% 30% Source: Washington Department of Revenue http: i/ dor.wa.gov /content/statistics /. To reach conclusions about the level of retail activity in Spokane Valley relative to other urban areas, we examined taxable retail sales per capita in Spokane Valley. Per capita taxable retail sales is higher in Spokane Valley than in Spokane, Spokane County, and Washington state, but incomes are not. Average income in Spokane Valley is lower than in Washington state, but per capita retail sales are significantly greater. Table A -3 shows that the level of taxable retail sales in Retail Trade is roughly 50% higher in Spokane Valley than in Spokane or Washington. This indicates that Spokane Valley attracts a disproportionate share of retail expenditures for its population. Examination of taxable retail sales data by industry shows that about half of the increased sales per capita in Spokane Valley is from the sales of Motor Vehicles and Parts - primarily the dealers on Auto Row. Spokane Valley also has relatively high level of sales per capita in Building Materials and General Merchandise. Outside of Retail Trade, taxable sales per capita in Spokane Valley are lower than the state average for the Information, Real Estate, Professional & Technical Services, and Administrative Support & Waste Management sectors. Comparable levels in Spokane are higher than or at the state average. This suggests that Spokane Valley is getting less than it's share of businesses in Appendix: Economic development examples ECONorthwest 29 September 2006 Page 3 the services sector. Many firms in these sectors occupy offices rather than retail commercial structures. Spokane Valley does have a higher level of taxable retail sales per capita than Washington in the Accommodations & Food Services sector, but not as high as the level in Spokane. Here again this suggests that Spokane Valley is getting less than its share of this business activity. The relative level of taxable retail sales per capita indicates how businesses see the relative advantages and disadvantages for business activity in Spokane Valley. In short, Spokane Valley appears well suited for businesses in automobile sales, building materials, general merchandise, and related industries, and less well suited for commercial offices, hotels, and restaurants. Table A -3. Taxable retail sales per capita in Spokane Valley, Spokane, and Washington, 2005 Taxable Retail Sales per Capita Relative to State Spokane Spokane Sector / Industry Valley Spokane Washington Valley Spokane Retail Trade 512,720 58,510 57,380 $5,340 51,130 Motor Vehicle and Parts Dealers $4,180 $1,590 51,930 $2,250 -$340 Furniture and Home Furnishings $300 $500 $330 -$30 $170 Electronics and Appliances 5290 5630 $420 -$130 $210 Building Materials $1,900 5740 5790 $1,110 -550 Food and Beverages 5350 $610 $470 -5120 $140 Health and Personal Care 5320 5300 $190 5130 $110 Gasoline Stations S280 $170 5200 580 -530 Clothing and Clothing Accessories S710 5800 5500 5210 5300 Sporting Goods, Hobby. Book, and Music 5630 $490 $290 5340 5200 General Merchandise 52,960 51,680 51,420 51,540 5260 Miscellaneous Retailers 5660 5760 5620 $40 5140 Nonstore Retailers 5130 5230 5220 -590 510 Information S370 S840 5740 -5370 5100 Real Estate S260 $490 S420 -$160 $70 Professional & Technical Services 5200 $280 $280 -$80 50 Admin Support & Waste Management $190 $320 5310 4120 510 Accommodation & Food Services $1,640 51,820 51,520 $120 5300 Other Services 5610 5600 $500 5110 $100 Source: Taxable retail sales from the Washington Department of Revenue. Taxable retail sales per capita calculated by ECONorthwest.