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Ordinance 09-012 Adopting Sprague/Appleway Corridor Plan CITY OF SPOKANE VALLEY SPOKANE COUNTY,WASHINGTON ORDINANCE NO.09-012 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY, WASHINGTON, ADOPTING THE SPOKANE VALLEY SPRAGUE APPLEWAY CORRIDOR SUBAREA PLAN, 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 Comp Plan Procedures,9-12-06 07-026 Adopting Comprehensive Plan Text and Map Amendments, 12-18-07 08-011 Amending Comp Plan Text and Map, 07-15-08 09-008 Amending Comp Plan Text and Map, 05-12-09; 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; and Whereas,the City of Spokane Valley began the planning process to develop the Spokane Valley Sprague Appleway Corridor Subarea Plan and amendment to the Comprehensive Plan Map in July of 2006; and Whereas,the City of Spokane Valley initiated a Planned Action Review under RCW 43.21C.031 (2) for a portion of the Spokane Valley Sprague and Appleway Corridors Subarea Plan, hereinafter "Subarea Plan"on June 10,2008; and Whereas, the Spokane Valley Sprague and Appleway Corridors Subarea-Plan and amendment to the Comprehensive Plan 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 Whereas,the Subarea Plan and proposed amendment to the Comprehensive Plan 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 Ordinance 09-012 Page 1 of 15 Whereas,the Planning Commission reviewed the proposed Subarea Plan and proposed amendment to the Comprehensive Plan 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 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 Map; and Whereas, the City Council held a first reading on this Ordinance on May 26, 2009, and allowed additional public comment; and Whereas, the City Council held a second reading on this Ordinance on June 16, 2009, and allowed additional public comment;and Whereas, public participation and notice for the adoption of the Subarea Plan and amendment to the Comprehensive Plan 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 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 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 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. 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. Ordinance 09-012 Page 2 of 15 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; 5. 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. 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 Ordinance 09-012 Page 3 of 15 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 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 Ordinance 09-012 Page 4 of 15 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 security of higher density living. There is a mutually supportive relationship between higher density residential uses and commercial and retail activities. The presence of housing the core area also activates the streets in the city center, day and night. 4. Concentrating growth in a specific area a•mism IOW also supports • I . investment in public infrastructure !4 including the `¢ regional HCT system. Existing low p density development `' - • does not generate - sufcient levels of demand to optimize F the return on investment in transit. Promoting higher density uses within walking distance of transit facilities will improve the viability of this significant infrastructure investment. Moreover, concentrating the Ordinance 09-012 Page 5 of 15 highest density of development in the City Center, where a significant number of jobs and _ _ _ r _,'.; _ � I residences will be within walking distance of a transit irk. :' "�, tg u station, helps reduce the • = ` dependency on the ' automobile and improves as min 11111111 1 =-1 pedestrian mobility. The City Center emphasizes • - • pedestrian, bicycle, and --__ `"" transit mobility but will not :5- be unfriendly to the use of :1 cA►,or,..a automobiles. 5. The City Center area will also be the central gathering place for the community—a place where the iw'hole 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 sizes 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 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 Ordinance 09-012 Page 6 of 15 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; • 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; Ordinance 09-012 Page 7 of 15 • Encouragement of high quality development through the appropriate use of planned unit developments; and • Consideration for public art. f. 2.7.1 Aesthetic Corridors 1. Aesthetic corridors are intended to protect the visual appeal of Spokane Valley along major transportation routes entering and exiting the city. Aesthetic corridors provide special design standards for aesthetics along major transportation routes to help create a quality image of Spokane Valley. 2. Another component of aesthetic corridors is the "gateways" into the city. There are several entrances into the City of Spokane Valley along major transportation corridors, including Sprague Avenue, Trent Avenue, State Route 27 and a number of interchanges on Interstate 90. Design elements and landscaping treatments should denote a sense of arrival into the City, a neighborhood or special area such as the city center. g. 2.9 The Land Use/Transportation Connection 2.9.1 Street Connectivity - Street design can have a significant impact on community development. It is important that neighborhoods be connected is such a manner that cars, bicycles and pedestrians can pass with ease from one neighborhood to an adjacent neighborhood via collectors and arterials. Such a pattern promotes a sense of community. All new developments should give special consideration to emergency access routes. h. 2.11 Goals and Policies COMMERCIAL Goal LUG-3 Transform various commercial business areas into vital, attractive, easily accessible mixed use areas that appeal to investors, consumers and residents and enhance the community image and economic vitality. Policies LUP-3.1 Encourage transformation of Sprague Avenue Regional/ Community Commercial corridor into a quality mixed-use retail area. Retail development along the corridor, exclusive of the City Center, should be concentrated at arterial intersections and designed to integrate auto, pedestrian, and transit circulation. Integration of public amenities and open space into retail and office development should also be encouraged. LUP-3.2 Encourage large bulk retailers to locate in the designated Regional Commercial nodes around arterial intersections. Goal LUG-5 Ident appropriate locations for the Auto Row Overlay designation. Policies 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. Ordinance 09-012 Page 8 of 15 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 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. Ordinance 09-012 Page 9 of 15 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. Urban Design and Form Goals&Policies Goals LUG-14 Improve the appearance and function of the built environment. Ordinance 09-012 Page 10 of 15 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. ,2 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. 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. Ordinance 09-012 Page 11 of 15 { Policies NP-3.1 Establish regulations and identify potential incentives that encourage multi-use areas that integrate a broad range of appropriate and compatible land use activities, and encourage the development and redevelopment of land in conformance with the SVCP. NP-3.3 Encourage commercial development that is designed and scaled in a manner that is compatible with surrounding neighborhoods. 6. The City of Spokane Valley has provided notice and engaged in a public process to ensure citizen participation pursuant to RCW 36.70A.035, RCW 36.70A.130 and RCW 36.70A.140. The specific public meetings are set forth below. The notice provided and meetings identified constitute early and continuous public participation in the development and adoption of the Subarea Plan and amendment to the Comprehensive Plan 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 10/11/2006 Valley Business Fire District#1 Plan overview by the Mayor Association Admin Office 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 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 Ordinance 09-012 Page 12 of 15 I MEETING TYPE(i.e. DATE city council,planning LOCATION TOPIC commission,etc) 3/6/2007 Chamber Luncheon Percy's Café 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 2/27/2008 Planning Commission Council Chambers Review of the Subarea plan in preparation for Study Session Public Hearing 3/13/2008 Planning commission Council Chambers Public Hearing Public Hearing 3/20/2008 Planning Commission Council Chambers Con't Public Hearing Public Hearing 3/27/2008 Planning Commission Council Chambers Deliberations 4/10/2008 Planning Commission Council Chambers Deliberations 4/17/2008 Planning Commission Council Chambers Deliberations 4/24/2008 Planning Commission Council Chambers Deliberations 5/1/2008 Planning Commission Council Chambers Deliberations 5/22/2008 Planning Commission Council Chambers Deliberations 6/5/2008 Planning Commission Council Chambers Deliberations 6/12/2008 Planning Commission Council Chambers Deliberations 6/26/2008 Planning Commission Council Chambers Deliberations 7/29/2008 City Council Public CenterPlace Public Hearing Hearing 8/19/2008 City Council Public CenterPlace Public Hearing Hearing 8/26/2008 City Council Council Chambers Deliberations 9/2/2008 City Council Council Chambers Deliberations 9/9/2008 City Council Council Chambers Deliberations 9/23/2008 City Council Council Chambers Deliberations 9/30/2008 City Council Council Chambers Deliberations 10/21/2008 City Council Council Chambers Deliberations 10/28/2008 City Council Council Chambers Deliberations 12/2/2008 City Council Council Chambers Deliberations Ordinance 09-012 Page 13 of 15 MEETING TYPE(i.e. DATE city council,planning LOCATION TOPIC commission,etc) 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 Council 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 5/5/2009 City Council Council Chambers SARP Discussion 5/19/2009 City Council Council Chambers Deliberations 5/26/2009 City Council , Council Chambers Deliberations 7. The adoption of the Subarea Plan and amendment to the Comprehensive Plan Map have been provided to the Community Trade and Economic Development Department pursuant to RCW 36.70A.106 on January 23,2008. 8. 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. 9. 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. 10. As part of its review and deliberations, adoption of the Subarea Plan and amendment to the Comprehensive Plan Map, the City Council has reviewed the documents filed for record, which are on file with the City Clerk. 11. 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. 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 Ordinance 09-012 Page 14 of 15 All land use and PP development applications defined in SVMC 17.80.020 and SVMC 19.10.020 for P 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 16th day of June,2009. .0 ATTEST: - � Richard Munson M'or 4 ..0 , , _Christine Bainbridge,City Clerk Approved As To Form: 7.-;, p "-- ,,,,,,/ui Officf the City A ey Date of Publication: 9 / Effective Date: October 1,2009 Ordinance 09-012 Page 15 of 15 'i 11 t=,� '�� = Ji • its,, .«i If jai: _�A :T4 % ir'�,{ j AEI r ,. 4 !k9 ; = illp \ Ili ' ,:�;:r::..�. • r,.► �. _ aIll - , t� rt ,.: ! .fir. .' ., = ii, 1 if-� a MN"I' llti'' t''''''Ill `f"174-: '11,"" -7"� ., 1f_' yr� s� , ; itut ��a t�►i _ IIIII111111111 ;:_ :4 1 ii aly- ,:,:5-vf:k1 f..J. ; ,'14 ' i lje4.4. - t i - : - • ...) ,.....,.. .,..-,„4.1,„i..ift. •,,',,, Ar.:it • _. .ge lit :-. ay#1..,,� , I t i t a�� t : ® !w is ■. 1: 1 bi ��•`!114 _ i\r. il.� ► r i ... • . ,:„ _ , . tee...-. - � { � s loott_. 1 I Al*. 11111111- 2:11111 yin 1 1 � � mew 4 .,_ _,... t-N /,,. e• . ,,, t ..._ , .._ ____ 1_ ,. ii, ,„),,, , _ , .. „.„,,,:,, I • •ta r L------v - • . :T. . laha'IPS lici rt.=0,,,,........w - ita ., 1 1,,11,...t. , ...i , ,..„.„. ,., 4.: r. ...._ ‘:elf' ' F� A 4.4 ca,,,g el. Y off' :� ., __ t• -i III; 116 / _ fit - --.:19);''.- ''''.. ' 0'141 IT! :4.';'!'"1/- ,14.-.1=e: 4:!-::::: ...: 11,1 \ P:.:4 I: toilqi ,.„.., • 4,414,1,4,,, ..,1 3 . 1 ..:1 .. /,/V•. a ` era AL aka MA .cy.�' A ADOPTED JUNE 16,2009 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 TABLE OF CONTENTS INTRODUCTION 6 BOOK I: COMMUNITY INTENT 7 1.1.THE EVOLUTION OF THE SPRAGUE AVENUE CORRIDOR 7 1.2.INTENT 8 1.3.STARTING POINT:EXISTING CONDITIONS 9 1.4.THE ENVISIONED FUTURE CORRIDORS 9 1.5.CORRIDOR REVITALIZATION STRATEGY 23 BOOK II: DEVELOPMENT REGULATIONS 27 2.0.ORIENTATION 27 2.0.1.APPLICABILITY 27 2.0.2.HOW TO OBTAIN PROJECT APPROVAL 28 2.0.3.HOW TO USE THE DEVELOPMENT REGULATIONS 28 Figure 2.1 District Zone Map 30 2.1.DISTRICT ZONES REGULATIONS 31 1) How District Zones Apply To Propertied 31 2) How,to Rgyiew Distr ct.Zone's,Regulations 32 2.1.1 CFI Y CENTER DISTRICT ZONE LOCATION:CITY CENTER 32 2.1.1 City Center District Zone Development Regulations Matrix 36 2.1.2.NEIGHBORHOOD CENTER DISTRICT ZONE: 37 2.1.2 Neighborhood District Zone Development Regulations Matrix 38 2.1.3.MIXED-USE AVENUE DISTRICT ZONE: 39 2.1.3 Mixed-Use District Zone Development Regulations Matrix 40 2.1.4.COMMUNITY BOULEVARD DISTRICT ZONE: 41 2.1.4 Community Boulevard District Zone Development Regulations Matrix 42 2.1.5.GATEWAY COMMERCIAL AVENUE DISTRICT ZONE: 43 2.1.6.GATEWAY COMMERCIAL CENTER DISTRICT ZONE: 43 2.1.5.Gateway Commercial Avenue District Zone development regulations Matrix: 44 2.1.6.Gateway Commercial Center District Zone development regulations matrix: 45 2.2. SITE DEVELOPMENT REGULATIONS 46 2.2.1.BUILDING ORIENTATION 47 1) Required Building Orientation 47 2 eyront Street"and"Side.Street"Classificaitons 47 2.2.2.BUILDING USE 47 1), Retail 48 s City Cen Beta' ! 48 b Neighborhood Center Re Mixed Mixed Use Avenue goad 50 d Corner Store Retail w 50 e) Gateway Commercial Avenue Ret 51 f) Gateway Commercial Center Retail 51 2) Civic, Quas &Cultural 52 3) Office 52 4) Light Indus 53 S)I Lodging 53 6) Live-Won 53 7) Residential 53 8) Special Conditrons w e 54 2.2.3.BUILDING HEIGHT 54 2.2.4.RELATION TO SINGLE FAMILY HOMES 55 2.2.5.PUBLIC FRONTAGE IMPROVEMENTS 56 2.2.5.PUBLIC FRONTAGE IMPROVEMENTS 57 Table of Contents Page 2 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1) Definition 57 2) Sprague Avenu$ 57 3) Appleway Boulevati 63 2.2.6.PRIVATE FRONTAGE 64 1) Definition 64 2) Private Frontage Typ 65 3) Corner Parcels 65 4) Active Open Spaces 65 5) Edge Treatment 65 1) SHOPFRON 65 2) CORNER ENTR1 67 2) CORNER ENTRY 68 3) ARCADB 69 4) GRAND PORTICC3 69 5) FORECOURT 70 6) GRAND ENTRI? 70 7) COM, 0 LOBE .(1'!:u);y 71 8) STOO s 71 9) PORC.', 72 10 FRONT DOOR 72 11 PARKING STRUCTURE ENTRY 73 12) VEI IICLE DISPLAY:Option 1 73 13) VEHICLE DISPLAY:Option 2 74 14) Edge Treatment:FENCE 75 15 Edge Treatment:TERRAG - 75 16) Edge Treatment:FLUall 75 2.2.7.FRONT STREET SETBACK 76 2.2.8.SIDE STREET SETBACK 76 2.2.9.SIDE YARD SETBACK 77 2.2.10.REAR YARD SETBACK 77 2.2.11.ALLEY SETBACK 77 2.2.12.FRONTAGE COVERAGE 78 2.2.13.BUILD-TO-CORNER 78 2.2.14.MAXIMUM BUILDING LENGTH 79 2.3.STREET AND OPEN SPACE REGULATIONS 80 2.3.1.STREET STANDARDS 80 73 Street Provisions 80 Pre-located street map 82 2) Pre-located Street" 83 3) Maximum Block SizO 83 4) Street Configuration 83 5) Access Management Regulations for_Sprague ar{d Appleway, 83 6) Street Types 84 7) Alleys and PcIAM 89 2.3.2.OPEN SPACE STANDARDS 91 I Open Space Provision 91 2 Open Space Design 92 3 Landscaping 92 4) Lighting 93 Walls and Fences 93 Utility and Service Area Screening 93 2.3.3.STREET AND OPEN SPACE GUIDELINES 93 Public Spaces 93 2 Walls and Fences 93 3 Site Furnishings 95 4) Plant Mate_riall 95 5) Lighting 96 Table of Contents Page 3 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 6. )'�? ,f !,r/1r 97 2.4.PARKING REGULATIONS 98 2.4.1.PARKING TYPES 98 q 1 rfdc• ,•...,f 98 2 Parking Structure 99 2.4.2.PARKING STANDARDS 100 7, Provisio 100 2) Locat'o- 102 3) Acces 103 4) Parking Loll 103 S) Parking Structures,&Crifil 104 2.4.3.PARKING GUIDELINES 104 1) Access 104 2) Parking`E&!Structu 104 3j Sustainabity, 104 2.5.ARCHITECTURAL REGULATIONS 105 2.5.1.BUILDING MASSING AND COMPOSITION 106 106 2 Sidewall 106 • Rear W 106 1 Streetwall Height Massing Elemetil 107 2) Sidewall&Rear Wall Height Massing Elemen'j 107 3) Height Massing Element Guideline, 109 2.5.3.LENGTH MASSING&COMPOSITION 111 1) Streetwall Length Massin 111 2) Sidewall&Rear Wall Length Massing Increment 111 3) Lent rising Element Guidelimin 112 2.5.4.ARCHITECTURAL TURAL ELEMENTS 115 73 Pa 115 2 Roo 125 q Colo 128 Sustainability Guidelin 129 2.6.SIGNAGE REGULATIONS 130 2.6.1.GENERAL SIGNAGE REGULATIONS 130 i Definitions? 130 2) Standards 131 3) Guiciefipt 132 2.6 Sign Regulations Use Chart 134 2.6.2 SIGN TYPE REGULATIONS 135 1) Grand Projecting Sign 136 2) Marquee Sign 137 3) Wall Si 138 4) Roof Si ' 138 4) Roof Sign's 139 5) Monument Sign 139 5) Monument Si gri�s 140 6) Freestanding Signs 141 7) Blade Signs 142 8) Projecting Sign 143 9) Awning Face Signs 144 10) Awning Valance Sign 144 11) Awning Side Signs 145 �.2) Above Awning Si g> 145 13) Under Awning Sign., 146 Table of Contents Page 4 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 4 Canop =z a Si•ix 147 Above Canopy Si au 148 Under Canopy Si:4! 149 Recessed En Si.;: 150 Window Si 151 Time and Temperature Signs 152 2 Building Identification Canopy Fascia Signs 152 21 Building Identification Wall Signs 153 22 Building Identification Window Sim 154 Temporary Signs 154 BOOK III:CITY ACTIONS 155 3.1.THE CITY CENTER 155 3.1.1.CITY CENTER CIVIC FACILITIES 156 3.2.STREET NETWORK IMPROVEMENTS 156 3.2.1.STAGING THE STREET NETWORK IMPROVEMENTS 157 3.3.STREETSCAPE IMPROVEMENTS 158 3.3.STREETSCAPE SEGMENTS MAP 159 GLOSSARY 167 APPENDIX A:STARTING POINT 172 A.1.STARTING POINT. 172 A.2.TRANSPORTATION NETWORK 179 APPENDIX B:WORKSHOP SUMMARY 190 ACKNOWLEDGEMENTS 198 SPECIAL THANKS 199 SEPARATELY BOUND COMPENDIUM 199 APPENDIX C:TRANSPORTATION 199 APPENDIX D:POLICY 199 APPENDIX E:ECONOMICS 199 Table of Contents Page 5 of 199 INTRODUCTION i.1 PURPOSE This Subarea Plan is established in response to the community's desire to reverse the visual and economic decline of the Sprague and Appleway corridors, restore the beauty and vitality of these corridors,and instigate the creation of the City of Spokane Valley's first City Center. It presents the community's vision for the future of these corridors. It establishes the primary means of regulating land use and development within the Plan Area(see Fig.i.l. Plan Area). Finally, it describes the City actions and public investments that will support the corridors' revitalization and creation of the City Center. The Subarea Plan is intended to implement the broad policies established in the Spokane Valley Comprehensive Plan for a new City Center and the development/redevelopment of Sprague Avenue/Appleway Boulevard corridor into an area of quality commercial and mixed-use development. The regulations contained within the Subarea Plan replace land use and development regulations previously contained within the City Zoning Ordinance for this portion of the City. In the instance of conflicting regulations with other municipal planning documents containing policies for land use and development within the Plan Area, the Subarea Plan shall prevail. The Subarea Plan document does not replace or augment regulations pertaining to issues of building safety codes or other non-planning related codes. All applications for new construction, substantial modifications to existing buildings, and for changes in land use, shall be reviewed for conformance with the policies contained in the Subarea Plan. Z. A 1. UTHORITY This Subarea Plan is adopted under the authority of RCW Section 36.70A.080 of the Washington State Growth Management Act, which establishes Subarea Plans that are consistent with Comprehensive Plans as an authorized mechanism for regulating Iand use and development in the City. 1.3 PLAN AREA The Plan Area refers to all private and public properties that come under the purview of the Subarea Plan as indicated in the Subarea Plan Area Map (see Fig.i.l), and consists of approximately 1000 acres of properties lining along and located in between the Sprague Avenue and the Appleway Boulevard rights-of-way, extending west from Interstate 90 to Conklin Road. The Plan Area generally lies between E. Main Ave./E. Riverside Ave.to the north and E.4th Ave.to the south. In some locations,the Plan Area extends as far north as E. Valleyway Ave. West of N. Argonne and Mullan Rds., the Plan Area is geographically bounded by the Union Pacific Railroad right-of-way to the north and Dishman Hills to the south. The entire Subarea Plan Area falls within the [Sprague & Appleway Subarea] of the Spokane Valley Comprehensive Plan. For a more precise record of the exact location of the Plan Area,refer to the Fig.i.l Subarea Plan Area map. 1.4 DOCUMENT ORGANIZATION The Subarea Plan is organized into three sections,or"books,"as follows: Book I: Community Intent describes the envisioned physical outcomes that the Subarea Plan is intended to instigate and the primary means by which the community intends to make those outcomes happen. It describes the primary goals, the envisioned form that the future district will take, and the strategy to achieve those intended results. Book II: Development Regulations describes the primary means of directing land use and development on privately owned properties located within the Plan Area. Book III: City Actions describes the investments and City resources that the community intends to utilize in order to complement private investments and to achieve the objectives of the Subarea Plan. Introduction Page 6 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 BOOK 1: COMMUNITY INTENT This Subarea Plan establishes a planning and design framework to restore the vitality, functionality, and beauty of the Sprague and Appleway Corridors in accordance with the forces of the free market and the community's vision for its central spine. This first Book of the Subarea Plan sets forth what the community aspires to achieve and describes the physical outcomes that the Plan is intended to orchestrate as new investment creates change. This section also outlines the means by which the community intends to support and promote the realization of the vision of the future Sprague-Appleway Corridor. Finally, Book I is intended to provide guidance for actions not specifically covered by the development regulations or City actions m the subsequent sections of this Subarea Plan. 1.1. THE EVOLUTION OF THE SPRAGUE AVENUE CORRIDOR Sprague Avenue has been the region's primary east-west transportation and commercial corridor for over a century. By 1908 there was already a rail line along the roadway connecting Downtown Spokane with Liberty Lake and Coeur d'Alene, Idaho. The right-of-way was a segment of US Route 10, initially an unpaved pathway that may have extended from Seattle to Minneapolis by the end of the 1920s. At least one very large celebration was held locally in honor of its paving in the 1930s. During World War II Sprague Avenue (then called Appleway) was a segment of the sole connecting corridor between the Spokane region and the Pacific Northwest. When the explosion of post-war suburban development began all over the nation in the 1950's, Sprague Avenue became the central transportation and commercial arterial connecting the region's growing suburban communities with the City of Spokane. It was lined with shops,restaurants and tourist motels. At the center of what is now Spokane Valley,the first mall was constructed at University Village, anchoring what was then the central commercial spine serving the growing suburban communities of metropolitan Spokane. The shift of some commuter traffic away from Sprague Avenue began with the construction of Interstate 90 in the early 1960s. But the corridor remained the primary suburban commercial destination, as evidenced by the easy absorption of the land freed up along the northern frontage when the railroad right-of-way was relinquished in the mid-1970s. As part of that controversial relinquishment process, Sprague Avenue was widened from four to seven lanes, which resulted in faster automobile traffic and reduced pedestrian comfort. But commercial strip development patterns were dominant nationwide, and property values were probably at their most stable for commercial development along the corridor up through the 1970s. (This development pattern was severely exacerbated by accelerated depreciation income tax which created a tremendous indirect government subsidy for low cost construction along suburban commercial arterials resulting in the overbuilding of low value commercial structures all out of proportion with real market demand—a primary cause of the severity of today's disinvestment.) The disinvestment along segments of Sprague Avenue that is currently so visible has its earliest roots in the nationwide trend of the shopping industry away from pure "strip' or"ribbon" development in favor of increasingly large anchored shopping centers located at major crossroads. In the 1980s and 90s, newer shopping centers anchored by increasingly large supermarkets and general merchandisers were opened primarily on or near strategic corner locations, draining investment away from the smaller properties in between. But by far the greatest shock to the business community along Sprague Avenue was the construction of the Spokane Valley Mall at the I-90 interchange in 1997, and the ongoing gravitation of new and larger retail anchors and shops of all kinds to that new regional shopping destination. So the double-punch of the shift of traffic to grade-separated interstates and the corresponding development of the freeway interchanges corresponds with the accelerating concentration of retail investment in larger agglomerations at major crossroads of freeways and primary arterial intersections. This tectonic shift of customers and investment patterns has drained customers and investment away from the properties located in between those crossroads along the older suburban highway, resulting in a vast curtailment of property reinvestment and today's preponderance of under-maintained structures and low rent-paying ventures on what are now disadvantageously located properties. The resulting disinvestment and shabby visual character is the direct cause of this study and the reason that the leaders of the new City of Spokane Valley have established this Plan to re-center the community along its central spine, dramatically upgrade the thoroughfare, and reposition corridor properties to capture value in the contemporary marketplace. Book I—Community Intent Page 7 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1.2. INTENT It is the intention of the Spokane Valley community and the purpose of this Plan to intervene in the evolution of this Corridor,to stem the forces of disinvestment and put in place a framework to restore the primacy,vitality and beauty of this,the City's central spine. More specifically, it is the community's intention to: 1) Transform the visual character of Sprague Avenue. Create a planning framework that instigates the delivery of attractive buildings, site improvements and signage, and begin the implementation of streetscape improvements that will make Sprague Avenue the most attractive wide road in the region. 2) Re-position disinvested corridor properties to capture value in the contemporary marketplace. The market and financial conditions that supported commercial strip development are no longer in place. Establish a plan framework founded on updated market fundamentals. More specifically, support existing properties that have managed to remain valuable, most of which are located on large sites at prominent crossroad locations, while establishing a planning framework to re-position disinvested corridor properties along Sprague Avenue and Appleway Boulevard. Also, establish a planning framework to position new corridor properties along planned new portions of Appleway Boulevard to capture value in the contemporary marketplace. 3) Instigate the construction of the first City Center for the new City of Spokane Valley. Spokane Valley was incorporated in 2003, and does not contain an existing or historic downtown district. The Spokane Valley community intends to see to it that a new City Center is constructed. A City Center is defined, in this context to mean a compact and synergistic cluster of activity-generating shops, services and eateries sharing a walkable-scaled district core with civic buildings, urban style homes and workplaces, all organized around public space and pedestrian-oriented street environments. 4) Increase the vehicular capacity of the Sprague-Appleway transportation corridor. The Sprague-Appleway Corridor does not currently have sufficient capacity to meet the needs of planned future city&regional growth. Increase the vehicular capacity of the Sprague-Appleway Corridor to meet the needs of the vision for the revitalized corridor,city growth and regional commute traffic. 5) Substantially enhance the development potential and value of the properties currently lining the undeveloped Appleway right-of-way. 6) Support the continued growth and success of Auto Row as the region's premier destination for Auto Sales. 7) Balance mobility and access,vehicular and pedestrian functionality along the Corridor. Coordinate public and private investments to insure that sufficient vehicular capacity is provided along with sufficient accessibility for corridor-fronting development,and that the needs of the automobile are met within a context of pedestrian comfort. Define a framework for the implementation of street improvements geared to the requirements of enfronting development for each segment of the Corridor. 8) Incorporate transit planning into the vision for the Corridor. Establish a planning framework in which envisioned private development,planned public street improvements, and future regional transit infrastructure are integrated and mutually supporting. 9) Create a framework for sustainable development. Incorporate principles and guidelines for sustainable development to guide decision-making so that future actions further the City's dedication to meeting the needs of the present without compromising the ability of future generations to meet their own needs, and to preserving the natural environment that the community values highly. Book I—Community Intent Page 8 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 10) Establish a planning framework that builds on and reflects the unique character of the City and Region. Establish a clear framework to guide the design of new and renovated buildings, landscaping and signage so that every built piece contributes to the expression of the distinctive character of Spokane Valley and of the unique architectural and landscape heritage of the Spokane Metropolitan region. 1.3. STARTING POINT: EXISTING CONDITIONS The condition of the Corridor at the inception of this Subarea Plan is detailed in Appendix A. Ultimately, the implementation of the planning framework contained herein will result in sufficient modification of these conditions as to make this Plan obsolete. At that point, a newly updated Corridors Subarea Plan will need to be prepared to engage the problems and opportunities presented by the modified existing conditions. As change occurs, the community intends to measure those changes against the existing conditions recorded herein to monitor the Plan's success and the degree to which it remains sufficiently current. 1.4. THE ENVISIONED FUTURE CORRIDORS FIG. I . I .URBAN DESIGN CONCEPT: PATTERN OP CENTERS AND SEGMENTS City Center- Mixed Use Neighborhood f Y Centers: S. Gateway Commercial Neighborhood: g! Avenue: — ��`.`��A��vsenue=� �y�,L�S $ i r , 4k'; 1 f iik\_. _ Gateway 1-J ..�.{ r " ,1L.� L.., —� L__1 Residential Commercial City Boulevard: '• . - Goiters: Center-Core: The Sprague and Appleway Corridors are composed of one thousand,one hundred and eighteen individual privately held properties and over ten miles of public rights-of-way that are under the ownership and control of a variety of public agencies. The overarching purpose of the Subarea Plan is to orchestrate individual public and private investments to produce greater value than any separate project could ever achieve by providing a common purpose that all investors can rely upon,contribute to, and derive value from. This section describes the common purpose to which all investments shall be directed: the realization of a vision of the future that is sufficiently specific to provide a common purpose,yet loose enough to respond to opportunities and changes in the marketplace that will inevitably arise. From Commercial Strip to a Pattern of Centers and Segments: During the period of time in which development is guided by this Subarea Plan, the Sprague Avenue Corridor will begin its transformation from commercial strip to a pattern of Centers and Segments (see Figure 1.1). Whereas the commercial strip is undifferentiated—a linear pattern of exclusively commercial buildings,typically one-story(with very few notable exceptions), surface parking lots, and pole signs, — the future corridor will be increasingly characterized by emerging structural differentiation: there will be clusters of shops, activity, mix, and intensity - Centers, and there will be longer linear portions distinguished by cohesive building types,frontage landscaping,and dominant uses — Segments. Whereas the commercial strip caters to a narrow segment of market demand (the demand for commercial goods and services), the emerging Centers and Segments will have differentiated market focus. Neighborhood Centers will specialize in serving the needs of neighborhoods within a short drive; the City Center will offer community services as well as commercial goods and services that cater to the entire City in a lively pedestrian friendly environment;Appleway Boulevard will ultimately be lined primarily with large residential buildings facing a landscaped boulevard; the Gateway Commercial Segment of Sprague Avenue will continue to enhance its position as a regional Auto Row, and the Mixed Use Avenue Segments of Sprague will focus on a synergistic mix of workplace,commercial and high density residential uses. The implementation of this Subarea Plan is intended to begin this transformation from the linear commercial strip that has fallen out of favor with market trends to a pattern of centers, boulevard and avenue segments more in keeping with contemporary consumer and investor preferences. The particular characteristics envisioned for each of the Centers and Segments that will characterize the revitalized Corridors are as follows: Book I—Community Intent Page 9 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1) The City Center What is now the new City of Spokane Valley was long a collection of undifferentiated suburban developments anchored by their relationship to the urban center of downtown Spokane and to recognizable features of the beautiful natural terrain of the Spokane Valley. It is the dream and intention of this community to complete the formation of their City by establishing its Center. The City Center will provide the community with its symbolic, social, and geographic heart. The City Center will be,more than anywhere else in Spokane Valley, the place that tells you where you are,that you are in much more than a City defined only by legal jurisdictional boundaries. The City Center will provide the community with the center of its civic and social life. Citizens will be drawn to their center by shops, cafes, restaurants, community services, and by the offering of comfortable public streets and plaza spaces to linger in when the weather is fine. And the busy streets and public places will be presided over by the first City Hall built to house the government of the new City. The new City Center will be the antithesis of the linear strip: development in the City Center will not sprawl outward, low to the ground, it will be compact and clustered; it will not be only one type of land use, but a mixture of uses and destinations —retail, entertainment, civic, residential, and ultimately places of work and lodging will be found there. The shopping core will center on a main street with curbside parking and slow moving traffic reminiscent of historic downtown districts, but featuring contemporary businesses and accommodating the parking and services that they require. The Civic Center will preside over the City's main outdoor gathering space and its vista will be the iconic image that stands for Spokane Valley. The City Center will be built in the vicinity of the region's first shopping mall — a prominent location for successful retail anchors lying at a major community crossroads and close to the precise geographic center of the City. Its main entrance and its most visible frontage will occupy the very central point along Sprague Avenue,the City and region's primary arterial. The Sprague Avenue frontage will provide the new district with the unmistakable identity of the City's most urban and lively district,offering a hint to passing travelers of what is available inside the district(Fig.1.9.). People living in the City Center will be those who value convenience,enjoy being"where the action is"and like to walk. The City Center will provide businesses with a prominent address while offering workers and customers nearby places to lunch, shop, see and be seen. More than anything else, the district will attract people with its lively pedestrian activity and comfortable environment for walking and lingering, featuring a generous assortment of sitting places, warmly lit sidewalks and attractive window displays. Walking and bicycling will be made easy by the district's mixture of uses, concentrated development pattern, and its fine- grained network of streets shared by vehicles and pedestrians alike (Fig.1.2.). Along these streets, offices, housing, and lodging will easily mix in attractive buildings built right up to the sidewalk, forming a consistent "street wall"that creates the feeling of an outdoor living room(Fig.1.3.). Book I—Community Intent Page 10 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 i 4• •' - 1.. � �� 0.s}r ,� �• i 7 if 4 It ...„,6 - ' i.' 't' •• • _ .,4. . , -. . ....*4— — ,T,11,-,..--..111,,, It "c'111. $11 c.: : -4, . - -15-4111. fr. C•I .1 ,.. ! • r; t .. O _-•• 5 1 5. ? N ttttrit 7 7 7 :f. ...: .:. i- . tt *PP.--, . ....-. . , , i & -: 1111P1116 I . . • pi. • � + �; �� y . t tq t * i ■ 11•}i•; � # Et s�:• Ft ♦w 4 t t j., ,i . _ '*►'► h t j i t t MUM 5101' t . .. i * :w.t �1 tM M<M* took,„,,_-aim" 74 ii,M1111: -- ....-.. -iir ,, I -I -' = it- rte., : mitelpositit 1 1 ' i - -- s '''' - ' . . i cci . . • . g .' - i 1 * I: it 440 4414'40 Fig.1.2.An example of a City Center district featuring a fine grained network of streets and blocks .. .‘ .1 i , 1 � ;--isillrge- l*1 .,' r .I . / � . is t r �1 ) . iiiii,f, , - ,..,-. . -.- 41C ,-,, -*, .. i ---- :' '-.. ‘ 4/.' •' et'%: i' 1 lirir, ;I''' -:i•'. -AA_ ' %XXV 1.; ..,,.. , tYk, ,, -,ii ., - ,. -:‘.\ ' ' \.,' 'il t 0,1,• ,9144 ,- .'..?- '--- .---:--,.- 4\IVP-',:; ..,,,' , _, ,, 'A lit 1...,..-,-,. '--,N.'....% 111.*Atirii, 'ik 1 • 7/4 , ....E....1 , .1,1 ,..•11 i ....;,:„.,:,_. .„,, Allikik ,. .f I 1:1..;:-.-...";SN, •"1 \ • , . - l' t i 1 Al.'4: ":-.',.,•'9 . 4' ' ';' '....1"''''a'''' '. '':a .' 1 f i.e. 1g''''...--'-;,\.1•``.001'-7•-•' _ ,:f.••,-; , .• Itil 'q•%li''...., '). ';lit4.1••f...':41't 4 i / .1 ';•• • •:":` ,- '-I ..*••••:•ttll'r--7•1 'ijitflis df.,- r■''' t bpi i�� ,'F,,,k„4�` `�■ % -i%. .= '��w.-∎ t `iriz •� �r.� {Z x ...r,-;:e,�. ' • I ♦r Yom . r M.� . •t.1l'A'N 110.0 i:11.t Wilt=17,-.7:----- AI,of; ,?-;.'i ri, ---..\, I •r ilL f --� sue 1. I 1?i t4.--_-:,."1,:s.-..4-.---: - i11►i1��,��i1�, j\� - � t _r i^-'-i i;$ - r'' .1_ ata,-_:�Ili/111,11111.1111111 �,"� !{• ! ! ` '11 �� • +,1•1- L) i;, . t �11 .i � iill. . 7" - „ ,All ; , . 11% ( ib ?s rs-- a 7r:,, 1="_ z.R. ■ ///%it.,iz.jam- - • /�. Fig.1.3. The shopping core will center on a main street with curbside parking and slow moving traffic reminiscent of historic downtown districts Book I—Community Intent Page 11 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 a) The City Center-Core Near term development activity will take advantage of the large areas of vacant and underutilized land around the University Rd. intersection to plant the seeds that will grow into City Center's entertainment, shopping, and dining core. Larger retail establishments will anchor new boutique retail, restaurants with outdoor dining, and entertainment uses in mixed use buildings featuring continuous ground floor shop fronts. Shop windows and doors will adorn buildings with a high level of finish and detail (Fig.1.4.). Above these shops, residents, workers, and visitors will enjoy the excitement and convenience of the entertainment environment below while the soft, yellow light coming from their windows will add to the atmosphere (Fig.1.5.). The narrow streets, lined with street trees and decorative furnishings, will offer convenient parking spaces at the curb,with more spaces tucked behind buildings in lots and structures. The backbone of the City Center Core will be a new "Main Street," featuring continuous ground level shops, cafes, and small restaurants built close to the sidewalk that enhance the street's appeal for walking (Fig.1.6.). New public open spaces will provide ample opportunity for people to gather, relax, and experience the hustle and bustle of City Center life (Fig.1.7.). Buildings such as a City Hall and Public Library — terminating prominent views and presiding over civic spaces - will add to the long list of amenities that the Spokane Valley community will enjoy far into the future (Fig.1.8.). Landmark features will celebrate the City Center and make the core highly visible and easy to reach from both Sprague Avenue and Appleway Boulevard(Fig.1.7.). •.,�. - . `•,.• `1„• ; OM _ ` . 4 I. -----,--... ,..•••• • : ' '.•• 0 I Ili I. A k "t .., II' g 00 . „iiiiirrtil — ,,, _ .--,.., ,, fit 111111 s 0 l r ;. , maim-11.614 ,.."iiir' . • r I t . j, 4., W' M ; _ , .. ok, pi 4.. r , ., 14' . .4,kia.t i,t.v-• '.. • : , 1.. t Aa. ..M Fes- ` + :A• • Fig.1.4. Ground floor shopfronts & sidewalk - ��;' activity 06. • .. tM '• -` ,. AI; i e 11-5; ,. tr-X,,r llti� 1 Fig.1.5 Mixed use buildings are the fundamental building blocks of the envisioned City Center. Book I—Community Intent Page 12 of 199 ' ! t • Sid ".. ":"‹.00\... ;:$$$ttgtg . ilk lb 'PO 4. • 4 • tt*Sitt-tte .., t____ ll ---. • • • • , ., i 3 _AE4•41.4t& .. eititt,44,it . et • . .itt. it •y .. . #� .. ` t`t.ti-#• - ,. � ,, �, *Ai 14 et gir itt.9r-, �' 1 ' • ! ' t' r_!' 9. it- t#tom. , 4.•.‘,-� 1111 i• ; ``T --- - ' 1 -It, tY, - $ - • • * - t e• s' -cli 1 -.4 r '1 n..: I.- - .. A .�y1. -s -• it r rya ,[ '3 :inllul P ii l� 11' •, ' 1 -- `. t . . - t ii: NIB . ___,__On tit . —IN, , Fig.1.6. An example of the type of City Center core envisioned by the community r__ -- `- __ _.....,:-* it " c1. i -∎•_ 1, .yam r_ -- :r,1,�.,riffs_. j �■�`«,. 1�...- :h-'''. .C'-. _ Vii- '.�7. t r.Y...-rte .� ;•.. �• ^} '/j. �,` ..�,-1 .'' \!•i/ ;/' \'\4\\■1,N e 1: , T ► t.;'.i.'S'ile_T. ' ".11 . ,),J. ,7- ,.i•lii .-:'z-z_::_:,.!--,-:-;"=--=--,. --1... --7-17--.'"re-,,.,...4.ii,:-.._-. ..:- E .-, . .. . , 'I ..,) - ;`--.=-V-.._-.,:.,,t . . ' Ar-0.3.1i,14.4;L„.........i I, ".!...., , .,., .,.. , . ,!.. ..,.: .. ..... L , - „„„! mie,„„, d *"- . -: Y.2... -fix -..1 ..n''' ' Fig 1.7. The civic center will preside over the City's main outdoor gathering space _ Fig 1.8. The new City Hall will provide the district with a memorable civic icon Book I—Community Intent Page 13 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) The City Center—Sprague Avenue The character of Sprague Avenue within the City Center will create a notably unique atmosphere that distinguishes this portion of Sprague Avenue as obviously different from other portions of the Corridor. Streetscape improvements will feature a unique parallel access lane on the south side of the street with slow moving traffic and amenities that buffer the sidewalk from the fast-moving center of Sprague. Pedestrians will be able to stroll, eat outdoors when the weather is nice, and window shop. This main street-like environment along Sprague will also create a comfortable pedestrian zone for upper stories of housing; lodging and/or offices that will help make the City Center successful. c) The City Center=Neighborhood The urban neighborhood surrounding and supporting the City Center will be a City neighborhood with a difference. The City's widest range of housing types,the greatest mixture of homes, offices,and lodging, will begin to concentrate within walking distance of the City Center Core's theaters, shops, restaurants, cafes, nightlife, and amenities. Building off of the existing STA Plaza and potential future transit lines along Appleway Boulevard, the residents of the City Center will be served by the City's most extensive concentration of transit facilities(Fig.1.10.). This neighborhood will consist of artfully designed buildings built closer to the sidewalk featuring grand scale entrances, facades with richly detailed windows and doorways, building forecourts, terraced urban gardens, front stoops, and bay windows. This variety of buildings and entrances will add interest and activity to the sidewalk(Fig.1,11,). • 't' ter. _' -'- i rr } Fit. �� • a Op. . 7a} 1 . . Ve i ''` . I • '- 1..° Y 1 A L- ._,e_ - ak, y mar• 'L $a 1 * +' a ••i l 1r IIYMI • - wE. x� * Safym Y `' v 1 i !.iId —r .-.r. — f r„. Fig 1.9 Streetscape Improvement along Sprague Avenue will feature a unique parallel Access lane. Book I—Community Intent Page 14 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 . , -J • ` C f 1°� !r 44- ' a.. t ,/i/N, %:‘%%%. ,f N,,,1 c---7 ' 2" ' ' - - . ' .- •' '. -' . 1 ,.1 it rit: I - !•- , i ' BUSES . $i• ,,- el';4'' .. I T - Fig 1.10. The existing STA Plaza: A foundation -� • ii• ' - for future transit facilities in the City Center . ... - t.:'.17,..P" I... 1 ,_ .7- ..:0, . ..._ , 4 c . iel 1 I \T '' ---^ .. ' v:• ,..� ,- I s- r 1. -■ 'ti �. • . . •. ,. j.. --,'. - .- ill ,• .r... ,: It, 1-let - ,7. ■ ,i i'l iiiit 4, . ,. liq I if . ., i .. . , . ,. . , •. : . i yi .. A „. . 0- I 2 '- . ".--'. 1 Fig 1.11. The City center neighborhood will feature a mixture of urban building types 2) Neighborhood Centers An even distribution of supermarkets and neighborhood serving convenience uses currently punctuate the corridor at major intersections along Sprague Avenue. As the corridor transitions, development in these neighborhood centers will introduce mixed-use buildings and line grocery anchors with shops that will be located closer to the sidewalk (Fig.1.12.). New mixed-use development in these locations will be larger scale with parking lots that are screened from nearby housing in order to ensure compatibility with adjacent development (Fig.l.13.). A combination of new infill development and streetscape improvements with wide sidewalks and on-street parking will provide nearby residents with a safe and convenient pedestrian environment (Fig.1.14.). In contrast to the unique, entertainment oriented City Center, Neighborhood Centers and their services will continue to be distributed throughout the Plan Area. These centers, with their close proximity to surrounding neighborhoods, will supply nearby residents with all their daily needs(Fig.1.15.). Book I—Community Intent Page 15 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 y. : Fig. 1.12 Neighborhood serving • --' .z''.•�i •� Retail close to the sidewalk 1‘1411P%.•-•--..- - •,:4,.,., ,,.... ."fr.--7•"-_t_...;;:--.4;--- :„•:','", ,-.117.7"'!•''''r: -' . -- ' . - `1 owl lilt-• . c ++: SJ~t r i I ,y s f • I fir` 90. - .► • t , - - • 7 a 4..1"'.. '".... , ' '''..., , : , IL .s Ns ' - : . l' .•44,‘ ,,,,, ______......___ _ ..... . ___________ . _, i.:14r• .• •,, , . \ L ,-..-- t- I_ - —4p : .- .. % . , ... . -.. , ,-. _ • . . .. ,„ • • , , .-. -4 ill.IP ; ! 1 I. , , 4 , . _.-,,,.:.k..--....'i7;t :9 II , i ai,- .. I, 5; ,. ri.4611 l' 1..Y il :Pli ' I l' I II I II . w it T � • v.- M� + ,`- --- 1 .;- r r ` .i4,c -..( • ..I "•—.. 0 '',„, . .i. i. si 41- 4 • il '.. . ii,K4 , ,�• -, :-y..... 'I..: .-- ,.., ,..---. v- ---.... ,•-,.- - ...- ..:.i,...-z-,;-,,•• v-... ... - _ ..,....,., ..,., :•_. - .., . .• __________,_ r _ - . , Fig 1.14. A pedestrian oriented neighborhood Fig 1.13. Neighborhood serving retail shopfronts center sidewalk environment in a mixed use building Neirhbcncccd Gty Loiters: Center: \• -..-,-mi-,-.,,-,.--r" Illaibr' '""-----111111111.11 ---:.4"---,__•••-....----,----ar- ,-_,,,:-. - --‘,-.7--1--allti --1 - --- -_---_-_-_-_41--:::_-.-_-_1 - --LT-, ___—__T'.----- --' -_ .--- i 4 -- + - - _ Fig 1.15. The envisioned pattern of centers along the corridor Book I—Community Intent Page 16 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 3) Sprague Avenue-Between the Centers a) Mixed Use Avenue Segments •, =-ti= In between centers,new investment will ~.''-,.,Y gradually replace older strip _ ;. commercial development along Sprague j Avenue. Step-by-step the corridor will _ •,- :-;;x; _:. .- - transform, moving toward an - --=�;'-- -�• • �- '�;. environment where new multi-family - - _ -E` - housing, will mix compatibly with ' ' ,4- -. '. .,41;.:,,....,,,,---- `` commercial, office, and lodging == `' J �' ;'' neighbors (Fig.1.16.-1.1 S.). This .+ --" - :. V! ?..i .• 3,•transformation will be supported by - ' - `. streetscape improvements. Sprague _ xx � -, ._ 2- tea; ve , -: V'-`^"" ,...i• Avenue will be narrowed and improved �� ,: to convert the existing fast, wide road .7-__ ,-• `" `. into a green, tree lined avenue that is - --- --- appropriate for large scale residential - r- - ""�� buildings(Fig.1.19.). Development will orient toward the street with design . detail that matches the scale of a wide road and a prominent Sprague Avenue address. The streetscape improvements ,1 . t will also allow pedestrians to enjoy - sidewalks buffered from moving traffic by street trees within planting strips, ! decorative boulevard-scale lights, and .1 landscaping. These features will ---,,-.-.-.77,,-r-.r- '•a i _M - - - t--- combine to project the community s =�' r i•_ •;'. desired image for these mixed-use ,• ,E F ' avenue segments. - , fi. `' ;y New investment on large properties -_011r" _ if : along Sprague Avenue will help_.._ . . f . _. ,...,_•..,,,...._,-,.. establish an expanded medium sized �°'"" block and street network in between Sprague Avenue and Appleway Boulevard. These new streets and t blocks will allow portions of deep . f'1 parcels that currently have limited - •- access to infill a mix of office and , • medium density housing that will create -• � ¢ a transition from Sprague's mixed use +��--"" 's; . 4. P •environment to the housing along ,/ qv r,. ;,� , '} - T 7 Appleway Boulevard and beyond 11f ; =1_.: ii - �/ ., _ it (Fig.1.20.). t ._ .: _.. ■ 1) 1 ui ;. _ ;: 11. W 1144.i 1 1.tit 11 , i4• 5 - Fig 1.16. Examples of compatible office,medium box commercial and residential buildings Book I—Community Intent Page 17 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 -Y.-.^-rti-ti v-Y•r"'V^=o�`- ~ ,I - - -, -- _,.♦ .. 1 T••;.' 1� _ e w t.. .-. ,. .._,...---, —_-`fit - T . ' 1p • • ■• ..i ...wee Ili; 12,. im .or alt 0 .- ..gig! sa . _._ , ''' ar. ■ • it 1 P js s 1:' -- •• 1 , - ••�-TT s f. -K. �f ,. .1. ♦:TT -Ts-,- '-•.,-iT•T, + -,4—. - .r' Vii: ar.a ��- '-'11r' 11-c• 4 4 • ' -' ' 4,-. .1.- ...: ,,--- ;....„-.....,H—' -- 1 i iinalrnm,Dec- ,,, 5121,Ratallaiww l't 1"itt r _ - .k - i r �g r ._—_v `,; --• i 1 R ,..g.‘", Fig 1.17. The envisioned mix of office, medium box commercial and housing along Sprague Parking ,-r', } t, Behind •e'" � F 1 j S•••� rr� -C 1N.l i - ' Z • 0 ,A4.. %', f'`' r• Residential Fig 1.18. A compatible mix of uses � ��=;�' 14Iediuln Box {{ r�LL ray: . '•: '.',,1 - i.� Commercial ../140-, _....-.':.:6"I'Pt- , - • .....,-,:- � •r ' k 'Zia.t Office - 0,,,,,„.„, r}• �.'- ' Frontage �, • ; "� Requirements t� •�'ti '�� t ...,0, r t• H � . it ti •. Ce gi't Office/ Housing Fig 1.19. Envisioned frontage !? improvements support Sprague Avenue's •� -_-:- ! -- transformation Book I-Community Intent Page 18 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 � � r1'Ii�J �� _ +mow► y , M NH M _ M M - : ; 1111 a • _ K • a ft 111 s J MEMO 1036101100 R yE w� _- I Fig 1.20.Envisioned development along Sprague transitions to new Appleway Boulevard housing b) Gateway Commercial Avenue The community intends to maintain the specialty segment between I-90 and the railroad overpass as the region's premier destination for automobile sales. The Gateway Commercial Avenue will be a"themed" stretch of Sprague Avenue, home to a busy cluster of vehicle dealers and supporting services (Fig.1.21.). In this District, Sprague Avenue will provide easy access and on-street parking to all dealers and other businesses in the district. A unique streetscape design with special treatments will include architectural vehicle display spaces that reinforce the district's generally auto oriented character. Sprague Avenue's new streetscape improvements, with modern boulevard-scale streetlights, will be complemented by well designed signs advertising the District's brands and services. Interspersed with the automobile dealers, compatible uses such as "medium box" commercial sales and services will line Sprague Avenue, taking advantage of the District's clear identity and proximity to I-90 (Fig.1.22.). Gateway features and coordinated signage will announce a revitalized Sprague Avenue and the new City Center to passing motorists on I-90. c) Gateway Commercial Centers At select intersections, the Gateway Commercial Avenue will be punctuated by clusters restaurants and/or entertainment. In these centers, destination uses will support district retailers by providing an opportunity for Gateway Commercial related entertainment and recreational gatherings. In these Centers, shopfronts with display windows and welcoming entrances will sit closer to the sidewalk than along the Gateway Avenue segments (Fig.1.23.). By taking advantage of the unique streetscape environment with on-street parking, landscaping, and Boulevard Scale streetlights, buildings will be able to be designed to help promote the pedestrian activity appropriate to the restaurant and entertainment uses within the centers. Book I—Community Intent Page 19 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 r . .��' � Vii+, s ._ .�.,w' j �•'1..../?':....v.,-' ---:-4.ic,i...;,.,:.101,-.:.„..1041..s' ,'.‘, ..,....' '.., ', k!'4.1. 7 t:'. :',....4:).".; '7::r%,N,.iij;,..i.:ii."‘;ti:;:„r 4.:'•....,... .-A-4,4, .,' .i.1 r."!'ll v.': itt- i-':- .V1 Illp. . ".•••••az,,...,.-44-,.:tie,se.„,,,f1,,,-..."$.'..-...f..,.I I, r' id j1 ,7�-ice' - .A.4.;i 'r . 6/*...-- * } �1 fi - '` f11;-+v1-1 a_ 11.:x;_ .4 i i . ,f )aF 1.' . _ ...NS k * t l'._ ,I.--MIL N: '•:elktga ;Km. , ;;,,,, 1,. Ti..c"'-"I - ..■=nd. maS - .- -'".*.:-1--' 40 y Fig 1.21. A"themed"auto sales cluster Fig 1.22. Envisioned development along the gateway commercial avenue ilk ' ...k • . _ ... ,. , .,...... .i., . .. 7.1"5,. „�:, Ir . [si416E ■ 1 , •' • � _� __ n _- - 1 �..sr fir vS; i • it: , :7"..r 11 dam. Book I—Community Intent Page 20 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 -- – — - • • '-�•�� ..-r. ice . - • ' ' ::: *ie. 400 .... .! •ry__ .-A 1,...-4,1 ...1 •i --- Orlf.lr,lei A , •-.1..-vi i . . !it ,___.„.,...,c, . , ...:. . - - ,. _ .. _ t.,, . 66 __ f r 1 ."'" .•-•-. •' n - , - i .__. �._ --- . ,- . airiceilt ••., • 4: IN Arai i��, r.•.•A.�•� Fig 1.23. Envisioned development within the gateway commercial centers Book I—Community Intent Page 21 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 4) Appleway—The Community Boulevard The undeveloped Appleway right-of-way provides an immense opportunity to improve the Sprague-Appleway , corridor and the City as a whole. Appleway Boulevard will be extended East of University Road, creating a lush, pedestrian friendly environment. This new "Grand Boulevard", with continuous planting strips along the sidewalk featuring street trees, decorative lighting,and pedestrian amenities will provide the perfect opportunity for previously undeveIopable deep parcels to build new grand scale housing and sensitively designed residentially compatible office buildings (Fig.1.24). This new housing corridor will help transition between Sprague Mixed Use Avenue development and the single family residential neighborhoods South of Appleway (Fig,1,25.). As it passes through the City Center, Appleway Boulevard will build upon the rest of the corridor's Grand Boulevard character with attached housing that takes on a more urban character along the City Center's tree lined streetscape. This housing will be complemented well by similarly-scaled office buildings in the City Center(Fig.1.2.). Down the Center of this Community Boulevard, a wide, landscaped central parkway median with large, leafy trees accommodates multi-use pathways for biking or strolling(Fig.l.26.). This prominent open space is also located to maintain the potential to accommodate a future transit line. The transit line will take advantage of the existing bus transit center to provide easy access to the City Center to Spokane valley residents, workers, and visitors, from throughout the City and the region while further increasing the development potential of Appleway as a mixed-office/residential boulevard. Vii•- e• ti l _. .� - Z i t . ,. t t 14 ' .---. .. It. 7.T_1 - • �, .. #}#ice:". •_ r — 11 i -:::.iiiiiii____:: A_ . ._ i .I - lUr e .. . ,... . :,•• wi-.11.! - Ili It.0--, i 1 3 ii L6. lid ii ,r,_„_, .... . __t. . =. , Wra. -.77. :.;5;.-...-;••••---'----,.— . Fig 1.24. Envisioned new"boulevard"housing or office Book 1—Community Intent Page 22 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 mt r Isr i.i• U� k' •.,:r. w ism,_ • i ,� ,'Y H...• �w w ��+'. ,=e s==' i w~ --__- .. � ...;:f. ▪ i'i1•ia-�asi-� ♦f f►• if' i-�i• ��.sam ,mss; f.f N .. 41" " "'"1- -.1 ulge :-.T1 ...- 111' ..3 0 lir- , ,7*. : --'-' ___,Ice ss car-+ m¢1=_.m1 �- -. �_¢a4 _ s = ., T EaIlEr iSet EE --•/'V':i . nit I I U . l v a s 1 r g u M + q -n%Fig 1.25. Illustration depicting the envisioned future housing corridor in between Sprague Avenue and the neighborhoods south of Appleway Boulevard - - - --It-*-- .-.17 ..• .4 site..., • • •.S .-4 ..Q,";:. .j- .Jr. . :' . -a .,...-;-?"..T.Y. ti.,'''': - . • r'.. ... w Mr Pit . '- ...4"--"= Iler.- - -'1".....1. ---- -- Fig 1.26. The character of a wide,landscaped central parkway with a multi-use pathway 1.5. CORRIDOR REVITALIZATION STRATEGY The image of the Corridors that exists at the time of Plan adoption (see Starting Point: Existing Conditions section and the corresponding Appendix) contrasts vividly with the image of the Corridors portrayed in the Envisioned Future Corridor section that immediately preceded this one. To revitalize the Corridors in keeping with this vision, the City leadership intends to promote and guide new investment and change by employing municipal policies and resources strategically. Keeping in mind that strategy must always remain sufficiently nimble to respond to unexpected opportunities and to make best use of resources as they come available,the strategic action priorities that the City leadership intends to pursue are the following: 1) Place highest priority on the realization of the community's dream of a City Center. a) Move swiftly To leverage current investor preferences for City Center development projects and to take advantage of the region's lack of urban center projects to date,move as swiftly as possible to instigate the development of at least a substantial first phase City Center Core that contains a sufficient critical mass of shops, restaurants, Book I-Community Intent Page 23 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 civic buildings, public space and ambiance to begin functioning as a primary destination for the larger community. b) Public-private partnership Leverage City investments in civic buildings, public spaces and street improvements to stimulate the development of the first portion of the City Center. c) City Center must come first The successful delivery of a City Center for the City of Spokane Valley will create not only a district that functions as the Heart of the Community, but it will provide a substantial armature for beneficial change that will radiate out in ever-increasing rings from the Center. Therefore,notwithstanding the various needs clamoring for attention along the Corridors, place highest priority on actions and expenditures that stimulate and support investment in and delivery of a City Center district in the selected location. d) Flexible entitlements Provide a policy framework specific enough to insure that new investment adheres to the fundamental principles of the formation of lively pedestrian oriented city centers, but flexible enough to respond to changing opportunities. More specifically,provide a policy framework that accommodates both all-at-once City Center development as well as incremental development; and provide a policy framework that can accommodate the development of a City Center Core on either side of University Road, or on both sides of University Road. 2) Provide a Policy Framework that accommodates the market's preference for retail concentrations at major crossroads,while building on the patterns of value already in place. a) Realign development policy with contemporary shopping industry investment preferences The commercial strip pattern of retail development has fallen out of favor. While supporting successful existing retail ventures along the corridor, provide policy support and encouragement for the transition to the pattern of larger anchored centers at major crossroads that is favored by contemporary customers and investors. b) Refocus retail development over time to foster a mutually supportive hierarchy of retail-driven centers and mixed use segments Transition from miles of"anything goes retail"to a pattern that clusters mutually supportive types of retail in centers or segments with differentiated market focus. Use land use&development policies to focus city center retail types in the selected location for that special district; focus neighborhood center retail at the designated crossroad locations;cluster auto-row serving retail and services in convenient clusters,and limit retail in between crossroad-located centers to non-competing retail types that thrive on visibility and that make less sense in pedestrian-oriented districts. c) Support value already in place In keeping with this notion, support the presence of strong anchored neighborhood centers already located at strategic crossroad locations by limiting the tendency of such developments to overbuild. At the same time, recognize that some assets are in place that do not conform to a pure model of clustered retail: between the neighborhood centers,build on the multiplicity and range of medium-box commercial ventures along Sprague Avenue with supportive development policy and street improvements. 3) Reverse creeping disinvestment by identifying the long term"highest and best uses"for the Corridor as a whole. a) Widen the range of investment types To reposition properties no longer advantageously positioned for retail development, implement policy changes and capital improvements to widen the range of potential investment types permitted, and to provide an environment more suitable for a mixture of uses, including housing. b) Replace entitlements for retail types suited to city center and neighborhood center clusters with residential entitlements Book I—Community Intent Page 24 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 Economic analysis of property values revealed that with the exception of properties located at primary crossroad locations, the potential value of properties for residential development has caught up with their potential for retail development. Further investigations concluded that physical improvements to the corridor would likely result in residential development in long segments exceeding the value for retail development. Finally, given the vast reduction in real demand for rent-generating retail in the long segments,residential uses would increase the likelihood(Arent generation in those locations. 4) Implement phased transportation design and streetscape improvements to enhance mobility and access for motorists, bicyclists and pedestrians in keeping with City and regional growth, while simultaneously supporting the land use and development pattern necessary to the upgrading of properties as envisioned by the Subarea Plan. a) Implement a cohesive plan for private property development and public right-of-way design Integrate transportation planning and development planning so that capital improvements combine with private development lining a public thoroughfare that forms one seamless and functional part of the City. b) Accommodate movement,access and civic beauty Integrate circulation improvements, streetscape design and transit planning. Establish a Plan Framework that avoids the discredited approach of designing circulation improvements as separate from the design of the pedestrian realm and elements for civic beauty. Consider long term transit planning in the development of both the extensions and improvements of Appleway Boulevard segments. 5) Give Appleway its own identity and market focus. Avoid allowing the continued development of Appleway as "the back of the development along Sprague." Accommodate strong demand for attached single family housing types such as duplexes and townhomes that cannot be easily accommodated along Sprague Avenue but that make complete sense in the residential context of the Appleway right-of-way and its environs. Use public improvements combined with Subarea Plan land use & development policies to organize buildings, site improvements and streetscape design to form a distinctive residential boulevard that figures prominently in the image of the City. 6) Protect and enhance Auto Row a) Land Use&Development Use land use&development policy to promote further clustering of new auto sales and restricting used car sales to limit the dilution of the specialized Auto Row segment with non auto-sales related uses. Support the development of complementary destination uses that enhance the convenience and experience of shopping for automobiles within Auto Row. Use transportation improvements to unlock the potential of the northern frontage. Emphasize district gateways and introduce shared parking lots to make way-finding and business access easier for visitors. b) Visibility&Identity Strengthen architectural and signage standards to reduce visual clutter and promote a coherent Auto Row identity. As resources allow, work with dealerships and other Auto Row stakeholders to finance street improvements that enhance the visibility,visual quality and convenience of Auto Row. 7) Use the Subarea Plan to organize public and private improvements to foster the emergence of integrated streetscape & development compositions along all Sprague and Appleway segments that flatter the community and capture value for property owners. a) Employ"form-based"development regulations Establish development regulations that are composed to achieve the envisioned physical form—the pattern of Centers and Segments described in earlier sections — for the Corridors. Rather than using policy to separate land uses,focus development regulations on physical specifications that permit a more harmonious mixture of uses on neighboring properties and that foster the creation of a more attractive public realm and City identity. Book I—Community Intent Page 25 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) Use street design to stimulate and support desired forms of investment As resources become available, invest strategically in the beautification of Sprague Avenue and Appleway Boulevard. Target design improvements to the particular needs of the specific Centers and Segments that they enfront. 8) Provide a streamlined project approval process. Provide clear, detailed and appropriately flexible development regulations. Streamline the development application review and approval process. Provide investors with complete and detailed specifications for new development required for City approval. Book I—Community Intent Page 26 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 BOOK L Ie DE ELi /! ME'NT REGULATIONS UL ATIONS 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) Ownership/Tenant 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. 1i) 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: 1) 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.l in the Introduction). 1) The Development Regulations are divided into six sections: 2.1.Drstr zct 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 —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.. F I G . 2 . 0 . 3 . How w T O U S E T H E D E V E L O P M E N T R E G U L A T I O N S BOOK II:DEVELOPMENT REGULATIONS 2.1. 2.2. 2.3. I 2.4. 2.5. STREET AND DISTRICT ZONES SITE DEVELOPMENT PARKING ARCHITECTURAL SIGN REGULATIONS OPEN SPACE REGULATIONS REGULATIONS I 1(il'L.\ REGULATIONS REGULATIONS 2.1. 2.2.1.BUILDING 2 2.S•SIDE 2.:1 1. 2.4.1. 2.5.1. 01,STREET BUILDING MASSING 'i t(STRICT ZONES MAP ORIENTATION STREET SETBACK( PARKING TYPES STANDARDS &(;(IMPOSITION 1 [ 2.2.2. 2.2.0.SIDE 4. _ -4, ---- 1 locate the property in BUILDING USE YARD SETBACK review the definitions question on the o Dis tr ict review the definitions review general signage and specifications for Zones Map and identify the review street standards and specifspecifications for definitions,standards, Parking each Luildin2 massing L and uidelinrs applicable District Zone(s) 2.23• 2.2.1 O.REAR each T ppe composition dement 1 BUILDING HEIGHT YARD SETBACK 1 1 1 1 22.4.RELATION 2.2.11. 2.32. 2.5.2.IILU lIT 1 t 7.6.2. I 2.1.1• TO SINGLE ! 2.4.2. CITY CENTER ALLEY SETBACK OPEN SP.�(G MASSING& SIGN TYPE FAMILY HOMES PARKING ST.WDARDS STANDARDS Lc ' ' ' 12 EIII L\"TIU\y. _=J 2.1.2. 2.2.5.PUBLIC 2.2.12.FRONTAGE 1 4. 2.5.3•LENGTH_ ■ NEIGHBORHOOD FRONTAGE COVERAGE MASSING review open space review parking standards review definitions, CENTERS -------._....-......_- standards I COMPOST s:andards,and guidelines 2.1.3. 2.2.6.PRIVATE 2.2.13.BUILD-To- 4, 1 ---- 4, for each Sign Type MIXED USE FRONTAGE CORNER 2.3.3.STREET\ND 2.4.3. review height and length AVENUE OPEN SPACE PARKING massing L•composition 2.1.4. F2.2.7.FRONT 2.2.14.MAXIMUM GUIDELINES GUIDELINES regulations COMMUNITY (STREET SETBACK BUILDING LENGTH i 4, BOULEVARD 1 1 1 review street and open review parking guidelines i 2.5.4. 2.1 5.GATEWAY spier guidelines.including ARCHITECTURAL COMMERCIAL review the definitions and spenficatimss for lighting and landscaping ELEMENTS t'+` AVENUE each site development regulation 1 2.1.6.GATEWAY COMMERCIAL retsina standards CENTERS and guidelines for arrhiteetura!denuctrs 1 review the District-Specific regulations for tie property's District Zone(s) 1 reference the definitions and specifications that follow in sections 22•2.6 Book II-2.0 Orientation Page 29 of 199 i Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 t ii �.. I. 111[1[it! 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DISTRICT ZONES REGULATIONS Six District Zones are established in specific locations and with specific names indicted in Figure 2.1,District Zones Map. I) HOW DISTRICT ZONES APPLY TO PROPERTIES 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. a) Parcels with a single District Zone: 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. b) Split Parcels: 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: (I) 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 I 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) HOW TO REVIEW DISTRICT ZONE'S REGULATIONS 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 Sections 2.2—2.6 Identify 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 will be located along. Corner properties must identify the streets or street categories on both sides of the corner development. Then review all development standards in the street-organized column(s)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). 2.1.1 CITY CENTER DISTRICT ZONE LOCATION: CITY CENTER Csty Center. - •411411J- ,11,1".,r-'-C. 'T-.741 Book 11—2.1 District Zone Regulations Page 32 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 Description:City Center 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 Center Core Street Development 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 y • sidewalk. Sprague Avenue and other new Core Streets put "Main Foam .. Street" development on display, hi•blighting 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 DISPOSmON established by 2.1.1 (2)City Center Core: Pre-Located Core Street � `' 40'4.Regulations). Envisioned City Center Core Development Composition 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 Neighborhood Development City Center Neighborhood Development has slightly less urban ±'` setbacks and frontage coverage that surrounds and supports the FORM _ , •: �+ 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. DisPosmoN Envisioned Neighborhood Development Composition +* 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) City Center Core: Pre-Located 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 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 j the core of the district before a more diffuse pattern of retail is allowed [ -- t to develop. Once the Minimum City Center Core is fully constructed, 1 ; 'I!i) these Pre-Located Core Street regulatory restrictions will no longer be ; � i -- - - r in effect. Pre Located Gty Centz-cat street - Pre-Located Scat B- Book II—2.1 District Zone Regulations Page 33 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 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 I, 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 i) Core Street Development restrictions shall be effective only Example of City Center Core Development Satisfying AFTER a final Binding Site Plan Minimum City Center Core Policies (BSP) establishing the City Center Core Street is approved. .7.4 =••• !rT .. '= J1 u 11_1 3u1 bat !:‘ s• • •• ••i2.'•ii1• ii) After the final BSP creating the • ?-,;,, .J• �su� I City Center Core Street is i "" ► _t�••...f`.'.:�i I g approved, City Center Retail is " ..�+•••�-••+•••••� is==: only permitted: ••s• 1 ==3 ••• 4.11411 r_ Mt*;;(1) In shopfronts along the Pre- • »t. .,;:g ~; 7 - r located Core Street l '.�:•� (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 i) All new Core Streets shall be designed as specified in Section 2.3/Street and Open Space Regulations. 2) Relation to Civic Buildings i) 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 I,with the approval of the Community Development Director/Designee. Book II—2.1 District Zone Regulations Page 34 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 -J l l 1i u Jl U 1 t I spwpue .iow..4oeSnw 11.1 1.11 .7! 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: (l) 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 11—2.1 District Zone Regulations Page 35 of 199 2.1.1 City Center District Zone Regulations Legend: •.SON Aierg City rental"b'Street(see Swum 21 1 3).70%is 4th Seem, ' —-Not Permitted U•Upper floors Only G.(round Floor Only. + Permitted with Shopfront 3rd Strom,Main Avenue;20%on Other Streets Pertnitled.Time demean are allowed by right unless otherwise specified m Semen 2 2 2 Budding Use Regwraf These an Required elanertts of all new development as indicated ••Restricted:see Swim 2 1 1 21 (AI).Upper laude must be designed to look hire 2-glory bur7dinp for all tingle[tory buddtnp Limrtrl These(vantages may only be applied to access Iebtnes for upper!loot uses that are different from the ground boa use (A)Fa Anchor Building in City Carer •••Restricted to north si+i.e of Appleeng Blvd IA2)anchor buildings larger than 50.000 sq-ft-special regulatires apply(see section 2 1 1.(3)) (A3)anchor buiidungs larger than 50,000 W ft•parking type is permitted 2.1.1. Ci Center District Zone ,3.Street and 1.2.Site Development Standards pen Space Standards Sprague Ave. Appleway Blvd Core Street Other Streets -treet!Street Category Sprague Ave. Appleway Blvd Core Street Other Streets 2.3.1.Street Standards 2.1.Bullding Orientation to Streets and Palk Open Spaces 1)Street Provision .:^.::rc:i required receered required •aired or not required required I rerl,tred ] tea'.:ir I re:;u:rcd 2)Pre-Located Street :e,,,i:rr1 required requited required •22.Buliding Use 31 Afulmum Block Sire 'air_: ' S acres 5 acres - 5 acres 1 Retail 4)Street Canll%uran■n recturci reytiited require. required a)City Center Retail ••restricted •••resutcted rec:ire±-G 1e^771rr-r! 51 Street Type b)Neighborhood Center Retail - — --- --. a)Core Street NA N A require' -- c)Mixed-Use Retinue Retail -- --• .-- •-- b)City Street NIA N/A permitted di Corner Starr Retail permitted e:rn::te1 -- permitted c I Neighborhood Streit NA N/A --- peeped , e)Getneas Commercial Avenue Retail --- -- -- -- d)Neighborhood Cretin Street NrA N/A •-- permitted f)Gateway Commercial Center Retail -•• -- -- --• e)Service Street NiA N!A -- permitted )Chic.Quasi-C(v(r.A Cultural _ permittc.l permitted permitted-U permitted ft Alley NA NIA -- -• I Oak. permitted petmutted permitted-U permitted 1 g)Passage N/A N'A --- --- )Light Industrial --- — •- 2.3.2Open Space Standards -)Lodging D•lien.Imen entre) permitted pe maned permitted-U portruned see socuon 2 3 3 •)Lire-Work — permitted perminc:l-L' permitted .- ,)Residential 2.4.Parking Standards Sprague Ave. Appleway Blvd Core Street Other Streets a)Muhl-Family we Common Entry permitted pennrnel permitted-I.' permitted r. .1.Perklnq Types bl Attached Single-Fsmlle r.'Individual Entry •-- remitted — permitted I 1 Surface Parking el Detached Slnek-Femih Routine — — _ — --- el Pnent lot -- -- -- --- b)Side lot p.:rmitte.! -- permitted •2.3.Bullding Height _ inimum bright I floorf25 ft(A1) I floor/25 ft(A1) I floor/25 me• S ft(Al) I floor'20 ft e)Rear lot r^rm ! rennin-' perrtr-rd permitted asimum height 6 floors!75 ft [ 4(loom'53 ft 6 boom 75 ft 4 floors/53 ft •)Parking Structure •2.4,Relation to Single Family Homes a)Exposed --- — --- permitted quired or not applicable e, required I required I NA 1 required b)Wrapped•(;round Lest( permuted — -- permitted .2.6.Public Frontage Improvements c)Wrapped-All Levels pem,ced permitted r e m met! permitted .uirrd or not requited required I required I act requited I not required diPartialll Submerged Podium permitted permitted -- permitted _2.5 Private Frontage e)Uedereround Parkin; ren^:ttrd _ permitted :,reamal permitted 1)Sbopfront pmutted p=ttt er_' permmed permitted .4.2.Parkin Standards )Corner Entry _permitted pcnutt:! permitted+ permitted see season 2 4 2 s)Arcade permitted — --- permitted Grand Portico parruned ;:-::::.;ter, --- permitted r.5.Architectural Standards Sprague Ave. Appleway Blvd Core Street Other Streets -)Forecourt permitted -- permitted+ permitted - 2.5.2.1-height Massing&Composition •)Grand Entry perrnnn! :nun 1 v.v.: -. — permitted Top rev::::,ad I required regent,: ragweed )Common Lobby Entr? hrotr,i limited limited limited Bate reunite. required r_ r:red required •I Stoop pet-nutted permitted — permitted Z5.3.Length Massing 8 Composition )Porch --- permitted -- — Streetwall Increment !? -' 80ft wit 60ti 10)Front Door -. -- — — Sidrwall Si Rearwall Increment ;,> _NIA I N'A NA - I I)Parking Structure Entry. permitted Fermt::e: ce m.:t-.! permitted i 2)Vetiide Display:Optiuu 1 — -- • 2.6.Signage Standards Sprague Ave. Appleway Blvd Core Street Other Streets 13)Vehicle Display:Option 2 _ -- --- -- .-• •6.2.5Ignage Types 14)Edge Treatment:Frond parmitt d eerrumed •- permitted see section 2 e 13)Edge Treatment:Terraced permitted permitted •-- permitted 14)EdgeTreatmentt Flush permitted pcnuted — permitted 7.Front Street Setback •ninlmum!masimum Oft/loft I 5ft'15ft I Oft/Oft I Oft/)Oft 211.SIde Street Setback nlmum1minimum Oft/loft I 5ft/10ft I Oft/Oft I Oft/loft e 2.9.Side Yard Setback ..um e/lhiag space windows loft to ft N to ft .inimum*lout living space windows O ft I 0 ft O ft NA O ft _2.10.Rear Yard Setback • inimum setback 5 ft I 5 ft I 5 ft 5 ft .2.11.AIley Setback '.'mum setback 5 f [ eft I 5.ft 5 f .2.12.Frontage Coverage inimum percentage covered 70%/(A2) I S0', I 107`0 I 20!se 70!{or 804.• 2.13.Butld-to-Comer squired or not required required I recurred [ required I not required e_2.14.Maximum Building Length _ Book II-2.1 District Zone Regulations Page 36 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.1.2. NEIGHBORHOOD CENTER DISTRICT ZONE: Desre ion: eig�hlb�_o�r�h�o,;od cep Neighborhood Centers are higher density, larger scale mixed-use Districts with concentrations of neighborhood- serving convenience uses (including supermarkets) regularly distributed throughout the corridor at major intersections. Smaller setbacks and wider sidewalks complement these activity centers. Upper floor housing and office over retail is encouraged. The centers may also have larger scale mixed-use buildings that are compatible with the adjacent neighborhood serving retail development. i..nvisioned Dist=rict Composition 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. FORM Special Re ulations • The Neighborhood Centers District Zone has the . '' ,,: following Special Regulations: USE " - a) Parking Lot Buffering i) Side or rear parking lots with two (2) or more bays of parking shall maintain a ten DisPOSmovi (10)foot landscaped buffer with trees along '4•4„, �. � adjacent property lines. 'kat Book II—2.1 District Zone Regulations Page 37 of 199 2.1.2 Neighborhood Center District Zone Regulations Legend --- Not Permitted U Upper Floors Only G Ground Floor Only Permitted These elements are allowed by right unless otherwise specified in Section 2 2 2 Required These are Required elements of all new development as indicated Building Use Limited These frontages may only be applied to access lobbies for upper floor uses that are (A) For Anchor Stores-(A3) larger than 50,000 sf-parking type is different from the ground floor use permitted,(A4) larger than 50,000 sf-special regulations apply(see section 2 1 1(3)) 2.1.2 Nei•hborhood Center District Zone 2.2.Site Development Standards 2.3.Street and Sprague Other Streets Open Space Standards Ave. Street/Street Category Sprague Other 2.31 Street Standards Ave Streets 2 2.1.Building Orientation to Streets and 1)Street Provision required required required or not required required I required 2)Pre-Located Street required required 2 2 2 Building Use 3)Maximum Block Size 5 acres 5 acres 1)Retail 4)Street Configuration required required a)City Center Retail -- --- 5)Street Type b)Neighborhood Center Retail permitted permitted a)Core Street N/A --- c)Mixed-Use Avenue Retail -- --- b)City Street N/A permitted d)Corner Store Retail -- -- c)Neighborhood Street N/A permitted el Gateway Commercial Avenue Retail --- -- d)Neighborhood Green Street N/A permitted f)Gateway Commercial Center Retail -- -- e)Service Street N/A 2)Civic.Quasi-Civic,&Cultural permitted permitted f)Alley N/A --- 31 Office permitted permitted g)Passage N/A --- 4) Light Industrial -- -- 2 3 2 Open Space Standards 5)Lodging(w/common entry) permitted permitted see section 2 33 6)Live-Work --- permitted 7)Residential Z4.Parking Standards Sprague Other Streets Ave. a)Multi-Family w/Common Entry permitted permitted 2 4.1.Parking Types b)Attached Single-Family w/Individual --- permitted 1)Surface Parking cl Detached Single-Family Housing --- --- a)Front lot -- permitted 2.2 3 Building Height b)Side lot permitted permitted minimum height 1 floor/20 ft I 1 floor/20 ft c)Rear lot permitted permitted maximum height 4 floors/53 ft 4 floors/53 ft 2)Parking Structure 2 2 4 Relation to Single Family Homes a)Exposed permitted pe-niitted required or not applicable required I required b)Wrapped-Ground Level permitted permitted 2.2 5 Public Frontage Improvements c)Wrapped-All Levels permitted permitted required or not required required I not required d)Partially Submerged Podium permitted permitted 2 2 6 Private Frontage e)Underground Parking permitted permitted 1)Shopfront permitted permitted 2.4.2 Parking Standards 2)Corner Entry permitted permitted see section 24 2 3)Arcade permitted permitted 4)Grand Portico permitted permitted 2.5.Architectural Sprague Other Streets Standards Ave. 5)Forecourt permitted permitted 2 5.2.Height Massing&Com.osition 6)Grand Entry permitted permitted To. re.uired re.uired 7)Common Lobby Entry limited limited Base Me= required 8)Stoop permitted permitted 2 5 3 Length Massing&Corn•osltlon 10)Porch -- — ® r' 10)Front Door ._ — Sidewall&Rearwall Increment 11)Parking Structure Entry permitted permitted 12)Vehicle Display:Option 1 -- -- 2.6.Signage Standards Sprague Other Streets Ave. 13)Vehicle Display:Option 2 --- — 2 6 2 Slgnage Types 14)Edge Treatment:Fenced permitted permitted see section 2,6 13)Edge Treatment.Terraced permitted permitted 14)Edge Treatment:Flush permitted permitted 2 2 7 Front Street Setback minimum/maximum Oft/lO ft I 5 ft/15 ft 2 2 8.Side Street Setback minimum/maximum Oft/10ft I 5ft/15ft 2 2 9 Side Yard Setback minimum w/living space windows 10 ft I 10 ft minimum w/out living space windows 5 ft 5 ft 2 2 10 Rear Yard Setback minimum setback 10 ft I 10 ft 2.2 11 Alley Setback minimum setback 5 R I 5 ft 2 2.12.Frontage Covera t e minimum percentage covered 60% I no min. 2.2.13.Bulld-to-Corner required or not required required I required 2 2.14.Maximum Building Length Book II-2 1 Distract Zone Regulations Page 38 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.1.3. MIXED-USE AVENUE DISTRICT ZONE: Dew criptio_n: migeotml In the Mixed-Use Avenue, Sprague Avenue is characterized by larger, consistent landscaped setbacks with parking lots located to the side or rear of buildings. The character of new office, lodging, and "Medium Box" retail sales and services is compatible with housing in building form and site development. This makes Sprague Avenue an appropriate location of larger scale housing. Retail must be located on and oriented towards Sprague Avenue, transitioning to the primarily residential development behind. Behind the Sprague Avenue Edge, existing and new Other Streets create a network of medium-sized blocks with varied landscaping that support the smaller setbacks and higher frontage coverage of development that is less oriented towards Sprague Avenue. This District is primarily a mix of office,lodging, and medium density housing accommodated withi a wide range of building types including stacked units and town homes. I nvisionedDistrict Com osition 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. FORM "`� -► Special Reau a��ons a) Front Setback Treatment i) Front street setback areas on Sprague USE ;,ate �' „- Avenue shall be planted with grass or , groundcover across the entire property frontage and incorporate: DISPOSITION (1) A bio-infiltration swale that conforms ✓'� - - .�� to the Spokane Valley stormwater 'P ` • ��'` ordinance with a minimum ten(10)foot wide swale bottom. (2) A single row of poplar trees shall be planted at a maximum spacing of 40 feet on center within the bio-swale side slope along the back of sidewalk. Book II—2.1 District Zone Regulations Page 39 of 199 2.1.3 Mixed Use Avenue District Zone Regulations Legend: --- Not Permitted U Upper Floors Only G Ground Floor Only Permitted These elements are allowed by right unless otherwise specified in Section 2 2 2 Budding Use Required These are Required elements of all new development as indicated 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 Stores (Al)larger than 25,000 sq ft.,1 floor/20 ft is permitted, (A2) larger than 50.000 sq ft,regulation does not apply, (A3)larger than 50,000 sq ft.,parkins type is permitted 2.1.3 Mixed Use Avenue District 2.3.Street and Sprague Other 2.2.Site Development Standards Open Space Standards Ave. Streets Street!Street Category Sprague Ave. Other Streets 2 3 1 Street Standards 2 2.1 Building Orientation to Streets and Public 1)Street Provision required required Open Spaces required or not required required 1 required 2)Pre-Located Street required required 2.2.2 Building Use 3)Maximum Block Size 5 acres 5 acres 1)Retail 4)Street Configuration required required a)City Center Retail -- -- 5)Street Type b)Neighborhood Center Retail — -- a)Core Street N/A --- c)Mixed-Use Avenue Retail permitted --- b)City Street N/A --- d)Corner Store Retail --- — c)Neighborhood Street N/A permitted e)Gateway Commercial Avenue Retail -- -- d)Neighborhood Green Street N/A permitted f)Gateway Commercial Center Retail --- -- e)Service Street N/A --- 2)Civic,Quasi-Civic,&Cultural permitted permuted f)Alley N/A --- 3)Office permitted permitted g)Passage N/A --- 4)Light Industrial permitted permitted 2 3 2 Open Space Standards 5)Lodging(v./common entry) permitted permitted see section 23 3 6)Live-Work permitted permitted 7)Residential Sprague Other 2.4.Parking Standards Ave. Streets a)Multi-Family w/Common Entry permitted permitted 2.4 1 Parking Types b)Attached Single-Family w/Individual Entry — permitted 1 Surface Parking -- c)Detached Single-Family Housing — -- a)Front lot 0 • mitred 2.2.3 Building Height b Side lot permitted IMEIME minimum height I floor/20 ft 1 floor/20 ft c)Rear lot •ermitted maximum height 4 floors/53 ft I 4 floors/53 ft 2 Parking Structure -- 2.2 4 Relation to Single Family Homes a Ex.osed =MEM .ermined required or not applicable required I required b)Wrapped-Ground Level permitted 2 2.5 Public Frontage Improvements c Wra•ped-All Levels f EMMEN required or not required required 1 not required d)Partiall Submer:ed Podium •ernutted permitted 2 2 6.Private Frontage e)Underground Parkin? permitted permitted 1)Shopfront permitted permitted 2 4 2 Parking Standards 2)Corner Entry permitted permitted see section 2 4 2 3)Arcade permitted -- 4)Grand Portico permitted permitted 2.5.Architectural Sprague Other Standards Ave. Streets 5)Forecourt permitted permitted 2 5 2 Hei•ht Massin•&Corn•ositlon 6)Grand Entry permitted permitted Top IIMEERIIIMEMEIM 7)Common Lobby Entry limited limited Base required required 8)Stoop permitted permitted 2 5 3 Length Massing&Com•ositton 9)Porch --- — Streetwall Increment 150ft 80ft 10)Front Door — f -_ Sidewall&Rearwall Increment 'RIMINI EMEOMI 11)Parking Structure Entry penmtted permitted 12)Vehicle Display:Option 1 — -- 2.6.Signage Standards Sprague Other Ave. Streets 13)Vehicle Display:Option 2 -- --- 2.6 2 Signage Types 14)Edge Treatment:Fenced — permitted see section 2 6 13)Edge Treatment:Terraced -- permitted 14)Edge Treatment.Flush permitted permitted 2 2.7.Front Street Setback minimum/maximum 20ft/25ft I 10ft/20ft 2.2 8 Side Street Setback minimum/maximum 5ft/15 ft I lO ft/20 ft 2.2.9 Side Yard Setback minimum w/living space windows 10 ft I 10 ft minimum w/out living space windovis 5 f l 5 ft 2.2 10 Rear Yard Setback minimum setback 10 ft 1 10 ft 2.2.11.AIley Setback minimum setback 5 ft 1 5 ft 2 2.12 Frontage Coverage minimum percentage covered 60% 1 no nun 2.2 13.Build-to-Corner required or not required required I required 2.2.14 Maximum Building Length Book II-2 1 District Zone Regulations Page 40 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.1.4. COMMUNITY BOULEVARD DISTRICT ZONE: I i escri,tionb { a_ munit ]o oulevard The Community Boulevard is a distinctive residential/office corridor Consistent, large, landscaped setbacks and green space between buildings serve freestanding boulevard-scale housing, such as multiplexes, along with sensitively designed and explicitly compatible office buildings. The Community Boulevard serves as a medium density residential edge of the single-family neighborhoods south of Appleway Boulevard. South of Appleway Boulevard,along Other Streets,small-scale attached single-family housing and detached single-family homes finish the transition to the adjacent residential neighborhoods. i ,o�ris.i4nd)?istri omunos.iT€fin This diagram represents an example of the typical development envisioned for this district It does not 6 u : � represent a specific design required on any particular site or Fc ``-.. property. a) Front Setback Treatment USE , ~,. ,..-41k-• i) As part of Terraced and Fenced Edge Rv-, r.. Treatments along Appleway Blvd, low - retaining walls and fences shall be located five ;'' (5)feet from the back of sidewalk. D I SP ostrmoN , . :. .` ~ ,, 1,c`.- ii) Front setback areas shall have at least one - .<0... large tree. ` _ , A Book I1—2.1 District Zone Regulations Page 41 of 199 2.1.4 Community Boulevard District Zone Regulations Legend — Not Permitted U Upper Floors Only G Ground Floor Only Permitted These elements are allowed by right unless otherwise specified in Required These are Required elements ofall new development as Section 2 2 2 Building Use indicated Limited These frontages may only be applied to access lobbies for upper floor uses that are different from the ground floor use , 2.1.4 Communi Blvd.District Zone p I� — Qp n Street and Space Standards , hied. — the .2.Site Development Standards ` i I Appleway' try Street/Street Category Appleway Other 2 3.1 Street Standards Blvd Streets 2 2 1 Building Orientation to Streets and Public Open Spaces 1)Street Provision required required requu ed or not required required I requires! 13121=IIMEEMIIIIIIIMIMIIIIMEM 2 2 2 Building Use 3)Maximum Block Size 5 acres 5 acres 1)Retail MIMEMICZIMIll a)City Center Retail --- -- -- b)Neighborhood Center Retail -- -- ■®© c)Mined-Use Avenue Retail --- -- ®MEI.— d)Corner Store Retail permitted -- c)Net r hborhood Street e)Gateway Commercial Avenue Retail --- -- d Nernhborhood Green Street MICEMrwEEM f1 Gateway Commercial Center Retail 111=2=0 2)Civic,Quasi-0%1c,&Cultural permitted -- 1111112=0 3)Office permitted -- _ =ZEM0 4)Light Indust''al -- -- 2 3 2 O•en S•ace Standards 5)Lodging(w/common entry) permitted -- sec section 2 33 6)Live-Work pernutted -- 7)Residenttial I;— 1 2.4.Parking f;Appleway Other Standards r Blvd. „ Streets 1 a)Muhl-Family w/Common Entry permitted permitted 2 4 1 Parking Types b)Attached Single-Family w/Individual Entry permitted permitted illatriMME01111.11111111. 11111 c)Detached Single-Family Housing --- permitted �� 2 2 3 Building Height ++ ©0 nnutnnum height 2 floors/20 fl I I floor/1211 11512=2 permitted maximum hueht 3 floors/42 fl 3 floors/42 fl 912120=E11111111= 2 2 4 Relation to Single Family Homes IMSEEMMOMIIMII=MIMI0 required or not applicable required I required b Wra t i e d-Ground Level — - 2 2 5 Public Frontage Improvements 11151MMIKTMEMIM permitted required or not required required I not required d Partial Subme _ed Podium L !i 2 2 6 Private Frontage 15THEMMECTEIMII peniutted I)Shopfi out permitted -- 2)Conner Entry permitted pernutted see section 2 4 2 3)Arcade --- -- 4)Grand Portico permitted -- Architectural �„1 Appleway , Other ,, _St!ndtlyds Blvd. t' Streets, 5)Forecourt permitted pcmnued 2 5 2 Height Massing&Composition 6)Grand Entry permitted — 7)Common Lobby Entry --- -- 1221111111111M-- 8)Stoop permitted permitted 2 5 3 Len•th Massin•&Com•osition 9)Porch permitted penmtted • 11MIW® 10)Front Door — permitted ®=ErAMI 1 i)Par king Strudel'c Entry permitted permitted 12)Vehicle Display Option 1 _ r 2.6.Signage ,,Appleway i Other Standards J_ i, Blvd. J Streets 13)Vehicle Display Option 2 --- -- 2 6 2 Signage Types 14)Edge rieatment Fenced permitted permuted sooscctron26 13)EdgeTiemtment Terraced permitted permitted 14)Edge Tr eaiment Flush -- permitted 2 2 7 Front Street Setback minimum/maximum 20 f)/30ft I IS R/25 ft 2 2 8 Side Street Setback minimum/maximum 106/2011 I I0 ft/20 ft 2 2 9 Side Yard Setback muumumw/hsmg space windows 10 fl 1011 minimum wloui living space windows S n S fl 2 2 10 Rear Yard Setback minimum setback 1011 I loft 2 2 11 Alley Setback minimum sethrnck 5 fl I S fl 2 2 12 Frontage Coverage minimum percenia;e coveted AM I 70% 2 2 13 Build-to-Corner r equn ed Or not requu ed required I not required 2 2 14 Maximum Building Length , Book II-2 I Dtstnct Zone Regulations Page 42 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.1.5. GATEWAY COMMERCIAL AVENUE DISTRICT ZONE: Des ript au:,Gate a Commerc-ial Ague This is a "themed" specialty district that is dominated by auto sales and services. A unique streetscape design and signage regulations combine with special street frontage treatments re�r; including vehicle display space and corresponding identifiable FORM ` : , building form regulations to help support and strengthen this regional destination. The district is interspersed with auto- oriented development and appropriate compatible uses such as -I 400.0. "medium box" commercial sales and services. Along the Usr � . Appleway Boulevard Edge and Other Streets, regulations focus . on buffering requirements to ensure compatibility with adjacent a development. Dls PO III � :: '+nvisioned•M or 0osttioll This diagram represents an example of the typical development s. .�J � envisioned for this district It does not represent a specific design required on any particular site or property. 2.1.6. GATEWAY COMMERCIAL CENTER DISTRICT ZONE: o b esori a Lion°Gateway C�ommeroial Centers Gateway Commercial Centers, in addition to the typical -.. •Gateway Commercial Avenue fabric,permit concentrations of 4 ` auto Chemed restaurants, entertainment, and recreation to FORM - '- support the Gateway Commercial District's role as a regional . -,= destination. More urban buildings with higher frontage , , . coverage and wider sidewalks distinguish the Centers from the ' ,�,. ° rest of the Gateway Commercial Avenue District and Use reinforce the Centers more pedestrian-oriented character. �- t� r 1 'nvisioned MagfiM Composition � . This diagram represents an example of the typical DisPosrtrotu -r ----.•:--...„# development envisioned for this district. It does not represent - a specific design required on any particular site or property. , Book II--2.1 District Zone Regulations Page 43 of 199 2.1.5 Gateway Commercial Avenue District Zone Regulations Legend, _-- Not Permitted 0- au nor Only Permuted These elements are allowed bright unless aiherwtse specified in Required These sae Required elements of all new development ss indicated Blotted The ftoutages may only be applied to access lobbies for upper floor uses that are different from the * Community Centers,senior centers,teen centers,childcare faclllues.and educational ground floor use fac[faies are not perrtutted , . . a ewa onlmercia venue a(strict One 2.2,Site Development Standards 2.3.Street and Sprague Appreway Other Open Space Standards Ave. Blvd. Streets Sprague Appleway Other Street!Street Category 2.3.1.Street Standards Ave. Blvd. Streets , 2.2 i,euildirtg Orientation to Streets and 1)Street Provision required required requ,rcd Public O•en Spaces re.aired or not re,lured MEEMINTIMMI MEM 2)Pre-Located Street required required required 2.2 2 Building Use 3)Maximum Block Size 5 acres 3 noes 5 acres 1-Retail 4)StreetConfi•urution re, et requird re red a)ON Center Retail Street Type b)Neighborhood Center Retail a)Core Street --- -- - c)Mixed-Use Avenue Retail b)City Street --- -- permitted ED Corner Stare Retail c]Neighborhood Street -- -- e Gateway Commercial Asenne Retail permitted pertmtted pe-m,tted d)Neighborhood Green Street -- -- -- I)Gateway Commercial Center Retail --- - . --. e)Service Street -- _. -R fitted 2 Civic,a aim-Civic&Cultural .ernvtted-'t ,-,,tted-• 1m'mrtted.• Alley -- -°- •° 3 Office -- --- -- g)Passage --. - 4)Lleht Industrial permitted permitted permitted 2 3.2,Opett Space Standards _ 5)Lodging(w/enmmon entrj_ -- -- -- sec section 2 C 3 6)Live-Work --- --- °- 1)Residential Sprague Appleway Other 2.4.Parking Standards Ave. Blvd. Streets o)Multi-Family w/Common Entry --- --- --- 2 4.1 Parking Types b)Attached Single-Family wlIndividual -_• --- -- - — ■II el Detached Smgle-Family Housing -- - -- a)Front lot .trit teed 2 2.3 Building Height M erm'ri'd minimum height 1 11am-!20 R 1 floorl20 ft 1 flood 20 ft M t E• ',ratitted =ME maximum height 3 fly:sf42 ft 3 floors,42 ft 3 floors/42 ft 11M 2 2 4 Relation to Single Family Homes a)Exposed � ',matted required or net applicable WA NIA N/A b)Wrapped-Ground Level �5• 11 E 2 2 5 Public Frontage improvements MEISZCMIZMEZIMMIMME=IMINIMER required or not required .wend re. wed oat re•turtd d)Partially Submerged Podium .nrmitted i © 'omitted 2 2 6 Private Frontage e)Unde_round Parking teeeuned = +:,f��.i t. 1)Shopfront - t. CO .ermitted .ermmued 2 d•2 Parking Standards 2)Corner En try permuted permitted permitted =111 sec section 2 42 3)Arcade _ --- ._ 4)Grand Portico --- -- -- 2,5.Architectural Standards Sprague? Appleway Other Ave. Blvd. Streets 5)Forecourt --- -, --- 2 6 2 Height Massirt•&Com-ositiorl IMMIE 6)Grand Entry permitted permitted _pernutted IHIMMIE IIIEEM MEM MIME 7 Common Lobby Entry --- --- --. MIETEM MEM 8)Stoop --- 2 5 3 Length Massing&Composition 9)Perch -- ___ 101 Front Door — S,dewul &Ream all lnerem eat ®Il ! M=E2M 11)Parking Structure Entry permitted permitted permitted 12)Vehicle Display:Option I permitted permitted — 2.6.Signage Standards Sprague Appleway Other Ave. Blvd. Streets 13)Vehicle Display.Option 2 permitted -- -- 2 6.2 Slgnage Types 14)Edge Treatment'Fenced -- permitted permitted Mili sec section 2$ 13)Ed aTreatment Terraced .ermttted eri a perreutted 14)Edge Treatment,Flush ermitted 1 .emitted 2 2 7 Front Street Setback rninimum/maximum Oft/305 WEEEMZE:171=1 2 2 S.Side Street Setback minimum/maximum 1Uftlnomax] 10 ft feu roan I 10ftInomn^c -2 28.Side Yard Setback _ • minimum wf hying space wrridotis l0 ft 111 ft 10 ft minimum w/out Living space windows MEMIIIMEIM=E= 2 2 10 Rear Ye rd Setback MIIII _ .minimum setback lQt loft I011 2 211 Alley Setback _ minimum setback 5 ft 5 ft 5 ft 2 2 12 Fronts«q Coverage minimum,ercenta-e covered MMIIIIIMEM no min- '2 2 13 Build-to-Corner required or not required not re-aired net re, . not r-- • 2.2A4 Maximum Building Length ' Book tI-2 1 Darner Zone Regulations Page 44 of 199 2.1.6 Gateway Commercial Centers District Zone Regulations Le_end --- Nat Permitted G Ground Floor Only Permitted These elements are all by right unless otherwise specified in Required These:are Required elements of all new development as indicated Section 2 2 2 Building Use Limited These frontages may only be applied to access lobbies for upper floor uses that are different from the 1, Community centers,senior centers,teen centers,childcare facilities,and wound floor use educational fac ilittes are not permitted .. 2.1.6.Gatewa Commercial Center District Zone . .Site Development Standards 2.3.Street and Sprague Appleway Other Open Space.Standards Ave. Blvd. Streets Street f Street Category Sprague Appleway Other 2 31 Street Standards Ave. Blvd, Streets _ 2 2.176uilding Orientation to Streets and Public O+en S.aces 1)Street Provision required required EIS required or not re•aired MEM= required r•utred )Pre-Located Street INEMIll. r,aired 2 2 2 Building Use 3 Maximum Block Sue MMIE, S acres MEM 11 Retail ' ETII a City Center Retail b)Neighborhood Center Retail ®= --- n Core Street ®�� c Mixed-Use Avenue Retail 6)City Street =2=M2=1=1 d Corner Store Retail EIM MMILM c)Neighborhood Street —. e)Gateway Comrnerctal Avenue Retail NM= peirnmtted d Nei.hberhood Green Street -- ME=MIIM fl Gateway Commercial Center Retail pematled pemutted permitted e)Service Street =NM 1=I 2)Civic.Quasi-Civic,&Cultural perrrutted-* permitted-• pernutted-* f)AI le r OQ 3)Office _ . -- -- — g}Passage 4 Light-Industrial -- --- --- 2 3 2 O.en Space Standards 5)Lodging 1 wlcammon silt rvl permitted permuted pea rutted sea section 2 3 3 d)Live-Work -- ... --- 7)Residential Sprague _Applew,ay _Other 2.4.Parking'Standards Ave. Blvd. Streets n)Multi-Family wf Common Entry --- _ --- --• 2 41,Pa rking Types b)Attached Single-Fan illy -.. -- _ - --- 1)Surra ix Parkin. --- e)Detached Single-Family Housing -- - a Front lot �, penrttted 2 2 3 Building Height h Side let WEEME MM minimum Seinht 1 floor/20 ft 1 Saar/20 ft 1 tloarl20 f. c Rear lot permitted MMEIII MEM maximum height 3 it orsf42ft 3 floore142 ft 3 floorsr42ft 2)Parking Structure 2 2 4 Relation to Single Family Homes a Ex•ised EIMM1311 •ermmtted MEM required or not applicable N/A WA N/A b)Wrapped-Ground Level EIMME emoted MIMEO 2 2.5 Public Frontage Improvements c Wrapped-All Levels M .ermined permitted required or not required required required 1 not required ti)Partially 5ubmer•ed Padiu, emutted f 2 2 6 Private_Frontage e)Underground Parton • • permitted ...ermined 1)Shop Front _ .gritted oematted permitted 2 4 2 Parking Standards 2)Corner Entry pemutted permitted permitted see section 2 4 2 31 Arcade --- --- --- 4)Grand Portico 2.5.Architectural Sprague Appleway Other Standards Ave. Blvd. Streets 5)Forecourt •-- --- 2 5,2.Height Massing&Composition 6)Grand Entry permitted permitted Lit 1 'op I required I required I required Common Lobby Entry •- — Base required required required 8)Stoop ... — 2 5 3 Length Massing F.Composition 9 Porch --- Streetwalllncrement I lO4ft I loft I 10011 10)Front Door — .- Stdewall&Rearwall Increment N/A NIA I N/A 11)Parking Structure Lntiy permitted permitted permitted 12)Vehicle Display.Option 1 -- -- 2.6.Signag�e Standards Sprague Appleway Other Ave. Blvd. Streets 13)Vehicle Display:Option 2 --- --- 2.6 2 Signage Types 14)Edge Treatment:Fenced -- permitted per-nutted set section 2 6 13)Edge Treatment:Terraced _ mi pertted permitted permitted 14-Edge Treatment:Flush permitted permitted permitted 2 2 7 Front Street Setback ' • minimum 1maximum Oft110ft I 5 ft,nomax I Oftfnamm 2.2 S Side Street Setback minimum,maximum Oftf1011 Oft/rwrnea Oftlnomm 2.2,9•Side Yard Setback minimum wl living space windows 10 ft i li)It 8 10 minimum Taut living space windows S ft 511 I 5 R 2 2,10,RearYard Setback 'minimum setback 10h _I loft I 10h 2 211Alley Setback minimum setback 511 5 ft 5 ft 2.2.12.Fro ntag a Cove ra•e minimum percentage covered a no nun 2.2 13.Bu i id-to-Corn e r re..aired or not re•aired required not required I rat required 2 214 Maximum Elutlding Length Book H-2 1 District Zone Regulations Page 45 of 199 Sprague and Apply Corridors Subarea Plan Adopted June 16,2009 2.2. SITE DEVELOPMENT ULA TIO S Site Development Regulations consist of regulations controlling Use,Height,and Frontage and Building Placement. Fig.2.2 Site Development Regulations provides an overview of the regulations contained in these sections as well as other primary regulations. Refer to the sections noted for definitions and specifications for each of these regulations. 2.2.1.Building Orientation 2.2.8.Side Street Setback 2.2.2.Building Use 2,2.9.Side Yard Setback 2.2.3.Building Height 2.2.10.Rear Yard Setback 2.2.4.Relation to Single Family Homes 2.2.11.Alley Setback 2.2 5 Public Frontage 2.2 12.Frontage Coverage 2,2.6.Private Frontage 2.2.13.Build-to-Corner 2.2.7.Front Street Setback 2.2.14.Maximum Building Length bll liar W,. c- 1 r . SIEEWAtsk: 1 c:i[7' 'C:4.L 7-'--"' '-1 W 1q, 1 q r ! lir 1 1 1 :::::::77//10 of, i f as ..t 1 I 0414.31 3l o 1 i . ate ' I I . LIL cl ,iii 1411 , Sp---LIB ■4.....lmecemar•.s.1leiSilrei f.i TE 1 °FRu6llerx. _ _ lit PLAN 1 Ii. ,rA 4PM ETS`61'�'�1, fit5-r(Ea�eCr notimr.not OF 4113 cimm.K.F'114 vr4r41 r,LI.Nt. i I lertZEI I AT .. 3 0-il diVO ralf - Oldilai I . 2. .z11.0 - 11 I om13,,i _r------{ . rlYrrk 2=8.18 Side Elms!Sms'»ack 1 °� ; :e32.15'Mule ule Fran,l"45i a *ill*.#orr.iiB 4-W*41 1 w..••�.•••aamw EC1� t .To.a1r11 I rr 1nr.1'l*0 Mu*CIF Iii r Nut Lr'. filer Fln�2 Ms SITE DrEVELlarNIENT REGti; T1O 'S Book II-2.2 Site Development Regulations Page 46 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.1. BUILDING ORIENTATION 1) REQUIRED BUILDING ORIENTATION. Where building orientation to streets and public spaces is required,primary entrances to all buildings must face and feature entrances that open directly on to publicly accessible streets, public spaces such as pedestrian promenades,public greens,plazas or squares, or Active Open Spaces(see Section 2.3.2). In instances where a choice must be made between orientation toward a primary public street or an open space, the primary public street should be given precedence. (i) Buildings Oriented to Active Open Space. When a building is located along an active open space(s),additional regulations or exceptions shall apply as referenced in Sections 2.2,2.3,and 2.5 governing building disposition,open space and architecture. (ii) Alleys and Passages. Alleys and passages do not qualify as streets and public spaces for the purposes of satisfying required building orientation. Parking structures, carriage houses and accessory buildings are encouraged to be located along alleys,rather than along streets or active open spaces. (iii) Unimproved Right-of-Way and Future Acquisition Area's The existing unconstructed Appleway right-of-way and future acquisitions areas (FAA's) identified in the Spokane Valley Municipal Code shall qualify as streets for the purpose of satisfying building orientation requirements. 2 "FRONT STREET"AND "SIDE STREET"CLASSIFICATIONS: Some regulations throughout Book II refer to"Front Streets" and"Side Streets." For the purposed of this Specific Plan,these terms are defined as follows: i) Front Streets shall include Sprague Avenue, Appleway Boulevard, City Center Core Street and City Center Street`B". ii) On corner properties along Sprague Avenue or Appleway Boulevard, Sprague Avenue or Appleway Boulevard shall be Front Streets, and all cross streets shall be Side Streets. The only exception to this is in the instance of the corner of the City Center Core Street at Sprague Avenue, in which case both Sprague Avenue and the Core Street shall be classified as Front Streets. iii) On corner properties along multiple Other Streets, any street along which as building's primary entrance is located shall be classified as a Front Street. The remaining streets shall be Side Streets. 2.2.2. BUILDING USE For the purposes of this Plan, all permitted and conditionally permitted uses have been classified into Use Categories. These categories are described in the table below. They include permitted and conditional uses for each category, as well as other aspects of their development such as size and location. All uses listed are permitted by right, except those uses specifically listed as Conditional. Conditional uses are defined as those which require special consideration either of their impacts on the neighborhood and land uses in the vicinity and/or of their physical organization and design and shall be processed consistent with the requirements of the SVMC 19.150. A conditional use shall be considered for approval if the proposed use conforms to all requirements specified in the conditional use policy,and if it conforms to the goals and vision of the Plan asset forth in Book I. All permitted uses for a single District Zone are allowed either alone or in combination with any other permitted uses within a parcel. Proposed uses that are not explicitly listed below may be permitted if they are deemed by the Community Development Director/Designee to meet the purpose and intent of the Plan.Adult uses are regulated in SVMC 19.80. Book II-2.2 Site Development Regulations Page 47 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1) RETAIL a) City Center Retail i) Permitted Uses: City Center retail anchors, including supermarkets, pharmacies, convenience stores, junior department stores and general merchandise "anchor retail" and "superstore" uses - particularly those not specializing in the sale of large-scale goods. (2) Retail sales&services,including the following: (a) Specialty food retail, including the following and similar specialty foods: chocolate/candy; general gourmet; ice cream; pastry/desserts; yogurt/dairy; doughnuts/bakery;wine shops and wine tasting and similar specialty foods. (b) Specialty goods retail, including the following and similar specialty goods uses: cooking supplies/culinary,general house wares; decorator/arts and design centers(including tile,floor and wall coverings); specialty hardware; antique stores selling high-quality used goods (this category excludes thrift and second-hand stores); party supplies; lamps/lighting; household accessories;books/magazines/stationary;music/instruments. (c) Quality goods and services, including the following and similar uses: small crafts; specialty furniture; clothing/shoe stores; stereo/video or computers; cameras/photography; sporting goods; bicycle shops; outdoor/sports clothing and supplies; toys/games; cards/gifts;jewelry; watches/clocks/plants;beauty/cosmetics;flowers;quality consignment stores (3) Eating and Drinking Establishments including the following uses: (a) Restaurants serving alcoholic beverages or providing entertainment provided this activity is clearly ancillary to food service. (b) Beverage vendors serving coffee, smoothies,juices,and other nonalcoholic beverages. (c) Chairs and tables for outdoor dining and carts for merchant display and sales (i.e. hot dog carts)may be permitted in the public right-of-way(i.e.in sidewalk areas)provided that: (i) The use maintains a minimum five-foot wide unobstructed portion of sidewalk corridor which is clear and unimpeded for pedestrian traffic. (ii) The use keeps the full width of the building entrance clear and unimpeded for building access. (4) Entertainment&recreation uses,including the following: (a) Movie theaters and private performing arts theaters. (b) Recreational uses such as bowling, roller-skating and ice-skating rinks, dance halls; in all cases the serving of alcohol must be clearly ancillary to the recreational use. (c) Music venues, dance halls, billiard rooms not serving alcoholic beverages, or those serving alcoholic beverages,provided this activity is clearly ancillary to food service. (5) Art galleries and display spaces with a retail component. (6) Health and exercise clubs. (7) Banks and financial institutions (8) Business services-businesses that generate a significant amount of foot traffic, such as computer and office supply,photocopy shops,photo finishers, and print shops-excluding sales and storage of heavy equipment. (9) Personal services - especially those types of services that are particularly neighborhood-oriented- including the following and similar services: photo shops, travel agencies, hair and nail salons, spas,beauty or barber shops,shoe repair. Book II—2.2 Site Development Regulations Page 48 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 ii) Conditional Uses,: -Upon granting of a Conditional Use Permit: (1) Bars and nightclubs and casinos, including establishments providing entertainment, and establishments serving alcoholic beverages not clearly ancillary to food service. (2) Farmers Markets and other seasonal sales. (3) Other similar and compatible uses deemed by the Community Development Director/Designee to meet the purpose and intent of the Plan. iii) Special Conditions: (1) Minimum interior height for ground level retail of all types is 14 ft.from floor to ceiling.This may not be applied to use conversion in an existing building. (2) Drive-up/drive through windows are allowed for permitted uses listed above with direct access to Sprague Avenue. iv) Prohibited Uses: (1) Bail-bonds offices (2) Gas Stations b) Neighborhood Center Retail i) Permitted Uses: (1) Medium to large-scale grocery store or supermarket not exceeding 65,000 sf. (2) Neighborhood-serving retail and services for which the nearby residential neighborhoods are the primary customers, featuring smaller scale uses up to 5,000 sf. per use, including small grocery stores,pharmacies,banks,hair and nail salons,beauty or barber shops, shoe repair,cafes and food sales(e.g. delicatessens,bakeries,butchers, etc.),and especially residential convenience uses such as video rental& sales, florists, dry cleaners, Laundromats, or business convenience uses such as copy shops,office supply,or photo developing. (3) Eating and drinking establishments, for which nearby residential neighborhoods are the primary customers,featuring small scale uses up to 2,500 sf.per use,including the following uses: (a) Fast food restaurants (b) Restaurants serving alcoholic beverages. (c) Beverage vendors serving coffee,smoothies,juices,and other nonalcoholic beverages. (4) Health and Exercise Clubs. (5) Banks and financial institutions (6) Business services -businesses that generate a significant amount of foot traffic,such as computer and office supply,photocopy shops, photo finishers, and print shops-excluding sales and storage of heavy equipment. (7) Personal services - especially those types of services that are particularly neighborhood-oriented- including the following and similar services• photo shops, travel agencies, hair and nail salons, spas,beauty or barber shops,shoe repair. ii) Conditional Use:-upon granting of a Conditional Use Permit: (1) Supermarket exceeding 65,000 sf. (2) Neighborhood serving retail&services exceeding 5,000 sf.per use. (3) Unanchored Neighborhood Center cluster of stores exceeding 25,000 sf. iii) Special Conditions: Book II—2.2 Site Development Regulations Page 49 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 (1) May be free-standing building or incorporated into mixed-use building. (2) Minimum interior height for ground level retail of all types is 14 ft. from floor to ceiling for new buildings. (3) Drive-through business are permitted subject to the following criteria: (a) Drive-through facilities are permitted on sites adjacent to a principal arterial street. Access and stacking lanes serving drive-through businesses shall not be located between a building and any adjacent street, public sidewalk or pedestrian plaza. (See SVMC 22.50.030 for stacking and queuing lane requirements. (b) Stacking lanes shall be physically separated from the parking lot, sidewalk, and pedestrian areas by landscaping and/or architectural element,or any combination therein. c) Mixed Use Avenue Retail i) Permitted Uses: (1) "Medium Box"Commercial Sales&Services including the following: (a) Establishments selling or servicing Large Scale Goods such as party goods, art supplies, sporting goods, auto parts, electronics or appliances, outdoor accessories, furniture, home furnishings,hardware,and home improvements stores. (b) Commercial services such as miscellaneous Repair Service uses with no outdoor storage, including plumbing services, laundry services, cleaning and janitorial service and supplies, vacuum cleaning and sewing repair and rental shops,etc. (c) Print and Graphics Supply and Service, including typesetting, lithography, graphics and art services,etc. (d) Big Box and Medium Box Warehouse retail, restaurant supply retail, and warehouse scale buying club retail. (e) Warehousing is permitted as an accessory to retail or light industrial use. The total area of a building to be used for warehousing may not exceed 30%of the total floor area. (2) Drive-in/Drive-up Fast Food Restaurants and espresso stands. (3) Gas stations and auto repair shops. (Gas station may be exempt from 2.2.3. Minimum Building Height Regulations and 2.2.12.Frontage Coverage Regulations.) (4) Convenience Stores (5) Veterinary clinics and"doggy day care"facilities. (6) Pawn shops,check cashing stores and casinos. (7) Funeral homes. ii) Prohibited Uses: (1) Full service restaurants (2) Used vehicle sales. d) Corner Store Retail i) Permitted Uses: (1) Corner Store: A maximum 2,500 sf. locally serving retail establishment that is integrated into a larger building on the corner of a block. (a) Corner store uses include the following: Small grocery stores, pharmacies, banks, cafes and food sales, residential convenience uses such as video rental & sales,florists, dry cleaners or Book 11—2.2 Site Development Regulations Page 50 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 Laundromats, or business convenience uses such as copy shops, office supply or photo developing. ii) Conditional Uses:,-Upon granting of a Conditional Use Permit: (1) Individual uses larger that 2,500 sf. provided that the use is unique and not already provided within a one(1)mile trade area. iii) Special Conditions:, (1) Corner Store Retail development may not exceed 5,000 sf.total per cluster. (2) Corner Store Retail must be located on the corner of a block, and the entrance must face a public street,square,or plaza space. (3) Minimum interior height for ground level retail of all types is 14 ft.from floor to ceiling.This may not be applied to use conversion in an existing building. (4) Drive-ups and drive-through are not permitted. e) Gateway Commercial Avenue Retail i) Permitted Uses: (1) Vehicle Sales and Services, including automobiles, recreational vehicles, boats, motor sports vehicles,etc. (2) Vehicle repair,body and glass shops. (3) Vehicle parts and accessories. (4) Gas stations. (Gas station may be exempt from 2.2.3. Minimum Building Height Regulations and 2.2.12.Frontage Coverage Regulations.) (5) Drive-in/Drive-up Fast Food Restaurants (6) "Medium Box"Commercial Sales&Services including the following: (a) Establishments selling or servicing Large Scale Goods such as party goods, art supplies, sporting goods, electronics or appliances, outdoor accessories, furniture, home furnishings, hardware,and home improvements stores. (b) Commercial services such as miscellaneous Repair Service uses with no outdoor storage, including plumbing services, laundry services, cleaning and janitorial service and supplies, vacuum cleaning and sewing repair and rental shops,etc. (c) Print and Graphics Supply and Service, including typesetting, lithography, graphics and art services,etc. (d) Big Box and Medium Box Warehouse retail, restaurant supply retail, and warehouse-scale buying club retail. ii) Prohibited Uses: (1) Full service restaurants ,9 Gateway Commercial Center Retail i) Permitted Uses: (1) Eating and Drinking Establishments including the following uses: (a) Restaurants serving alcoholic beverages or providing entertainment. (b) Bars,nightclubs and casinos. (c)Beverage vendors serving coffee,smoothies,juices,and other nonalcoholic beverages. (2) Entertainment and recreation uses including: Book II—2.2 Site Development Regulations Page 51 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 (a) Movie theaters and private performing arts theaters. (b) Recreational uses such as bowling,roller-skating and ice-skating rinks. (c) Music venues,dance halls,billiard rooms. (3) Financial Institutions ii) Conditional Uses: (1) Commercial outdoor recreation such as amusement parks, go kart tracks, athletic fields,mini-golf music/performance amphitheaters and similar uses. 2) CIVIC, QUASI-CIVIC, &CULTURAL i) Permitted Uses: (1) Cultural and entertainment facilities including community theaters, performing arts centers, museums,and auditoriums (2) Libraries (3) Public recreation facilities (4) Community centers,senior centers,teen centers (5) Childcare facilities (6) Social service facilities (7) Churches and places of worship (8) Sports stadiums (9) Fire and police stations (10)Transit facilities,terminals and stations (11)Educational facilities (12)General government offices 3) OFFICE i) Permitted Uses: (1) Business and professional offices (2) Data/telecommunication offices (3) Educational and instructional facilities (4) Exhibition,convention or other commercial assembly facilities (5) Medical and dental offices (6) Real estate agencies and general finance offices (7) Insurance agencies and title companies (8) Research and development offices (9) Indoor veterinary clinics ii) Conditional Uses: -Upon granting of a Conditional Use Permit: These uses are encouraged provided that the traffic impacts of these uses are analyzed and mitigated to the satisfaction of the Community Development Director/Designee. (1) Health clinics or Hospitals Book II—2.2 Site Development Regulations Page 52 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 4) LIGHT INDUSTRIAL i) Permitted Uses: (1) Light Industrial uses such as technology businesses,light manufacturing and assembly,plastic injection molding (thermoplastic), provided that the use does not produce excessive noise, vibrations or odor per SVMC Chapter 7.05,Nuisances. 5) LODGING i) Permitted Uses: (1) Hostels,Hotels,Motels(with common entry),Bed&Breakfasts 6) LIVE-WORK i) Permitted Uses: (1) Residential living space that also includes an integrated work space principally used by one or more residents. Work activity shall be limited to business(primarily office), and/or the making of arts and crafts, including painting, graphic production, photography, print, ceramics, sculpture, needlework, tapestry making, pottery making, hand weaving and other activities compatible with residential use. (2) Permitted work activities shall be classified as a business and shall be subject to all applicable City,County and State regulations. ii) Conditional Uses: -Upon granting of a Conditional Use Permit: (1) Work activities that require hazardous assembly, including fabrication, manufacturing, repair or processing operations such as welding and woodworking (with more than three fixed pieces of equipment). iii) Special Conditions: (1) The maximum number of employees not including the owner/occupant is limited to two. (2) Once established, Live-Work may not be converted to a solely commercial or business use. However,Live-Work units may revert to solely residential use. 7) RESIDENTIAL a) Multi-Family Dwellings with Common Entry i) Permitted Uses: (1) Buildings designed as a residence for three or more households where some dwelling units are accessed from a common lobby entry or shared hallway. (2) Assisted Living Facilities and Convalescent/Nursing Homes (3) Congregate Dwellings b) Attached Single Family Dwellings with Individual Entry i) Permitted Uses: (1) Buildings designed as a residence for two or more households where all dwelling units have a dedicated entrance accessed directly from the sidewalk or publicly-accessible open space. Includes duplexes and townhouses. (a) Attached Dwelling developments may be proposed outside of Planned Residential Developments(PRDs)and are not subject to minimum lot sizes. c) Detached Single Family Dwellings i) Permitted Uses: (1) A detached building designed as a residence for one household. Book IT—2.2 Site Development Regulations Page 53 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 8) SPECIAL CONDITIONS— These conditions apply to all uses: i) Outside Display (1) Items for sale or rental may be displayed outside during business hours only. (2) Items for sale may be displayed on public sidewalks provided that an minimum eight-foot wide unobstructed portion of the sidewalk corridor is kept clear and unimpeded for pedestrian traffic and the full width of the building entrance remains clear and unimpeded for building access. u) Outside Storage: (a) All storage must be within an enclosed building except that retail products that are normally displayed outside due to size,weight,or nature of the product,may be so displayed in all Districts except for the City Center District Zone. Examples include cars, boats, machinery, plant materials,seasonal products and storage sheds. (b) Inoperable vehicles shall not be displayed or stored outside. 2.2.3. BUILDING HEIGHT Building Height is defined, for the purposes of this Plan,as the vertical extent of a building. Height for buildings is regulated by both the number of floors permitted, and by total feet permitted. New structures must meet the minimum and maximum for both floor and dimension requirements. The number of floors shall include all floors located above the average finished grade, and shall not include portions of the building substantially submerged or partly submerged below grade such as basements or podiums. Height shall be measured from the average finished grade to the top of cornice, parapet, or eave line of a peaked roof. Height for buildings with mansard roofs maybe measured from average finished grade to the top of the mansard roof ridge line(see Section 2.5.4.Architectural Elements for regulations governing roof design). Permitted minimum and maximum heights shall be as determined in Section 2.1.District Zones Regulations. Portions of a building that are not part of the primary building mass, such as entrance porticos,bays and stoops, are not required to meet minimum height requirements. Parking podiums are not required to meet minimum height requirements. Portions of the building that extend above the primary building mass, such as dormers, roof-top cupolas,elevator and mechanical equipment enclosures,roof deck trellises,gazebos,and other special features,shall not exceed the maximum height requirement by more than ten(10)feet. Accessory buildings, including non-dwelling units such as freestanding garages for individual residential units, service structures and tool sheds, shall not exceed one and one-half stories or 14 feet. Corner Entry Private Frontages(see Section 2.2.6.)shall not exceed the permitted maximum height by more than 20 feet. Book II—2.2 Site Development Regulations Page 54 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 'QO s*lop f TOP OF CORNICE, PARAPET, EAVE LINE ____\ T I 3 i S O cn o ',I- LL _ O c_0 ,..E Z 1 AVERAGE FINISH GRADE r FIG.2.2.3. BUILDING HEIGHT 2.2.4. RELATION TO SINGLE FAMILY HOMES A relational height limit to single-family homes is established in order to create an appropriate height relationship where new development within the Plan Area is adjacent to existing single-family homes outside of the Plan Area. This relational height limit shall apply as required in Section 2.1.District Zones Regulations. 1) Abutting: Where new development is on a parcel abutting a parcel with an existing single family home outside of the Plan Area then the height of new development may not increase by more than 45 degrees when measured from the angle that originates at 15 feet above the applicable property line (creating a 1 to 1 height to setback ration)as shown in Fig.2.2.4. 1)Relation to Single-Family Homes(Abutting). 2) Across Streets: Where new development is on a parcel directly across the street from a parcel with an existing single-family home outside of the Plan Area then, as shown in Fig.2.2.4. 2) Relation to Single-Family Homes(Across Streets),the height of new development: i) May not exceed a maximum of 3-stories within 20 feet of the required minimum Front or Side Street Setback,and ii) May increase in height up to the permitted height limit after a step-back of 20 feet from the required minimum Front or Side Street Setback. Book II—2.2 Site Development Regulations Page 55 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 1 / 4 PROPLRTY LINL/ PLAN ' AREA BOUNDARY 1 [77 / Height Limit.er / - I /- , t •c�'-/ 1 `�~ J: T Detached / 4, f Single-Family Row or Side Setback Homt FIG.2.2.4. 1 ) RELATION TO SINGLE-FAMILY HOMES (ABUTTING) Rogiired min.front ' or Side Street Setback I rnlr, 20 Std-hack "Height Limn (I Body of Sidewalk Sack of Sidewalk !' I Rda lonol Hei ht Limit I max.a3 Model I I I I 1 ' 1 I I 1 1 I 1 I I I I 1 � U*cached I Single- orntiy IC Home Street I FIG.2.2.4. 2) RELATION TO SINGLE-FAMILY HOMES (ACROSS STREETS) Book II—2.2 Site Development Regulations Page 56 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.5. PUBLIC FRONTAGE IMPROVEMENTS 1) DEFINITION Public Frontage is the area between the thoroughfare curb face and the back of sidewalk line, including the sidewalk and any sidewalk landscape areas as shown in Fig.22.5.Public Frontage. All parcels along Sprague Avenue and Appleway Boulevard are required to contribute to Public Frontage improvements. Where Public Frontage improvements are required, the exact location of the back of sidewalk shall be based on the street configurations described in Section 3.3.Streetscape Improvements and may or may not coincide with the existing front property line. When approved streetscape plans are drafted, those plans shall be used as a baseline to determine the back of sidewalk location with approval of the Community Development Director/Designee. Required Public Frontage improvements must be coordinated with Private Frontage,'Front Street Setback area treatments and,in many cases,may necessitate the provision of additional sidewalk width on private property. As development occurs, property owners shall contribute Public Frontage improvements either through construction of the public frontage or an in-lieu fee. Typical Public Frontage requirements for each District Zone are described below. Actual requirements shall be determined on a case by case basis by the Community Development Director/Designee. See Book III: City Actions for more information about staged implementation of street network and streetscape improvements along Sprague Avenue and Appleway Boulevard. ! { I l Lott OF SIi1 WASR,' CAMP C17!21v/ k SACK CF 1*1tWA.R 4 '��err _ = R -ivizie FIG.2.2.5. PUBLIC FRONTAGE - DEFINITION 2) SPRAGUE AVENUE Public Frontage contributions and Private Frontage/Front Street Setback area treatments shall be coordinated with street improvements as follows: a) City Center District Zone: i) North Properties: The future curb and back of sidewalk will correspond approximately to the existing curb and back of sidewalk. (1) Prior to Streetscape Improvements: Public Frontage shall be constructed by developers as development occurs and Private Frontage/Front Setback Area treatments shall be built to the existing back of sidewalk. Book II—2.2 Site Development Regulations Page 57 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 (2) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. ii) South Properties: The future curb will be relocated and the future back of sidewalk will be located approximately 10 feet south of the existing right-of-way. (1) Prior to Streetscape Improvements: an in-lieu fee for future improvements shall be required, Private Frontage/Front Setback Area treatments shall be built to the future back of sidewalk, and temporary sidewalk improvements shall be built between the existing back of sidewalk and the future back of sidewalk. (a) For large developments, the entire public frontage may be required to he built as development occurs(to be determined by the Community Development Director/Designee). (2) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. � r� f —1--, Office / fl 'tt Housing 0 44-‘ '- - 1 .N T� .■ 4 •IA...iZt:IA .,4",tr(' Retail er 1 ii, EXISTING BACK 0i ,EXISTING CURB OF SIDEWALK i FUTURE BACK 0 4FUTURE CURB OF SIDEWALK FIG.2.2.5. 2)a)ii) CITY CENTER NORTH PROPERTIES Book II—2.2 Site Development Regulations Page 58 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 `-5 r--f� r 1_. r.f, Office /..... igtir -atut.‘:._ .0 ` :• Housing Zfr1011 0 1. 5%tti - iVi ''' 3 i Retail 1 .��...:-sir_ L i _t_j 1 1 ■ Build-To-Liric Q1 CITY CENTER EXISTING CURB 0.1 1 ,EXISTING BACK OF SIDEWALK FUTURE CURB I /FUTURE BACK OF SIDEWALK FIG.2.2.5. 2)a)ii) CITY CENTER SOUTH PROPERTIES Book II—2.2 Site Development Regulations Page 59 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) Neighborhood Center District Zone: The future curb-to-curb will be narrowed and the future back of sidewalk will correspond approximately to the existing back of sidewalk. i) Prior to Streetscape Improvements:an in-lieu fee for future improvements shall be required and Private Frontage/Front Setback area treatments shall be built to the existing back of sidewalk. ii) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. {� e- 5vy • ■ • Retail I1 ci EXISTING CURB 11101 4 EXISTING BACK OF SIDEWALK FUTURE CURB 4 FUTURE BACK OF SIDEWALK FIG.2.2.S. 2)U) NEIGHBORHOOD CENTER c) Mixed-Use Avenue District Zone: East of University Road The future curb-to-curb will be narrowed and the future back of sidewalk will be located within the existing right-of-way. i) Prior to Streetscape Improvements: an in-lieu fee for future improvements shall be required and portions of Private Frontage/Front Setback area treatments shall be built to the existing back of sidewalk. Remaining Private Frontage/Front Setback area treatments shall be built to the future back of sidewalk upon street reconfiguration. ii) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. Book II—2.2 Site Development Regulations Page 60 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 d) Mixed Use Avenue District Zone: West of University Road The future curb and back of sidewalk will correspond approximately to the existing curb and back of sidewalk. i) Prior to Streetscape Improvements:Public Frontage shall be constructed by developers as development occurs and Private Frontage/Front Setback area treatments shall be built to the existing back of sidewalk. ii) Following Streetscape Improvements: An in-lieu fee shall be required to cover improvements as constructed. Fig.2.2.5.2)c) Mixed Use - West Side of University Road • • l _ rrt: • ti EXISTING CURB EXISTING BACK OF SIDEWALK FUTURE CURB /FUTURE BACK Of SIDEWALK Book II—2.2 Site Development Regulations Page 61 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 e) Gateway Commercial Center&Gateway Commercial Avenue District Zones: The future curb and back of sidewalk will correspond approximately to the existing curb back of sidewalk. i) Prior to Streetscape Improvements: Public Frontage shall be constructed by developers as development occurs and Private Frontage/Front Setback area treatments shall be built to the existing back of sidewalk. ii) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. -- IIr I EXISTING CURS O.; , 4 EXISTING BACK OF SIDEWALK FUTURE CURB ■I 4FUTURE BACK OF SIDEWALK FIG.2.2.5. 2)d) GATEWAY COM NlErt CIAL CENTER AND GATEWAY AVENUE Book II—2.2 Site Development Regulations Page 62 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 3) APPLEWAYBOULEYARD Public Frontage contributions and Private Frontage/Front Street Setback area treatments shall be coordinated with street improvements as follows: a) Community Boulevard District Zone: The future right-of-way will be widened to approximately 100 feet in locations where the existing right-of- way is narrower than 100 feet. Where the existing right-of-way is 100 feet, the future back-of sidewalk will correspond approximately to the existing right-of-way. Where the existing right-of-way will be widened,the future back-of sidewalk will be located along the future right-of-way. i) Prior to Streetscape Improvements:an in-lieu fee for future improvements shall be required and Private Frontage/Front Setback area treatments shall be built to the future back of sidewalk. ii) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed. ,s_cz ow :• ci.".4‘91'f_• • r Housing • • .._ - EXISTING RIGHT OF WAY FUTURE BACK OF 11. 44 FUTURE CURB SIDEWALK or FUTURE WIDENED RIGHT OF WAY F1G.2.2.5. 3)A) Ft sax) r∎ T1AL $OLTLES'./.RD b) Gateway Commercial Center&Gateway Commercial Avenue District Zones: The future curb may be relocated and, in most cases, the future back of sidewalk will correspond approximately to the existing back of sidewalk. i) Prior to Streetscape Improvements: Public Frontage shall be constructed by developers as development occurs and Private Frontage/Front Setback area treatments shall be built to the existing back of sidewalk. ii) Following Streetscape Improvements: an in-lieu fee shall be required to cover improvements as constructed Book 11—2.2 Site Development Regulations Page 63 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 0,clit.),„r,..f, il- ;0 . .. , iiii.,\_, f. *:r.. 41`.9 ' ^,o,i l . i, y; '� Housing 6 /1 _ ._l erg i, . I EXISTING CURB P '4 EXISTING BACK (VARIES) 1 • OF SIDEWALK I FUTURE CURB 4 FUTURE BACK OF SIDEWALK FIG.2.2.5. 3)b) GATEWAY COMMERCIAL CENTER AND GATEWAY AVENUE 2.2.6. PRIVATE FRONTAGE 1) DEFINITION Private frontage includes both: 1) Portions of a property between the back of sidewalk line and the primary building façade 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 toward streets or active open spaces as shown in Fig. 2.2.6. 1) Private Frontage. I i w 14 IA K OP 5IDIWALt SACK Of SIO(WI...[,1 --1-- 1— --/-\, — TOP OP to.w IS!atz ' dri&Is.,. n-4 b'%. i `sue 2ND•nooe I .. ` ■ ,::"3 7 .,-,--,4 n .. ..._ _ . /'br _. .7,, •Fl! _ I I c,_ /i CIA s -— T ..___,;:F FIG.2.2.6. 1 ) PRIVATE FRONTAGE - DEFINITION Book II—2.2 Site Development Regulations Page 64 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2) PRIVATE FRONTAGE TYPES A property's permitted and.'or required Private Frontage Types shall be as specified within each District Zone's regulations charts. All permitted frontage types for a single District Zone are allowed either alone or in combination with any other permitted frontage type within a single building as specified by the District Zones Regulations. Private Frontage standards regulate a building's primary entrance treatments, encroachments, setback areas and property edges as shown in the Fig.2.2.6. 2) Private Frontage Type Specifications (see following pages). Several Private Frontage Type Specification illustrations depict the front setback dimension with an "x". The minimum and maximum number for that setback dimension shall be as specified in Section 2.1. District Zones Regulations. Private frontage regulations apply along the full length of the property frontage,even where there is no building façade. 3) CORNER PARCELS On corner parcels, the Front Street Private Frontage treatment shall extend along the entire length of the Front Street's back of sidewalk. The Side Street Private Frontage treatment shall extend along the remainder of the Side Street's back of sidewalk as shown in Fig.2.2.6.3)Private Frontage—Corner Parcel. Corner Parcels must locate an entrance(s) along Front Streets or incorporate a corner entry. Entrances are permitted,but not required along Side Streets. mac;, C . ate- 1 Naa.U I .o aenu.nss I ,�t141.f,l Y..,! i I - F i s i FIG.2.2.6. 3) PRIVATE FRONTAGE - CORNER PARCEL 4) ACTIVE OPEN SPACES Along Active Open Spaces,Private Frontage shall be defined as the portion of a property between the building facade and the Active Open Space Edge(see Section 2.3.2.Open Space Regulations). Buildings oriented towards Active Open Spaces shall select from permitted Private Frontage Types for all entrances located along the active public space. 5) EDGE TREATMENTS Fenced Edge, Terraced Edge, and Flush Edge are edge treatments that are combined with Private Frontage Types and establish a desirable relationship between front setback areas and the public sidewalk. When landscaping Grand Portico, Forecourt, Grand Entry. Common Lobby Entry, Stoop, Porch, and Front Door setback areas, an edge treatment must be selected from those permitted for the given District Zone and applied to the setback area in accordance with the specified edge treatment's regulations. 1) SHOPFRONT The Shopfront frontage type defines the primary treatment for ground-level commercial uses oriented to display and access directly from public sidewalks. Each Shopfront must contain at least one welcoming building entrance. It shall have clear-glass display windows framed within storefront pilasters and base. A minimum three(3) foot zone behind the window glazing must provide an unobstructed view of the establishment's goods Book 11—2.2 Site Development Regulations Page 65 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 & services. Entrances are constructed at sidewalk grade. Shopfront composition should include projecting signs, as well as window signs and awning signs. Close proximity to high volumes of pedestrian traffic make attention to craft and visual interest within the storefront façade important. Shopfront and awning design should vary from Shopfront to Shopfront. Shopfronts are built up to the back of the public sidewalk, and any setback areas must be treated as extensions of the sidewalk space. Recessed entrances are permitted with a maximum width of 15 feet. Restaurant Shopfronts may set back a portion of the Shopfront façade to create a colonnaded outdoor dining alcove that is a maximum of 12 feet deep. The set back portion of façade that is oriented towards the street must have display windows. The alcove must also have columns along the sidewalk at a maximum spacing of 15 feet on center. The alcove may not rely on adjacent buildings for enclosure. The Shopfront frontage type is specifically intended to provide block frontages with a multiplicity of doors and display windows, so Shopfront width must generally be kept to a minimum and shall not exceed the lengths shown in the 2.2.6. Shopfront Regulations chart below. 2.2.6- 1) SHOPFRONT REGULATIONS 2.1 District Zone Core Streets Ne Care Streets AL Omer Dutsiru A-Shopfront Length Geese 1s3!Cr n co311'4o :ice 5' A Anckot RELI onh'r t3-Articulation Increment 25 rim 50'Ear, 50'na Tenant - 1 Tenant - 2 A-Shopfront Length is the length of each Shopfront Frontage Type segment as measured from centerline to centerline of the articulation elements at either deg of the Shopfront segment. C � {NI ,1 H- Articulation Increment is the length bete een each Articulation r 1 _ :�— — — `—E� Element in a Shopfront segment as ILL f, ( -ft : measured from centerline to centerline of permitted Shopfront Length Articulation Elements(see B 1` B 2.5.3 Length Massing and Composition). lr A A A SHOPFRONT REGULATIONS IN ELEVATION Book II—2.2 Site Development Regulations Page 66 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 "4 BACK OF stotwALK 11 s.0 o•srowr..z --J Shopfront II l'i J iniellili, 1--7 '� _�..'- 111111 `4 I nte•,B..ssw Shophont t It With RIM• fossaod i Entry _ jq • �Ign■ ,.Y ► 1 Shopfront - wiz T0. With It '� Dtnlnp . Ill ,-- min Alcove °'°` � 1 —. Unobstructed View Required '1 PLAN SECTION Figure 2.2.6.2 Private Frontage Type Specifications Book H—2.2 Site Development Regulations Page 67 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2) CORNER ENTRY A corner entry is a distinctive building entry element to emphasize the corner of a building. This frontage differentiates the corner of the building primarily through vertical massing and articulation with elements such as a corner tower, which is created by articulating a separate,relatively slender mass of the building,continuing that mass beyond the height of the primary building mass,and providing the top of the mass with a recognizable silhouette. A corner entry mass may encroach into the required setback areas but may not encroach into the public right-of-way. Corner entry features may also exceed the permitted height limit by 20 feet. Other elements can be used to create a corner entry but must place a similarly significant emphasis on the corner. Such elements include façade projections/recessions,balconies,roof articulation,and changing repetitive facade elements such as window type. 14 SACK OF SIOEWA:K 1 LACK OF SIDEWALK i! r L. I : V., '---71-4 SACK Of EN Mill 611111111111111101111 Ill/ MI t111s1111 MI=MIN III Is'. Book II—2.2 Site Development Regulations Page 68 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16.2009 3) ARCADE An arcade is a colonnaded space at the base of a building running along the sidewalk resulting in a covered sidewalk space. This frontage type requires the ground floor to be constructed at or close to sidewalk grade, and so is not appropriate for buildings with ground-level residential use. Due to lack of visibility from the street, the arcade shall not be combined with Shopfronts. Minimum arcade width is 12 feet, and maximum column spacing along the street is 15 feet. Ceiling beams and light fixtures that are located within the column spacing geometry greatly enhance the quality of the space and are recommended. Setback areas must be treated as an extension of the sidewalk space. II BACK Of$IDOWAMK .4 SACK Of$IOfWAtI 5 __II I11111 1 I I ! 1 I L .§... i i 7 1 _ ..______ _ __ Iv s !1111116.0 _ MN _ 111111! I k I II • i ,....... ..1-111 4) GRAND PORTICO A portico is a roofed entrance supported by columns appended to the primary plane of the building's front façade. The portico may encroach into the front setback area. A "grand portico' is a portico expressed at a civic scale, meant to project the image of an important community building. A grand portico is an appropriate frontage for civic buildings such as city halls, libraries,post offices, as well as for quasi-civic buildings such as hotels with ground level convention facilities,or movie theaters. This frontage type is not typically appropriate for residential buildings. A "grand stair" makes an excellent appendage to a grand portico frontage. Setback areas must be landscaped for non-commercial buildings and may be paved for commercial buildings. y SACK Of S)DEWALK A BACK OF SIOEWAtK t 1' • _ I • _ _ _ _ _ _/____ _ ,... l'hi 4 I 2 • II • IlL • 1 < x Book II—2.2 Site Development Regulations Page 69 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 5) FORECOURT A forecourt is a courtyard forming an entrance and lingering space for a single building or several buildings in a group,and opening onto the public sidewalk. The forecourt is the result of setting back a portion of the primary building wall. It must be enclosed on three sides by building masses on the same property, and therefore cannot be built on corners,or adjacent to a building already set back from the sidewalk. The forecourt opening shall be a maximum of 30 feet wide. It may feature a decorative wall or fence on the sidewalk side that creates a gateway into the forecourt. A forecourt can be appropriate for ground floor or upper floor residential uses when combined with stoops or flush single entries, or can be combined with Shopfront frontage types for retail and office developments. When combined with stoops, the courtyard may be slightly raised from sidewalk grade and landscaped or paved, with a decorative wall along the sidewalk edge. When combined with retail, restaurant and service uses, all three sides of the courtyard must feature Shopfront entrances and display windows and the forecourt must be treated as an extension of the sidewalk space. Any setback area treatment is determined by the development's primary frontage type. 4 C•.: or SIDEWALX 4•ACK Of su.s.rwA.x I 1 _ff— II�"' L mil—7 r...l.-1-. E - Wil 1 1 B 6) GRAND ENTRY A grand entrance is a primary entrance with a grand architectural expression. A grand entrance should be prominent and easy to identify. Entrances may be inset slightly from the primary building wall and are typically raised above the sidewalk. This frontage type is appropriate for office and multi-family residential uses accessed from a common lobby. Setback areas may be landscaped, paved, or be a combination of landscaping and paving. 4 BACK OF SIOEWMx 4 BACK OP SIDEW'AJ •_ 1_ • 1 lam. I H Book II—2.2 Site Development Regulations Page 70 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 7) COMMON LOBBY ENTRY A common lobby entry is a frontage type intended for limited use in Commercial and Mixed-Use Building Types featuring ground level Shopfronts, to provide common access to lobbies serving upper level residential, office or hotel uses. When used in this way, the setback area treatment is determined by the development's primary frontage type. Entrances may be inset up to five(5)feet from the primary building wall. rRACK OF SIDEWALK 44 BACK OF*+►AM 1 1111114 1 sijni 1 1111111H 8) STOOP A stoop is an entrance stairway to a residence typically constructed close to the sidewalk. Stoops may feature a portico entrance at the top of the stair, and may encroach into the front setback area. Multiple stoops may be combined to increase the scale of the entrance. This frontage type is suitable only for residential use. Setback areas must be landscaped. BACK Of SIDEWAI X ;I KICK(Of SIDEWALK 01111 1 _ _ _ __ '111 1 '1 _, 1 I t ]IIOI1 i Book II—2.2 Site Development Regulations Page 71 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 9) PORCH A porch is a roofed space,open along two or more sides and adjunct to a building,commonly serving to shelter an entrance and provide a private outdoor space appended to a residence. Porches may serve multiple entrances. When expressed as a separate mass appended to the primary front building plane, the porch may encroach into the front setback zone. This frontage type is appropriate for residential use only. Setback areas must be landscaped. 4 SACK OF SIDEWALK( 4 LACK Of SIDEWALK -. = 1 I III t-- - 1 1 m i • ' I■ pi I 7 7 --:-..'-: -- ..:-:. Ill , ,1111 i E ( x 10)FRONT DOOR A front door features a residence's main entrance with a deep setback, creating a gracious open space along the property frontage. This frontage type is appropriate for residential use only. Setback areas must be landscaped. Ii SACK Of SKJEWAiK '4 RACK Of SIOEWALC '` , L___:_ _ i _:ii • 11 -. ----in. lii " � Book II—2.2 Site Development Regulations Page 72 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 11)PARKING STRUCTURE ENTRY A parking structure entry provides dedicated pedestrian access to parking structures. It shall be prominent and easy to identify with access from the sidewalk. SACK Of SIOEWALK 14 SACK Of SIDEWALK I • � 71 x 12) VEHICLE DISPLAY: Option 1 This vehicle display frontage is intended for vehicle sales. The frontage features a row of angled parking spots in combination with an optional raised vehicle podium along the back of sidewalk for the expressed purpose of displaying vehicles for sale to drive-by customers. The angled parking spots are buffered from the sidewalk by a planting strip. Decorative walls, fences, bollards, and/or lighting treatments are recommended within the planting strip. Behind the row of display vehicles,the building shall have clear-glass display windows framed within Shopfront pilasters and base. SACK Of SIDEWALK A SACK OF SIDEWALK r _ _ _ ed. ■ 7/) -- 1 < x Book II—2.2 Site Development Regulations Page 73 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 13) VEHICLE DISPLAY: Option 2 This vehicle display frontage is intended for vehicle sales. The frontage features an access lane providing access to a row of angled parking spots in combination with an optional raised vehicle podium in between the sidewalk and the existing curb face for the expressed purpose of displaying vehicles for sale to drive-by customers. The access lane and angled parting spots are separated from the thoroughfare by a planted median. Because the sidewalk is located far from the curb face, this frontage type shall have 0 foot front street setback. Buildings shall have clear-glass display windows framed within Shopfront pilasters and base. I i 14 LACK OF SIDfWAU( 1'4 BACK OF SIDEWALK Hi .(K-------. , ,v . ,\T/ _. I �, - _ _______ ____ __ , ,. . .. . 4 kx. ill ,: ,....1....ar., Book H—2.2 Site Development Regulations Page 74 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 14)Edge Treatment: FENCED A fenced edge is an edge treatment characterized by a low decorative fence constructed at or very close to the edge of the public sidewalk. A low masonry base makes an excellent addition to the decorative fence. The fence may be located along the public sidewalk or setback as shown. ,4 SACK OP SJOtWAUK L RACK OF SIDEWALK . .., I■■- I rh III - i WM F.nc.- 1 ■ ■ . • 15)Edge Treatment: TERRACED A terraced edge is an edge treatment characterized by a raised, planted front yard and decorative low retaining wall at, or very close to, the edge of the public sidewalk. The retaining wall may be located along the public sidewalk or setback as shown. SACK Of UC X a4 LACK OF SIDEWALK I a■■: l !!. I . pr MI I III■II- f■ Terrace I I ' I■■ i .: 1111111 1 ..,, IL . 16)Edge Treatment: FL USI A flush edge is an edge treatment characterized by a landscaped front yard which is built at sidewalk grade and extends to the edge of the public sidewalk. SACK OF SIDEWALK LI SACK Of SIDEWALK - MIN I•1 •, ,■■ . . ■■■ 1 _ _ _ I_ I■ N I �■ Flush I Book H—2.2 Site Development Regulations Page 75 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.7. FRONT STREET SETBACK Front Street Setback is defined as the required distance from the back of sidewalk line along a Front Street to a primary building facade.This is illustrated in Fig.2.2.7.Front Street Setback. Section 3.3 of Book III: City Actions are adopted as part of these development regulations. Along streets with approved street reconfiguration plans, Front Street Setback distances shall be measured based on either 1) the back of sidewalk location following street reconfiguration, or 2) approved City plans for street reconfiguration that relocate the back of sidewalk. Front Street Setback areas must be landscaped according to the principles set forth in Section 2.3.Street and Open Space Regulations except where exceptions are noted within the Private Frontage Standards for a particular Frontage Type or in Section 2.1.District Zones Regulations. Several Frontage Types' plan and section illustrations depict the front setback dimension with an"x". The minimum and maximum number for that setback dimension shall be as specified in Section 2.1.District Zones Regulations. At required setback areas, arcades, awnings, entrance porticos, porches, stoops, stairs, balconies, bay windows, eaves,and covered entrance overhangs are permitted to encroach within the required front street setback as shown in the frontage type illustrations. Encroachments may extend up to a maximum of six(6)feet into the private frontage. At zero-setback areas, building overhangs such as trellises, canopies and awnings may extend horizontally into the public frontage up to a maximum of six (6) feet. These overhangs must provide a minimum of eight (8) feet clear height above sidewalk grade. 1) Active Open Spaces The minimum setback dimension along all Active Open Spaces shall be five (5) feet from the Active Open Space Edge(see Section 2.3.2.Open Space Regulations). 2.2.8. SIDE STREET SETBACK Side Street Setback is defined as the required distance from the back of sidewalk line along a side street to a primary building facade.This is illustrated in Fig.2.2.8.Side Street Setback. Side Street Setback areas must be landscaped according to the principles set forth in Section 2.3.Street and Open Space Regulations except where exceptions are noted within the Private Frontage Standards for a particular Frontage Type or in Section 2.1.District Zones Regulations. Several Frontage Types' plan and section illustrations depict the setback dimension with an"x". The minimum and maximum value for that setback dimension shall be as specified in Section 2.1.District Zones Regulations. FRONT snurT sumo. -r r -. • a�MP 1 ►.on. - -- /eCMJ S►.wt St...�l -1 1 PtP#ATS MONTAG. Sorbed Si•brcy Sz 1 l Kgrebatch I ! eta —1 PitOnItTY 1..1 1:144 SACK or siorw ax I I FIG.2.2.7. FRONT STREET SETBACK & FIG.2.2.8. SIDE STREET SETBACK Book II—2.2 Site Development Regulations Page 76 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.9. SIDE YARD SETBACK Side Yard Setback is defined as the required minimum distance from the side property line to any building as shown in Fig.2.2.9. Side Yard Setback. The dimension of the Side Yard Setback shall depend upon whether or not the sidewall has windows into active living spaces. The Side Yard Setback area must be landscaped according to the principles set forth in Section 2.3.Street and Open Space Regulations. The minimum required setback dimension to structures with windows and structures without windows shall be as specified in Section 2.l.District Zones Regulations. 2.2.10. REAR YARD SETBACK Rear Yard Setback is defined as the required minimum distance from the rear property line to any building as shown in Fig. 2.2.10.Rear Yard Setback. The required Rear Yard Setback area must be landscaped according to the principles set forth in Section 2.3. Street and Open Space Regulations. The minimum required setback dimension shall be as specified in Section 2.1.District Zones Regulations. rROnfi sTSEuT _raP - ii._ - _ —s--go.I• _ 4 a ismowi_ i• i I :>�� mod; a I �a I 1 s..d flaw Vs.411 • 1------gr.-,,-.;-. — --4--— ----• t I•snc.c a s tc�cww�< I FIG.2.2.0. SIDE IC'A ID SETBACK Si. FIG.2-2.1 0. R EAIR YARD SETBACK 2.2.11. ALLEY SETBACK Alley Setback is defined as the required minimum distance from the alley right-of-way to any building as shown in Fig. 2.2.11.Alley Setback. The Alley Setback area must be landscaped according to the principles set forth in Section 2.3. Street and Open Space Regulations. The minimum required setback dimension shall be as specified in Section 2.1.District Zones Regulations. - - fir___El i ii -_ ii_ ��»aI w=M��E- SACK OP SIDCWALk - - Yard Sid. i S.tn ock I Kv-d d ' 5r+ho= erbo<Il Snt Dock . �yi l.y . 'MI■ - - s.tboc._ _ _ 1 -- ALLEY -_ 1lTYUNE �� . lIT FI(i.2.2.1 1 . ALLEY' SETBACK Book II—2.2 Site Development Regulations Page 77 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.12. FRONTAGE COVERAGE Frontage Coverage is defined as the minimum percentage of the length of the Frontage Coverage Zone that shall be occupied by a primary building facade(s). The Frontage Coverage Zone is defined as the space between the minimum and maximum front street setback lines and the minimum side yard or side street setback lines as shown in Fig. 2.2.12.Frontage Coverage. Minimum Frontage Coverage percentages shall be as specified in Section 2.1.District Zones Regulations. In order to connect the public sidewalk with active open spaces,courtyards,parking lots,and alleys in the interior or at the rear of a parcel,development may incorporate a paseo that counts towards the frontage coverage requirements. A paseo is a paved pedestrian walkway penetrating the building to access interior parking, courtyards, or other public spaces. The width of a paseo may not exceed 15 feet. /*OK-STRU' Y Y X x + iiil-i�ii-at�i^--i iir aiii iii 1 _�_ i__i ( Y MOM.FRONT STRUT SMACK ` I i I MA PFROM'tato SE-V.0( I P. CO�tAAdi f ji 2OP. �%% r:': ' fx III g i - , �r' c 1 $i Q I Cfl**A11 • x x I DO• I P ei I'l 1 41.■Hil li (") FIG.2.2.1 2. FRONTAGE COVERAGE 2.2.13. BUILD-TO-CORNER The Build-To-Corner requirement specifies that buildings must"hold the corner" of the parcel at the intersection of two streets. The Build-To-Corner location is defined by the required front street and side street setback lines as shown in Fig. 2.2.13.Build-To-Corner. This requirement shall be as specified in Section 2.1.District Zones Regulations. Where the Build-To-Corner Building Placement is required,all corner parcels must meet this requirement by siting a building at its street corner. REQUIRED CORNER LOCATION;BATCHED AREA] r_ 'i-— - BACK OFSIDEWALK - / ■ - - - - i - -- MIN^f ROOT STREET SETBACK 4. I I I i MAX PRONT STREET SMKACK -. y V I I . T ( a I ( I :14_1 7,0" r:.:-,1 I '11 S 4 4 CII & I N -I; 1 g , _., 1 II -i i I 1 FIG.2.2. 1 3. BU1LD-TO-CORNER Book 11—2.2 Site Development Regulations Page 78 of 199 • Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.2.14. MAXIMUM BUILDING LENGTH Maximum Building Length is defined as the total length of a primary building mass fronting a street or active open space as shown in Fig.2.2.14.Maximum Building Length. Maximum building length shall be as specified in Section 2.1.District Zones Regulations. Buildings shall not exceed this maximum length. A developer may build multiple buildings,each with an individual length that does not exceed the maximum building length. Exceptions to maximum building length may be granted by the Community Development Director for senior housing projects. Senior housing projects may include independent, assisted living and nursing home units. The buildings must be designed in a way that conforms to the overall intent of the District zone in which it is proposed for construction. For example,sections of the building within the setback area may not be longer than the maximum building length, as shown in Figure 2.2.14. The "notched" area must be stepped back from the front wall a minimum of 20 feet. Landscaping shall also be used to minimize the building's impact. In any case, the maximum building length shall not exceed 180 feet. f 180 ft maximum ► 20 ft 6'.� ,t • 80 ft ► I I Setback Area Figure 2.2.14 Conceptual Building located in Residential Boulevard District Zone Book II—2.2 Site Development Regulations Page 79 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.3. STREET AND OPEN SPACE REGULATIONS This section contains standards and guidelines designed to ensure that streets, blocks, open spaces, and landscaping throughout the Plan Area are provided and built with the quality and care necessary to enhance the transportation network, provide proper accessibility, and ensure the development of a wide range of public places within corridor as it intensifies. In addition to regulatory policies for the provision, configuration, and design of streets and open spaces, this section provides standards and guidelines for on-site improvements such as the design and landscaping of all spaces including front, side, and rear yards; screening for utility and service areas; as well as policies governing the treatment of furnishings,plant materials,and lighting. Modifications to existing streets will require the evaluation of stormwater systems to make sure they will function properly in the new street configuration. 2.3.1. STREET STANDARDS The Street is defined as the area between back-of-sidewalk lines as shown in Figure 2.3.1 -Corridor Definition of Terms. It includes the moving lanes, parking lanes and medians as well as the sidewalk and any sidewalk landscape areas. Street Standards determine the requirements for the provision, configuration and design of new streets. They are established to enhance the connectivity of streets, to create safe and attractive streetscape environments,and to encourage walking throughout the Plan Area. All new streets constructed within the Plan Area shall be designed and configured according to the following regulations(pavement section designs for the street types will be based on Engineering design standards). aar_4 cr.al,_wmApl 14*Atli or aict.N_� w.Ac.lr tea • k 4 _.•. twat t ftr. r. •t M311.1C 1! r-a�sc., .wtae� V P1.II P_ V rar:r.^ ` r _"V-...iGt A.ffcNM= A - _-_ - ` r�M-w4L ' P �G: mambas tt 3 FIG.2.3.1 . CORRIDOR DEFINITION OF TERMS 1) STREET PRO L7S1O1VS The construction of new publicly accessible streets is required in instances where: i) The acreage of land to be developed exceeds the Maximum Block Size development standard; ii) The City's Development Services Senior Engineer determines that a new street must be constructed due to the impacts of the development on the existing streets and traffic circulation. New streets intended for public access may also be constructed voluntarily to fulfill the design and development objectives of the private property owner. The provision, location, design and configuration of new streets shall conform to the regulations specified in the following sections. Book H-2.3 Street and Open Space Regulations Page 80 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 This diagram illustrates. step-by-step, how to inu.odiice new streets and open spaces on large parcels to help define smaller blocks. IPP7r, .v -. .,.n..___- i) Step 1 – Calculate the parcel size and hjeljr". determine if new streets and blocks are • required. d. i 1 l 1 k..4cmc=t-;17-- ii) Step 2 –Introduce Isew Streets: Create _ —__ a layout for new streets according. to the principles de:ailed in Section . Stree: and I 41 I Open Space Regulations , , ....L. i pl., • iii) Step 3 –Introduce Alleys and Open se to properties Spaces that�l increa,.. access t� and enhance their value and livability. Alle ys , are recommended as the preferred means for L __ _. I dA5iiiii haL=blocks_ � L. r if I T. it- iv) Step 4–11170 duce a preliminary master plan showing layout of streets. buildings and open space according to the de:-elop rent "�— regulations for the applicable district zones. , U_Li I 1t FIG.2.3.1. 1) NEW STREETS AND OPEN SPACES L. PROVISIONS PROCESS _ ____ Book II—2.3 Street and Open Space Regulations Page 81 of 199 t. Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 �y r..��Y 44a.T_.�_.�.�P.l∎I1I...rt_ .1.11�.T�II . f�.•.∎..�� ■ � �M - � - .�Il"r'"71.7.._.a.._».,....,g1 - - . �. .. {l�� Ili S I 1 �� -�.. - Lea__LA- -1----04-1'11.14 1"�1 �� _.:�� 4r ingi r it rrr}l 1'g 31! ,fL 1 GE-Per-NW.7_ . 1±_._- MILT ,1 1■ .- il.�#... �;; nil llu:h1 •.1' ';-ii I it 1 '! It1 E 3=. , � ' 1 1 in- i -7_,:i44441 ,- , r..._1_,_ --6,:.! . ... i L.-, 5 ....j T--Lf I i 1 LIti:c .r' 1 RA Pre-Located Gore Street(see s •Ct Of121 1.1) ■ Pre-Located Streets •c Plan Area Boundary Parcels Figure .3.I.2 Pre-located Streets Map Book 11-23 Street and Open Space Regulations Page 82 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2) PRE-LOCATED STREETS The pre-located street map (see Fig. 2.3.1 above) shows preferred alignments for future streets within the corridor. Required new streets shall be constructed in the located shown on the pre-located street map. The new street alignments are also considered future acquisition areas. To ensure that new streets can be constructed in the future, buildings may not be constructed on a pre-located street and buildings must be set back the minimum distance shown on the district zone charts located in Section 2.1. The street or future alignment may be relocated at the discretion of the Community Development Director/Designee if the applicant can show that the proposed new configuration satisfies the same traffic requirements and establishes an equivalent interconnected street network. 3) MAXIMUM BLOCK SIZE Block size is a measure of the total area, in acres, bounded by the property lines that define a parcel or assembled parcel. The Maximum Block Size specifically regulates the total area of contiguous properties that ultimately form a city block. Maximum Block Size regulations result in limitations on amount of contiguous property that may be developed within the boundaries of publicly accessible streets. Development increments - that is properties or assemblages of contiguous properties to be developed - that exceed the specified Maximum Block Size standard (after providing any required pre-located streets) must construct additional new publicly accessible streets in locations that result in the creation of city blocks that do not exceed the Maximum Block Size. New streets must be designed, configured, and located in accordance with the standards specified in the following sections. Maximum Block Size standards are specified for each District Zone in the Development Standards charts. In no case do alleys or passages qualm as defining edges of a block For the purposes of determining block size, alleys and passages must always be considered as part of the interior of a block 4) STREET CONFIGURATION a) Connectivity i) All new streets shall connect with existing streets and be configured to allow for future extension whenever possible. ii) New private, internal streets and cul-de-sacs longer than 200 feet are not permitted (dead end roads over 150 feet need an approved fire apparatus turn-around). iii) New dead-end streets are permitted so long as they are configured to allow for future extension onto adjacent properties and could not otherwise connect to an existing street. b) Abandonment In order to maintain the accessibility provided by the block structure of the corridor, existing public streets or alleys may not be closed permanently unless the closure is part of the provision of a network of new streets that satisfy all street regulations. 5) ACCESS MANAGEMENT REGULATIONS FOR SPRAGUE AND APPLE WAY These regulations are intended to supplement those in the City's adopted street standards in order to preserve the functionality of these Principal Arterials and to minimize conflicts between access points and future high- capacity transit in the corridor. In the event of conflict between the sub-area plan and the street standards,the more restrictive regulation will apply. a) Appleway Avenue (one-way sections): Access to Appleway Boulevard one-way sections shall be regulated by access hierarchy in the Parking Chapter, Section 2.1 (2). Direct access to Appleway from properties along either side of the right-of-way will be temporary and may be revoked if the access conflicts with future high capacity transit alignment. b). Appleway Boulevard(two-way sections) Access to Appleway Boulevard two-way sections shall be regulated by the hierarchy in the Parking Chapter, Section 2.1 (2). Access shall be right in/right out only. Direct access to Appleway from Book II—2.3 Street and Open Space Regulations Page 83 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 properties along the south side of the right-of-way will be temporary' and may be revoked if the access conflicts with future high capacity transit alignment. c). Sprague Avenue from Thierman to Tschirley: Access to Sprague Avenue shall be regulated by the hierarchy in the Parking Chapter,Section 2.1 (2). d). Commercial, industrial, and multifamily developments shall provide parking lot travel lane connections consistent with SVMC 22.130.039 and grant easements to adjacent properties. e.) Applicants may not use land use actions, such as boundary line adjustments, short plats, subdivisions or binding site plans,to eliminate access to a parcel from a side street or alley in order to gain direct access from Sprague or Appleway. 6) STREET TYPES In instances where new streets are required(e.g. to satisfy the Maximum Block Size Regulations)as well as in instances where new streets are voluntarily provided by property developers, such new streets shall be designed in accordance with the regulations provided in this section. New streets shall be designed as illustrated in the following Street Type Sections. An applicant may propose modifications to the accompanying Street Types provided that it can be shown that the modified street design satisfies or enhances the streetscape environment, subject to review by the Community Development Director/Designee. Designing all landscaped areas within the street right-of-way to be functional stormwater treatment facilities is encouraged. Recommended configurations for these facilities are shown in Section 2.3.3.Street and Open Space Guidelines for where space is limited. New streets within the Plan Area are also recommended to incorporate bike routes that enhance the Comprehensive Plan's Bike/Pedestrian System. Appropriate pavement markings and signage shall be installed where appropriate. There should also be bicycle parking facilities appropriately located in the City Center District Zone. a) Core Street i► Purpose: Organize the primary public realm to create an environment suitable for shopping and strolling along active retail, eating, and entertainment uses. Core Street sidewalks should be wide and unobstructed to provide ample room for pedestrians to walk, and to encourage activities including outdoor dining, locations for kiosks,food carts,and flower stalls. ii) Components (1) On-street parking oriented parallel or at a 45 degree angle to the curb. (2) Each block shall have a single species of large, open-habit deciduous trees with a maximum spacing of 40 feet on-center. Trees should be located in tree grates that are flush mounted at the back of curb,or may be located in islands within the parking lanes. (a) Trees should be maintained in a way that provides unobstructed views to showroom windows and building signage. (3) Pedestrian-scale decorative street lighting in sidewalk with a maximum spacing of 80 feet on- center.Light source should be located 11-13 feet above finished grade. (4) Fire hydrants shall be located on both sides of the street and installed at street corners wherever possible. Book II—2.3 Street and Open Space Regulations Page 84 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 4BACK OF SIDEWALK BACK Of SIDEWALK I Ic, 4.1.1 �? ;iY_.. 0... . - f'..-- ..,,, 4 ..iti :,,,.....,,.... .;*.. • ,,,.,_....,. .� -. ,,Te 1461. nein I SIDEWALK PARALLEL TRAVEL LANE TRAVEL LANE PARALLEL SIDEWALK I PARKING PARKING ,L____ STREET:68'ROW(TYPICAL) (4 BACK qO�F SIDEWALK BACK OF SIDEWAIJ(• III- 1��t'; . 111 --5.. _tL'i I ;I I I i I ....o•�—.. _ of �wdn ' I 1 T mug TS Ir r -ir----I 2' i tt�fs SIDEWALK ANGLED TRAVEL LANE TRAVEL LANE ANGLED SIDEWALK I PARKING PARKING STREET;90'ROW(TYPICAL) 4 BACK Of SIDEWALK BACK OF SIDEWALK p i I ar �r- d t^ i Z ..,VA v•I, ,.. c" I a4 . • O • use ;IL; V ? "4 441 ; . 40.1._ /J 10 _.. ii a0 a- tti it •, .12,...1 , ,f rp " . 7'• '.'1.118 .r . _ I I ��ima .■ J L L li�1 J Lenin � y T r 1I —�—r I ■ 40'min 5- SLDEWAL PARALLEL TRAVEL PARK TRAVEL PARALLEL SIDEWALK I PARKING LAN!' (FOUNTAIN OFT1ONAL) LANE PARKING Il STREET:110'min ROW(TYPICAL) Book H—2.3 Street and Open Space Regulations Page 85 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) City Street i) Purpose: Provide an attractive,urban street to serve as a primary travel corridor within and between neighborhood districts. The City Street is intended to serve urban residential and office development and should provide a desirable setting for development. ii) Components (1) Each block shall have a single species of large, open-habit deciduous trees with a maximum spacing of 40 feet on-center. Trees should be located in tree grates that are flush mounted at the back of curb. (2) Pedestrian-scale decorative street lighting in sidewalk with a maximum spacing of 80 feet on- center. Light source should be located 12-14 feet above finished grade. (3) An optional eight(8) foot minimum wide planted,center median may be provided. This median can be narrowed approaching major intersections to accommodate left turn lanes. (4) Fire hydrants shall be located on both sides of the street and installed at street corners wherever possible. jlBACK OF SIDEWALK BACK OF SIDEWALK, b a'' '' Y 'Ve‘. Air ' 15t6(=-7,--. - ‘"----sx --‘c...<--. 621 -..- 4-311'1'1?'-.--'.1 .‘. 'Ac)._ 4-cf:, r___::. —f4rigt. ' ' . Iv v .'111i,... ..- -ew f • II II ' _ '.J ml �_ Vii. T � Tr I 12. ,L 5r 11 m= t l man " 12 -----1 1 SIOEw�• rARALw . "rtA.'t1 LANE 1 RAW l /Alt PARALir� 5 ItaFWA1IC 1..101 1Nc PARKING 1 . kSTREET: 60=62'ROW'TYPICAL) HeAcK OF SIDEWALK BACK OF SIDEWAt K.J - ? b.ne, _Ar_ "a r .1"°�� ..- I' ,. tj" : "4. 0 €114'7- ..44ritrr" c..0 y 4 :L- L e :ti es-i •'t � CC p camp � _I _ �� r',- , ti . it .� - II . I — `. 1--� ..,._.a +^---r2:--1-3'-i/-/-Y7' ,in 4--12��-S.—.11"--l21 SIDLWALK •At/�itL I RA YEA.RAN! fMF✓IAN T tAVtL IA1L ... AL_EL t.I%f WA K 1 PAlk<NG PAL(14C ' STREET: 70..72' ROW(TYPICAL) xi Book II—2.3 Street and Open Space Regulations Page 86 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 c) Neighborhood Street i) Purpose: Provide an attractive street to serve as a primary travel corridor within and between neighborhood districts. The Neighborhood Street is intended to serve residential and office development and should provide a desirable setting for development. ii) Components (1) Each block shall have a single species of large, open-habit deciduous trees with a maximum spacing of 40 feet on-center. Trees should be located in continuous planting strips a minimum of six(6)feet wide located along the back of curb. (2) Pedestrian-scale decorative street lighting in sidewalk with a maximum spacing of 80 feet on- center.Light source should be located 12-14 feet above finished grade. (3) An optional eight(8)foot minimum wide planted,center median may be provided. This median can be narrowed approaching major intersections to accommodate left turn lanes. (4) Fire hydrants shall be located on both sides of the street and installed at street corners wherever possible. 4ELACK OF SIDEWALK PACK OF SIDEWALK SI M -. .t.. I ..� — _ Atli. )�`�'� !.--f` _ 441-.11. A 4x1:4)- $ -PI .- 'h. 1/4,3- ' re'‘. . . ` - I1 11 L . 16"I. 1 17,1.1. "z4 LIZj. PLANT. T*XVII LAWS ►A uE. rt,+rrr.sloe.' •n•A1 K s*xt► irmitscr.4c. sot•I- wAZ II STREET: 5 s'-.sr NOW ITYPICA.: )i 1 4 LACK OF SIDEWALK HACK OF SI DEWA-K -'I �,r L a, ! v I _ -s. •- "ir„,, ..„3 , c fic.:) ,-_•:. :4,rilzi.- :xls- -4- . 411,:t fr....1'----eCei-!:, '11 f ' ts4"-krr I CM 1 I rin .0111 I I 4. II ,,.... 1 .•i.. _i is 9 A pL a 1 I 1• 1 1 p Tr.« 1 :L e' 1 is 1 ee 31DF. rt,ANT sALti_LiL 'V.v..) I 1 ANil I ICAV1 1 1 A,41 r.1/4xAL.f1 r..0.1,I 5104• WALK 3tklr PARK 1`4C ri tdN3 ST'Jr WALK STRLEf- 6C#-62' QOW ;1'rPICALI Book II—2.3 Street and Open Space Regulations Page 87 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 4DACK OF SI CEWA.LK BACK OF SIOeWALK P. 4 :. _,./.-- ---' a- a...4k .......-?_, .cri... ...... ......,-Fv, ci,..... ,...., .5cP:, 44.7..111/ ..._ ....., t...--,...._sk, .a........... _Vig-#15e- .4714......---• - ; i (1 .1 I < -c��. f NAB Y- �] • O ► fa. a� , '� L � - .� .-- --■..�.J 12::_1:::1_„8.__1.--%1 !•w,l-+ 1 7 b SIDE- ftJVVT.PAJLALLtl T.tAV'f1 LAVF OAIE *.■7 -lir.weI.lM4f PARALLtI rtAI'.at s „,I WALK :TRIP ?Aial P +A VtI rsG STR 1" WALK; STREET: 7072'ROW(TYPICAL) }' d) Neighborhood Green Street i) Purpose: Provide a centrally-located o pen space for public gatherings, surrounded by a streetscape environment that enhances the value of its surroundings. ii) Components (I) Large, open-habit deciduous trees in planting strips with trees planted with a maximum spacing of 40 feet on-center. (2) Pedestrian-scale decorative street lighting within the sidewalk and neighborhood green with a maximum spacing of 80 feet on-center. Light source should be located 12-14 feet above finished grade. (3) A Neighborhood Green open space comprised primarily of grassy open space shall include public seating. (4) Fire hydrants shall be located on both sides of the street and installed at street corners wherever possible. *BACK OF S IDEWAl.K w- 7 -- C ,-,7 - • r, r ,Rl _a _..,.- }_. _ 8 a -LEI-'-'1 • AO -• Ta•t-�1 e� ,r�—,c1�LL,,_ .fir :�R_PJ" ;�`�t cLl�C t f ti scab' w I.. ' I Lion l --+ �' ' 6 d 6' 1 1,+ 1 SIDE. PLANT. PJ..CA..11 t 1•A..•1 �>, w.Ajiy &TItP P.AItKI40- STREET ROW li Book II—2.3 Street and Open Space Regulations Page 88 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 e) Service Street i) Purpose: Provide a secondary street for internal circulation within the Gateway Commercial Districts to serve truck loading,parking access,and fleet storage. ii) Components (I) Single species of large, open-habit or upright deciduous or evergreen trees in planting strips with a maximum spacing of 40 feet on-center. (2) Street lighting located within the planting strip shall illuminate both the thoroughfare and sidewalk environment.Maximum spacing shall be 120 feet on-center. (3) Fire hydrants shall be located on both sides of the street and installed at street corners wherever possible. • 1 LACK OF SID I.AcK OF SIDIWALX I' 4a- . y I • ' `,S • sitf�� irJ It 1 II 3.1111•WAI !LAYLL LANE i1J\YLL LAN! LIQSWAI K f { STRIEIEf 460 MAX ROW ETYPICAL) 7) ALLEYS AND PASSAGES The provision of alleys and passages are encouraged in all district zones. New alleys and passages do not satisfy street provision requirements. New alleys and passages shall be designed as illustrated in the following sections. An applicant may propose modifications to the accompanying design provided that it can be shown that the modified alley or passage design satisfies or enhances the streetscape environment, subject to review by the Community Development DirectorDesignee. Designing all landscaped areas within the alley/passage right-of-way to be functional ;ALLYIJ.VJT stormwater treatment facilities is encouraged. a) Alley i) Purpose:New Alleys may be constructed to provide vehicular and pedestrian access i to rear yard garages,carriage homes and service areas. ii) Components (1) Alley right-of-way shall be a minimum of 20 feet and the entire width must be paved. l 1 ? (2) Street lights must be provided with a maximum spacing of every 120 feet on- center. Lighting fixtures may be freestanding, or may be attached to adjacent C ALLEY structures. Book II—2.3 Street and Open Space Regulations Page 89 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 h) Passage i) Purpose: New Passages may be constructed to provide a pedestrian connection between sidewalks or front yards and rear yards, rear residential garages, carriage homes, and service areas. ii) Components (1) Passage rights-of-way shall be a minimum of 20 feet. The right-of-way must consist of a pedestrian walkway with a maximum six (6) foot width and continuous planting areas on both sides of the walkway. (2) Passage setback is defined as the required distance from the passage right-of-way to the primary building.The minimum required setback shall be five(5)feet. (3) Fenced Edge,Terraced Edge,or Flush Edge shall be constructed at the edge of Passage. (4) Street lights compatible with those required on Neighborhood Street must be provided with a minimum spacing of every 120 feet on-center. I i * '1Y � I 1 't- ,0 1' • Book II—2.3 Street and Open Space Regulations Page 90 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.3.2. OPEN SPACE STANDARDS All new open spaces within the Plan Area, whether or not they are required by Open Space Provision regulations, shall be designed and configured according to the following sections. Open Space regulations set forth requirements for the provision and design of open spaces and landscaping elements in the Plan Area. These regulations are established to ensure a wide range of public spaces that complement the primary public streets and open spaces in each district. 1) OPEN SPACE PROVISION a) Public Open Space Public Open Space is required as specified in the Fig.2.3.2.1 Open Space Provision Chart. Public Open Space shall be built by developers as development occurs. All new streets,whether or not they are required by Street Provision Regulations,may be counted toward Public Open Space requirements. Figure 2.3.2.1 Open Space Prnvisi,,n 50 sf/1000 sf for development over On-site or Off-site if located 1 -Retail 50k sf. N/A within 500 feet of.ro'ect 2 -Civic& Cultural N/A N/A N/A 100 sf/1000 sf for development over On-site or Off-site if located 3-Office 50k sf N/A within 500 feet of.ro'ect 100 sf/room for development over 4-Lod•in 50 rooms N/A On-site 150 sf/unit for 5-Live-Work develo.ment over 20 DU N/A On-site 150 sf.'unit for 10- Residential develo•ment over 20 DU 60 sf'unit On-site b) Active Open Space Active or Private Open Space is required as specified in the Fig.2.3.2.1 Open Space Provision Chart. Active Open Space shall be provided along the front of all office or residential buildings not located along and oriented towards streets. Active Open Space shall be built by developers as development occurs. Front Street or Side Street Setback areas shall not be designated as Active Open Spaces. c) Private Open Space Private or Active Open Space is required as specified in the Fig.2.3.2.1 Open Space Provision Chart. Private Open Space shall be built by developers as development occurs. Required setback areas shall not be counted towards Private Open Space Provision requirements. Book H—2.3 Street and Open Space Regulations Page 91 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2009 2) OPEN SPACE DESIGN a) Public Open Space All Public Open Spaces shall be publicly accessible and shall be provided in the form of parks, greens, and plazas. They shall be bounded on at least three (3) sides by streets, shall be connected to public sidewalks,and shall be open to the public twenty-four hours a day. b) Active Open Space An active open space is any side yard, courtyard, or other open space that is accessed directly by a primary entrance(s)to housing units or office spaces. Active Open Spaces shall be defined as illustrated by Fig.2.3.2.2.Active Open Space Definition and shall consist of the following components: i) A single Active Open Space may not exceed a size of 1/5 acre. ii) Entrances located along Active Open Spaces shall select from private frontage types as permitted for the property by the applicable District Zone. iii) A minimum 5 foot wide sidewalk(s) or pathway(s) connecting all building entrances to the public sidewalk shall be located within the Active Open Space. iv) The minimum dimension of Active Open Spaces shall be 30 feet when the long axis of the Active Open Space is oriented East/West and 20 feet when the Active Open Space is oriented North/South. v) Courtyards and other Active Open Spaces located over garages shall be designed to avoid the sensation of forced podium hardscape through the use of ample landscaping. . i Ac NA 09.4 i'Aa[DGL, i,An ret uio4 SI&R iota i .,,z. ..A,." ,,,ciis7...t. I I 'ARIa. - • :...,4 ", ql. limn OM ftACi ME PlIOWA 4 • FIG.2.3.2.2) ACTIVE OPEN SPACE DEFINITION c) Private Open Space Private Open Space shall be provided in the form of yards, balconies, or patios whose primary access is from the dwelling served. The minimum dimensions for private open space in any single direction shall be four(4)feet if provided as part of a porch or balcony,and eight(8)feet if provided as a deck,yard,terrace,or patio. 3) LANDSCAPING a) Trees Street trees shall be kept trimmed back from roadway travel lanes and shall maintain 20 feet clear between tree crowns to maintain fire access apparatus access and operation. Book II—2.3 Street and Open Space Regulations Page 92 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) Stormwater Management All development shall adhere to Spokane Valley Municipal Code—SVMC 22.150. c) Setback Areas Front Setback areas shall be treated in accordance with the following standards in addition to the standards stated in Private Frontage Standards as specified in Section 2.2.6. i) Front setback areas in front of all Shopfront or Arcade frontages shall be paved as extensions of the public sidewalk ii) Front setback areas that are not along Shopfront or Arcade frontages shall provide pathways connecting the public sidewalk to the front door and to any parking areas, and shall otherwise be planted across the entire property frontage (in addition to other edge treatments required per Private Frontage Standards for that District Zone). LIGHI'LYG i) Street lighting shall use decorative poles and fixtures. ii) Lighting and planting plans shall be coordinated to avoid light pole and tree conflicts. 5) WALLS AND FENCES a) Frontage Walls and Fences i) Overall height of fences and walls located in the front yard shall not exceed three(3)feet. ii) Chain link fencing,barbed-wire,razor-wire,and corrugated metal fencing shall not be permitted. 6) UTILITY AND SERVICE AREA SCREENING i) Utility, Trash, Recycling, Food Waste and Service Equipment, including satellite receiving dishes, transformers, and backflow devices, shall be located away from streets and enclosed or screened from view by landscaping, fencing or other architectural means. (l) For safety, screening devices shall be designed to maintain visibility of movement behind the screen. li) Trash facilities and recycling containers must always be within structural enclosures. iii) Rooftop equipment must be set back a minimum of ten(10)feet from building walls,screened on all sides,and integrated into the overall building design. 2.3.3. STREET AND OPEN SPACE GUIDELINES I) PUBLIC SPACES i) Public spaces should provide a variety of seating options, areas of sun and shade for year-round climatic comfort,shelter,and night lighting to encourage public activity and ensure safety. ii) Public spaces should be visible from public streets and side walks. 2) WALLS AND FENCES a) Frontage Fences and Walls i) Front yard fences should employ a combination of thick and thin structural elements with thicker elements for supports ancL'or panel divisions. Fence posts and/or support columns should be defined using additional trim, caps, finials,and/or moldings. ii) All walls should have a cap and base treatment. iii) Frontage walls may occur as garden walls,planter walls,seat walls,or low retaining walls. iv) Entrances and pedestrian "gateways" should be announced by posts or pilasters, and may be combined with trellises,special landscaping,decorative lighting,public art or other special features. Book 11—2.3 Street and Open Space Regulations Page 93 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) Screening Fences and Walls i) Side yards - defined as the portion of side setback areas behind the front setback area - and rear yards may contain landscape features that protect the privacy of the property's occupants such as landscaping,trees and screening walls. Screening walls may not exceed a height of five(5)feet,and must be constructed of materials that are compatible with the architecture and character of the site. Natural colors, a cap or top articulation, and related dimensional post spacing increments should be used at screening fences to enhance compatibility. ii) Design elements should be used to break up long expanses of uninterrupted walls, both horizontally and vertically. Walls should include design elements such as textured concrete block, interlocking "diamond" blocks, formed concrete with reveals, or similar materials. Landscape materials should also be used to provide surface relief. c) Security Fences i) Use of security fences should be minimized, and limited to special locations where additional security is necessary, such as adjacent to the railroad tracks. Such security fences should not exceed 8 feet in height. ii) Security fences should be designed to maintain a visually open character to the extent possible. This may be accomplished by using metal picket or open grille fencing or by mounting metal picket or open grille fencing on top of a low masonry wall. d) Piers i) Piers are architectural elements of fences or walls that can add interest to and break up long expanses. ii) Piers are recommended to have a base, shaft and cap composition. Larger piers may be specially designed for gateway or other special locations, and these may incorporate ornamental plaques or signs identifying the building or business; public art such as panels or sculptural elements; and/or light fixtures. Piers may be topped by ornamental finials, light fixtures,or roof caps. iii) Recommended dimensions for masonry piers are approximately 18 inches per side or diameter, and the maximum spacing between piers should be 20 feet. Metal posts should be a minimum of four(4) inches per side or diameter. e) Materials and Colors i) All fences and walls should be built with attractive, durable materials that are compatible with the character of Spokane Valley(see Section 2.5). ii) Appropriate fence materials include wood,masonry,and metal. (1) Wood picket fences are only recommended along residential streets. For wood picket fences,a paint finish or vinyl coating should be applied. (2) For iron or metal fences, recommended materials include wrought iron, cast iron, welded steel, tubular steel, or aluminum. Metal fences should be mounted on a low masonry wall, and for between masonry piers. iii) Appropriate wall materials include stone,brick,precast concrete,textured concrete block, or formed concrete with reveals.A stucco finish may be used over a masonry core. (1) Exposed block walls should be constructed with a combination of varied height block courses and/or varied block face colors and textures(e.g. a combination of split-face and precision-face blocks). Plain gray precision-face concrete block walls are not recommended. Design treatments and finishes previously described should be applied to these walls for improved visual compatibility with building architecture. (2) An anti-graffiti coating shall be applied to all exposed masonry wall surfaces. Book II—2.3 Street and Open Space Regulations Page 94 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 iv) Piers and posts should be constructed of the same or a compatible material as the principal building(s). v) Support post or pier materials may differ from fence materials; e.g. metal fence panels combined with masonry piers. Recommended materials include brick, terra cotta, and stone, colored or decoratively treated cast-in-place concrete, precast concrete or concrete block, or stucco-faced concrete or concrete block. vi) Bollards are recommended to be cast iron, cast aluminum, and precast concrete. An anti-graffiti protective coating shall be applied to all r precast concrete piers and posts. vii) Colors and finishes of mechanical enclosures and equipment should be coordinated with colors and finishes of streetlights, fencing and other painted metal surfaces to be used on site, or with the associated building's material and color scheme viii) Street and building-mounted metal furnishings should be powder coated or painted with Waterborne Acrylic Polyurethane,such as Tnemec Series 1080 or similar product. For powder coated finishes,a chemically compatible UV-protectant clear coat is recommended for prevention of color fading. 3) SITE FURNISHINGS it Public gathering places and other publicly accessible areas should be detailed with decorative, pedestrian-scaled site furnishings and equipment. ii) Seating, freestanding planters, ornamental trash and recycling receptacles, bike racks, drinking fountains, pergolas, trellises, heaters, umbrellas, wind screening, and decorative bollards are recommended. (1) When designing seat walls with straight edges of more than six(6) feet in length, consider how detailing can prevent skateboard damage. iii) Landscape structures and sculptural objects should reference the human scale in their overall massing and detailing. iv) Components should be made of durable high quality materials such as painted fabricated steel, painted cast iron, painted cast aluminum, and integrally colored precast concrete. Recycled materials should be used so long as the finish or look of the material is consistent with or similar to the finishes prescribed above. Masonry surfaces shall be treated with an anti-graffiti coating. Metal surfaces should be coated with highly durable finishes such as aliphatic polyurethane enamel. An ultraviolet protectant clear coating is strongly recommended for dark or fugitive colors. 4) PLANT MATERIALS i) Plant materials should always be incorporated into new development site design to provide "softening"of hard paving and building surfaces. ii) Mature,existing trees should be preserved whenever possible. iii) Tree sizes should be suitable to lot size, the scale of adjacent structures, and the proximity to utility lines. iv) The use of structural soil planting beds for street trees within paved areas is strongly recommended in order to maximize the ability of the tree to thrive and perform well in the urban environment. v) Both seasonal and year-round flowering shrubs and trees should be used where they can be most appreciated-adjacent to walks and recreational areas,or as a frame for building entrances and stairs. vi) In general, deciduous trees with open branching structures are recommended to ensure visibility to retail establishments.More substantial shade trees are recommended in front of private residences. vii)Evergreen shrubs and trees should be used for screening along rear property lines, around trashlrecycling areas and mechanical equipment, and to obscure grillwork and fencing associated with subsurface parking garages. However, screening should also be designed to maintain clear views for safety. Book II—2.3 Street and Open Space Regulations Page 95 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 5) LIGHTING a) Design i) Lighting fixtures should generally be directed downward from the horizontal plane of the light source to preserve a dark sky and prevent unnecessary light pollution. Exceptions may be made for up lit trees and architectural lighting. ii) Pedestrian-oriented areas, including walkways and paths,plazas,parking lots,and parking structures shall be illuminated to increase safety and provide clear views both to and within the site. iii) All on-site and building-mounted lighting fixture design should be architecturally compatible with building design and with the character of the corridor. iv) Unnecessary glare from unshielded or undiffused light sources should be avoided. Commercial buildings and landscaping can be illuminated indirectly by concealing light features within buildings and landscaping to highlight attractive features and avoid intrusion into neighboring properties. b) Material and Color i) Color and finish of lighting metalwork should match that of other site furnishings, and/or of the building's metalwork or trim work. ii) A chemically compatible UV-protestant clear coat over paint or powder coat on metalwork is recommended for prevention of fading of dark or fugitive colors. iii) Color of lighting source types: in pedestrian-intensive areas, warm white, energy efficient source types (with color temperatures specified as 2700 degrees Kelvin to 3200 degrees Kelvin) such as metal halide; induction lighting, compact fluorescent, and light-emitting diode (LED) are strongly encouraged. c) Luminaire Types i) New area lighting fixtures shall be of the cutoff type to prevent light from being emitted above a horizontal line relative to the point of light source. ii) New fixtures should use a reflector and/or a refractor system for efficient distribution of light and reduction of glare. iii) New fixtures should not cause glare or transmit it to upper stories of buildings. House-side shields and internal reflector caps should be used to block light from illuminating residential windows. iv) Small decorative "glow" elements within a luminaire are permitted to emit a low amount of light above the horizontal. d) Height i) For building-mounted lights, maximum mounting height should be approximately 12 feet above finished grade. ii) For pole-mounted lighting at pedestrian plazas, walkways, and entry areas, a pedestrian-height fixture ten(10)to 14 feet in height from grade to light source should be used. iii) Bollard mounted lighting and stair lighting is also recommended for low-level illumination of walkways and landscaped areas. iv) Bollard illumination should be shielded or kept at a sufficiently low level to prevent glare impacts for passing motorists. v) In general, height of light sources should be kept low to maintain pedestrian scale and prevent spill light from impacting adjacent properties. e) Up-lighting i) Building facade up-lighting, roof"wash" lighting, and landscape up-lighting should be operated on timers that turn off illumination entirely after midnight nightly. Book II—2.3 Street and Open Space Regulations Page 96 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 ii) Shielding and careful placement should be used to prevent spill light from being visible to pedestrians,motorists,and nearby residential dwelling windows. iii) Adjacent to single family homes, a combination of lower mounting height and luminaire shields should be used to protect residences from spill-light and glare. iv) Illumination levels of facade up-lighting, roof wash lighting and landscape up-lighting should use lower brightness levels where the illuminated facades, roofs or landscaping face residential buildings,except across wider streets or boulevards with landscaped medians and street trees. 6) SUSTAINABILITY a) Materials i) Use local and recycled building materials whenever possible. b) Paved Areas i) The grading of all paved areas and adjacent non-paved areas, the selection of paving materials, and the design of drainage facilities should consider paving permeability and be configured to allow water run-off to percolate back into native soil to the degree possible. ii) Paved areas shall incorporate best management practices to control stormwater as outlined in the Spokane Regional Stormwater Manual. CURB fait. 1...--- '7 , BACK OF SIDEWALK o ' 1 ' v CURB/ �\ 1 PLANTER\ qt.,' 4 ,....„. -T „.1.i . i 12L4 6.-1 rnirs. min. L ANDSCl►rcO SIDE- STORNIWATE* WALK 4 PLANTER 2 Flci.2-3.3- G) S-rORMWATE t TREE . i-N1 a-r FAQLZ'TY c) Landscaped Areas i) All landscaped areas should be designed to allow aquifer filtration and minimize stormwater run-off utilizing bio-swales,filtration strips,and bio-retention ponds where appropriate. ii) As part of new street construction or sidewalk improvements, landscaped areas within the street rieht-of-way should be designed to be functional stormwater treatment facilities. (1) Rain gardens configured as follows are recommended in urban locations where space is limited. iii) The use of drip irrigation,gray water systems and other water-conserving methods of plant irrigation are strongly encouraged. iv) Plant and landscape materials should be selected from native species as well as non-native/non- invasive species that are well adapted to the climatic conditions of Spokane Valley. They should be resistant to local parasites and plant diseases. Turf is highly discouraged. Book II—2.3 Street and Open Space Regulations Page 97 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.4. PARKING REGULATIONS This section contains standards and guidelines to ensure that parking throughout the corridor is convenient, accessible, accommodates all building uses, and reinforces the desired character of each District along the corridor. Following the Standards, parking design Guidelines are provided to help direct the composition of parking elements and ensure that all new development in the Plan Area reinforces the vision for the corridor. New development should aim to embrace the design character set forth within these guidelines. 2.4.1. PARKING TYPES A property's permitted parking types shall be as specified in Section 2.1.District Zones Regulations. For all parking types, parking shall be connected with a street or alley by a driveway as stated under Access in Sections 2.4.2.and 2.4.3. Parking types are defined as follows: 1) SURFACE PARKING LOTS Surface Parking Lou shall not encroach into the Private Frontage area(see Section 2.2.6.Private Frontage). a) Front A parking lot that is located between a building and the street. b) Side A parking lot that is located in part or entirely • beyond a primary building's rear wall along the • side of a building, in a side yard, and extends -4,-).• ��•�. toward the street. �•��:�. c) Rear A parking lot where a building(s) is located between "'9 the entire parking lot and the street. A rear parking lot does not extend beyond a primary building's rear • wall into any side yard setback areas except where AP.411. driveway access is provided. Rear parking lots ��1:.••• ,a • 4. should be screened from the street. Sr�111.5•. 46t'� r. 2.4.1. 1 a)SIDE SURFACE PARKING LOT __; ••11, 0 4P-7 ,Q f4_Fl .i■�i 111. 111, • 2.4.1. lc)REAR SURFACE PARKING LOT Book II-2.4 Parking Regulations Page 98 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2) PARKING STRUCTURES a) Exposed An above-ground parking structure that is fully or Q`y. partially exposed to the street on the ground level. / . 40•• 2.4.1. 2A)EXPOSED PARKING STRUCTURE b) Wrapped-Ground Level An above-ground parking structure where non-parking uses are integrated into the ground level of the building along the y parcel's entire street frontage(s). ca'ao`'as The parking structure may be exposed to the street on upper . � �'�'� • levels. `•=:=:.�� FT ••iii • 2.4.1. 2s) PARSING STRUCTURE WRAPPED - GRoc"D LEVEL c) Wrapped-All Levels An above-ground parking structure where non-parking uses are integrated into the building along the parcel's \�%� \ gr entire street frontage(s)on all levels of the building. The 'J parking structure is totally hidden behind non-parking • uses. '• 2.4.1. 2c) PARKING STRUCTURE WRAPPED - ALL LEVELS Book II —2.4 Parking Regulations Page 99 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 d) Partially Submerged Podium A parking structure built below the main building mass and partially submerged underground. The parking podium may project above the sidewalk or average finished grade by a maximum of five(5) feet. N • 2.4.1.2D)PARTIALLY SUBMERGED Ponit f e) Underground A parking structure that is fully submerged underground and is not visible from the street. 4.•ice•!•■ ••Z•+.4 .Q11J tr .sj�,.4�% �� -9 •4•4•4•:., Ure c�<c>-4•4. +4♦ 2.4.L 2E) UNDERGROUND PARKING STRUCTURE 2.4.2. PARKING STANDARDS 1) PROVISIONS i) The minimum and maximum parking required by all new development projects and those proposing significant additions to existing buildings shall be as specified in the Fig.2.4.2.Parking Provision Chart. The minimum and maximum parking requirements may change with the approval of the Community Development Director/Designee. ii) New on-street parking spaces provided along new streets (see Section 2.3.1. Street Provisions) may be counted toward the minimum parking requirement for that property. Book IT—2.4 Parking Regulations Page 100 of 199 • Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.42 PARKltiG PROVISIONS 1-Retail(except for corner store) - -on-site,or on- 3 space 1,000 sf or in- street spaces a)_in City Center lieu fee 4 space/1,000 sf Required within 500 ft on-site,or on- 3 space/I,000 sf or in- street spaces b)in Neighborhood Center lieu fee 4 space/1,000 sf Required within 200 ft on-site,or on- street spaces c)in other District Zones 3 space./1„000 sf I__ 5 space/1,000 sf Not Required ithin 500 s r ,_ 2-Corner Store Retail 1 - -= r on-site,or on- Required only in street spaces 3 s'ace/1,000 sf 4 s.ace`1 000 sf Ci 'Center within 200 f 3-Eating and Drinking Establishment on-site,or on- street spaces a)in City Center 4 spice/1,000 sf _ 10 space/I 000 sf Required within 500 ft on-site,or on- street spaces h)in Neighborhood Center 6 space/1,000 sf 10 space/1,000 sf Require d within 200 ft c)in other District Zones 12 space'1,000 sf,_ N/A Not Required _ can-site. 4)Entertainment&Recreation on-site,or on- street spaces I I a)in City Center 6 space11,000 sf I 10 e/1, 0 sf Required within 500 ft b)in Gateway Commercial Center 12 space1,000 sf N/A Required _ on-site C Vehicle Sales&Services - 3 space/1,000 sf (for showroom) 5 space1,000 sf Not Required on-site 6 #vic,Quasi-Civic&Cultural - on-site,Or On- , ! a)in City Center& street spaces 1%iei hborhood Center 3 ace/1,000 sf 4 space/1,000 sf Required within 500 ft on-site,or on- street spaces I. b)in other District Zones 4 space/1,000 sf N/A Not Required within 500 ft , Book I1—2.4 Parking Regulations Page 101 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2.4.2 P.1RKING PROS ISIONS Office on-site,or on- a)in City Center&Neighborhood street spaces Center 2.5 •ace/I,000 sf 3.5 s•ace/l 000 sf Re•uired within 200 ft on-site,or on- street spaces b in other District Zones 2.5 s•acell 000 sf 4 •ace/1,000 sf Not Re uired within 500 ft 8 Lod•in: - - on-site,or on- street spaces a)in City Center&Neighborhood within 200 ft Center 1 s•acel_uest room 1 s•ace/• est room Res uired b in other District Zones 1 s•ace!• est room 1.5 •ace/ uest room Not R •uired on-site 9 Live-Work • on-site,or on- 1 space/unit--0 1.5 space/unit+1 street spaces s•ace'em•lovee s•ace/cm•10 ee Not ReL uired within 200 ft 10)Residential 1 space/studio 1 space/unit l space/l br unit 1.5 space/l br unit 1 space/2br+unit 2.5 space/2br+unit 2 :uest s•ace/10 DU 4 guest s•ace/10 DU Not Re•uired on-site On-street parking within the indicated distance may be counted toward minimum parking requirement with the approval of the Community Development Director/Designee iii) For use categories where shared parking is required, parking facilities shall remain open for non- exclusive,public use. iv) Minimum parking requirements may be reduced in developments where it can be demonstrated that shared parking facilities will meet parking demand without providing separate facilities for each use. Mixed use developments are eligible to be considered for reductions in the minimum parking requirements with an approved parking demand analysis prepared by the applicant. Mixed use projects will be evaluated on a case-by-case basis by the Community development director/designee." 2) LOCATION The location of required parking shall be indicated in Fig.2.4.2.Parking Provisions. Book II—2.4 Parking Regulations Page 102 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. 3) ACCESS 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(I)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 LOTS 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 shalt 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 II—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. 5) PARKING STRUCTURES&GARAGES 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. 2.4.3. PARKING GUIDELINES I) ACCESS i) Exterior driveway surfaces should be paved with non-slip, attractive surfaces such as interlocking unit pavers or scored and colored concrete. 2) PARKING LOTS&STRUCTURES 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) Walls 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. 3) SUSTAINABILITY 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 H—2.4 Parking Regulations Page 104 of 199 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 Massing& Composition& 2.5.3. Length Massing&Composition In these sections, diagrams that show the minimum required locations of articulations or subdivisions of façade 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: 1) STREETWALL: The plane or planes,of a façade that front a street,extending from the ground up to the Streenvall eave line. 2) SIDEWALL: The plane or planes,of a façade that front upon a side yard or property line, extending from the ground up to the sidewall eave line. 3) REAR WALL: The plane or planes,of a façade that front upon a rear yard or rear property line,extending from the ground up to the rear wall eave line. ---- ....... v r iO t 1 r� �`, i r t . rr m�r ra L/? i 7 � s■a r�r. air 1. r.r OD r r rI=r !MI a =-..-- . L- a■AN r s_r ate_ s .........z..._ . ■ a__ r a A a 2 Si ii II • a :mar .11•1111 .rrr a•�r -. SUMMARY OF ELEMENTS IN PLAN & SECTION duddlr Mesohl St.egriw.l Lc..e Lino 3 —rearivoll I. 1 — Stractwall I 4 SW.., 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 Sidevvall&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. 1) STREETW4LL HEIGHT MASSING ELEMENT a) Base Element: 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. b) 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 cave line. 2) SIDEWALL& REAR WALL HEIGHT MASSING ELEMENTS 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 11—2.5 Architectural Regulations Page 107 of 199 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. •err -I,T--- -.. ♦ i.i. 5,„,., , . „. • • • ... • ,.. ,... „ ♦ ., p 1/4. ' lt.Z441Pl'ilL114314_:;:4,4 . F� It.�E aN k r t 'N% %r 4'11 it !ALI T�Nfi,. l r, N"N'ilktq J r.31'�.;,, "4b Book II—2.5 Architectural Regulations Page 108 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 3) HEIGHT MASSING ELEMENT GUIDELINES The following are examples of top element types that may be used to satisfy the required Streetwall height massing requirement: a) Cornice A Cornice may be applied as the top of Streetwall façade or a building base as a built-up material articulation that steps forward from the façade plane into the right-of-way or required setback. This step provides a significant opportunity for shadow lines and façade delineation; to this end, a minimum of three cornice"steps"or layers should be used. This element can be used on a façade independently or be located atop a series of pilasters which are placed at regular intervals(usually to dictate bay width). Not*.fabric owning doss net apply towards building bcse require re t ....)....--- spilRcpeatirg ' facade j p tl asters --J ills" I.COMPOUND IL COMPOUND CORNICE CORNICE WITH PILASTERS A) CORNICE b) Canopy A Canopy element serves as an intermediate or final height massing element or"lid" as a ground floor façade 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 used •kewhoro oc, trvldlny--\ f_�' 7L_II�" (� �� 14 C of,tinuova trcNls canopy It? I I II i I.SUSPENDED II.BRACKET-SUPPORTED Yi.ROOF CANOPY N. TRELLIS CANTILEVERED 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 c) Shaped Parapet 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 facade composition. 9— ..\,. USIENOCI CRAM i.ROMP= I Ron-worm n.COWAN) LI GE COI WWI I LCE CAP CAV11lEM LEQGE CO NE'H C ONICE CA' ENTAIU1U AVO CAP AAOsI c7 Sr�a clars arm �-- - Erwin GEENHOJ E' Ctorlfi J �fNl t' F�xktls ROOM CAP (.TRIAC.0 Ck' COMPOUND Ml WSW C.k rq MASUD CAP MACK CAP WITH DitAMATUtf IND Cat Arfli C) SHAPED 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 Façade Offset creates a plane break where a portion of the façade steps back in order to break the building into smaller volumes. Generally,a Façade 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. Look or mchi ectual c p}cornice,moor,or i061 the eNith at ix i.code Awl- 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 façade 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: I. 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. I) STREETWALL LENGTH MASSING INCREMENT The maximum Streetwall Length Massing Increment shall be as shown in the Regulatory Chart for each District Zone in Section 2.l.District Zones. When a t^ ern., notch or pilaster/pier is used as I tit „''h�� qa the massing element, �` ' `;,.,. 1,`,� measurement of the horizontal R= E, `mac increment shall be from centerline to centerline of the '7 ` elements. STRE 2) SIDERALL&REAR WALL D LENGTH 1PLI SS/NG INCREMENT • �r�''L -t,i `47,t There are no Length Massing ti. " �� Increment regulations applied to � `� 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 GUIDELINES The following are examples of length massing treatments that may be used to satisfy requirements: a) Facade Offset i) Streetwall or Shopfront: The horizontal depth of a façade offset shall be a minimum of five percent(5%)of the width of the largest adjacent horizontal façade segment(see diagram). -III Cy_g Fa cv get S - _ 1 Minimum offset depth 5%of longest cdlecent length Increment I I I f Book II-2.5 Architectural Regulations Page 112 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 b) Pilaster/Pier 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 façade 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. p. t. 't'il_ ',; Hr ' Si- 4 Ki\V a(l Minimum pier width = 5% of the largest adjacent shop front increment Iflnimum pier depth = 50%-25% of pier width i'lli. Oro 1 j ! t www, 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 façade 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('/s) of the notch width(see diagram). 'v4ch 14.10... C�„ h 01, S14 Iql it Minimum notch width = 5%of the wld�r, largest adjacent shop front II increment —..= Minimum notch depth = 25%o of notch width Book H—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 System"' (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. I) FACADE a) Building Base A base treatment is a horizontal articulation of the lower part of a building façade'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 façade)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 façade 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 (' A ground level arcade with columns may he 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 façade. b) Wall Cladding i) Standards An anti-graffiti coating shall be applied to the ground floor and exposed façade 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 as primary 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 II—2.5 Architectural Regulations Page 116 of 199 Sprague and Appleway Comdors Subarea Plan Adopted 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 façade 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 EJFS, they should instead be made of wood, metal, precast concrete or other contrasting durable materials (n 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, ofwhite, 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 H—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 as 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 fisted 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 f 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 formivork 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 (i e. "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) made Com�'pos�'it'ikon 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, glaring 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 façade 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 façade 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 Gamed 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 termmatmg views within the Plan Area (7) Alcoves, balcomes 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 11—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) Composition of Openings and Façade Elements i) Standards There are no Composition of Openings and Façade Elements standards. ii) Guidelines Surface features and façade 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 façade. (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) Windows i) Standards (a) Curtain-wall window walls shall only be permitted within the Gateway Commercial Center and Avenue Districts, when used as a façade or majority portion of a façade 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 façade. Ribbon windows shall be permitted in other districts when used as ground-floor storefront glazing or as "penthouse"glazing at the top floor of four-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 façade, 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 façade 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 1I—2.5 Architectural Regulations Page 122 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 0 Main Entrances 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 façade between storefronts, as part of a symmetrical composition. (b) Aligned with prominent façade 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) Secondary Entrances 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 h) Loading and Service Entrances 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 façade 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. i) Entrance Doors i) Standards There are no Entrance Doors standards. ii) Guidelines (1) Doors are the one part of the building façade 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 façade 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 façade plane. Book II—2.5 Architectural Regulations Page 124 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 j) Garage and Parking Structure Doors 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. 2) ROOFS a) Roof Types 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 façade 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 (f) 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 (i.e. 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) Roof Materials 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. (1) 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) Roof Equipment and Screening 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 façade composition to carefully integrate screening features. Picket fencing,chain-link fencing and exposed sheet metal boxes are not permitted. Book H—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. 3) COLOR 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. q) 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. 4) SUSTAINABILITY GUIDELINES 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 II—2.5 Architectural Regulations Page 129 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 2. 6. SIGNAGE 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. 1) DEFINITIONS 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 1/4) inches in width shall be considered to be a single window area. 2) STANDARDS 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 3) GUIDELINES 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. 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SIGNAGE REGULATIONS CHART a 2.6 SIGNAGE REGULATIONS i N °` 2.1.1 City Center 2.1.2 2.1.5 Gateway 2.1.6 Gateway cn 2.1.3 Mixed-Use 2.1.4 Community 1 2.1 District Zones Neighborhood Avenue Boulevard Commercial Commercial Center Avenue Centers Core Streets Non-Core Streets 1 -Grand Projecting Sign permitted -- permitted -- — — permitted no e 2-Marquee Signs permitted permitted permitted permitted permitted 3-Wall Sign permitted permitted permitted permitted permitted permitted permitted = 4-Roof Slgn permitted permitted permitted permitted -- permitted permitted 5-Monument Sign — permitted permitted permitted permitted permitted permitted 6-Freestanding Sign — -- -- permitted -- permitted permitted 7-Blade Sign permitted permitted permitted permitted restncted - permitted permitted 8-Projecting Sign permitted permitted permitted permitted restncted permitted permitted 9-Awning Face Sign permitted permitted permitted permitted restricted permitted permitted i10-Awning Valance Sign permitted permitted permitted permitted restncted permitted permitted 11-Awning Side Sign permitted permitted permitted permitted restricted permitted permitted cn 12-Above Awning Sign permitted permitted permitted permit!ed restncted permitted permitted b 13-Under Awning Sign permitted permitted permitted permitted restricted permitted permitted A 14-Canopy Fascia Sign permitted permitted permitted permitted restricted permitted permitted a 15-Above Canopy Sign permitted permitted permitted permitted restricted permitted permitted 16-Under Canopy Sign permitted permitted permitted permitted restricted permitted permitted 17-Recessed Entry Sign permitted permitted permitted permitted restricted permitted permitted 18-Window Sign permitted permitted permitted permitted restricted permitted permitted F 19-Time and Temperature Sign permitted permitted permitted permitted — permitted permitted s 20-Building Identification Canopy Fascia Sign permitted permitted permitted permitted permitted permitted permitted L.!: 21-Building Identification Wall Sign permitted permitted permitted permitted permitted permitted permitted o 22-Building Identification Window Sign permitted permitted permitted permitted permitted permitted permitted > a. ,23-Temporary Signs i See SVMC Chapter 22.110 for temporary sign regulations for all distract zones 0 Po a � n Legend: t g gr ..-' --:Nd Pemutted 2 .cam Lt M Permitted:These signs are allowed,by nght,as indicated N o Restricted:Signs are restricted to corner stores only. °o `r .o 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 I) Grand Projecting Sign Grand Projecting Signs are tall, vertically oriented signs which project from the building perpendicular to the façade 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 �4A mounted signs. co iii) Grand Projecting Signs shall be no taller than 30 giff feet from the bottom-most part of the sign to the tallest part of the sign. oJ0 �c , iv) Only the following types of establishments may use animation on Grand Projecting Signs: night •-� clubs, movie theaters, and live performance 4! 7 theaters with a capacity of 200 persons or greater. - � `'� :t d+- When used, animation shall consist of flashing or el• — chase lights only; light sources shall be of lrq •- incandescent, neon, or LED type only. Flashing �. _ 77 xenon strobe lights and rotating lights shall not be ' permitted. v) Grand Projecting Signs shall project no more than �j six(6)feet from the façade of the building. 1 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 ' ,,the sign width. ;y viii)No portion of a Grand Projecting Sign shall extend J �- more than ten(10)feet above the roofline. ar MINN=is b) Guidelines I I i) As prominent landmark features, the position of Grand Projecting Signs should be architecturally 1) Grand Proiectime Sii-n composed relative to important features of the building's façade design — for example. located symmetrically within the façade,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 Sign 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 ( `� � � theatres,live performance theatres,or night clubs-with w> , a capacity of 200 persons or greater. �-'` ii) Marquee Signs shall only be located directly above the 1 Tk ,,` primary public entrance of the theatre. c - - iii) Only one (1) Marquee Sign shall be permitted per .�,. �y, establishment. �",�"Irt e -_ o iv) The area of Marquee Signs shall not count towards the `0 .�to tal permitted sign area of building mounted signs. ��S' .,, -v) Marquee Signs shall have no more than three(3) faces. r - The total area of all faces of a marquee sign shall not ,i 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, 1 It or LED type only. Flashing xenon "strobe" lights and �x WI Zia rotating lights shall not be permitted. ". vii) Marquee signs shall project no more than 12 feet from I 1 the façade 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 II—2.6 Signage Regulations Page 137 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16,2009 3) •.Wall Stki# (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 illuminated and may be mechanically rotated. i) 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 performanace 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) Walt 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 iliuininaton 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 Signs: discrete incised openings cut out from the sign wall-mounted signs or sign cases panel. containing restaurant menus: —. - (1) Shall be mounted at the ground floor - - --- facade of a restaurant or café with -- - indoor or outdoor seating. - _ (2) Shall be limited to the size of two(2) r-. pages of the menu utilized by the �r restaurant plus the frame. (3) Shall not protrude more than three (3) inches from the facade, Lettering 'r-----_' .'_ - - shall not exceed one (1) inch in _ height. - (4) Shall not exceed one sign or sign case _ per facade. - 11 1111.1 • 1 i (5) Shall not count towards the total sign -. -- — area permitted based on the Linear I _ .10 1_ Frontage Ratio. - (6) Shalt be illuminated by indirect . ' illumination only. 1 - vii) Barber poles: I" _ s;•:;1$ ; �+ -- . *_ t � 3) Wall Sign Book II--2.6 Signage Regulations Page 138 of 199 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 façade 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.-17 L - ,, _ - -� tr- --..------- _ _ _ . _ 1 _ __ . _ _ , ! ,________I_____ _ i -----M- _ . _ 1_81 _ _ __ ._ Jinnool,i_iillii lillililirollIMIIIIIIIIIIall iir.,, n1 —4 1 - .1 — , 4 II 111111114111111 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) Freestanding Signs viii) A single unoruamented pole support design topped by a can sign typical ofa commercial strip shall not Freestanding Signs are permanently mounted be rased. 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 1) 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 cai„mns, 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(l). 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,shall,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 1-90). 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),anclt'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 (1) feet or more above grade, may be located at the property line, outside of the —] clear view triangle (SVIVEC 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 SVIAC 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 façade 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 r� entrance. ' ''` ii) Blade Signs shall only be mounted on the wall t ,.4/xk area below the second floor. ,45 iii) No Blade Sign shall exceed 16 square feet in ?�_ 8 size. .•)1N IN' iv) Blade Signs shall project no more than four (4) t feet from the façade 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 the total permitted sign area of building mounted 1 signs. T b) Guidelines -- 1 i) Exposed materials used in Blade Signs 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 Appieway Corridors Subarea Plan Adopted Jane 16.2009 8) Projecting Signs Projecting Signs are cantilevered signs which are structurally affixed to the building and oriented perpendicularly to the building façade. a) Standards ri-,1 ,,r1C-"Vr) ,� i) Projecting Signs shall only be permitted for non- *r , , p residential uses with a dedicated ground floor �r, 1i o entrance. ° , F,� ,5.9. 4 CI-., ii) Projecting Signs shall only be mounted on wall -44("! 7 5 area below the second floor level. 0- in) No Projecting Sign shall exceed 16 square feet in t. size. 4 �t iv) Projecting Signs shall project no more than four . (4)feet from the façade 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 ,- --, it projects. i s shall not count vi) The area of Projecting Signs ,4:1-\ 's_!lo towards the total permitted sign area of building -•-°I mounted signs. I - 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 t - awning, including sloped awning faces and vertical box awning faces. _ a) Standards i) Awning Face Signs shall only be permitted for non- i 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 � O �I 1_I 11'1_I 111 1I public right-of-way over which it projects. b) Guidelines i) Awning Face Signs should consist of vinyl or paint i - applied directly to the awning. ii) Awning materials should be canvas or nylon; plastic should not be used. (J� _ - -; iii) Awning Face Signs should be illuminated by external illumination only. 9)Awning Face Sign 10)Awning Valance Signs 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. i ii) Lettering for Awning Valance Signs shall include one(1) line of lettering not to exceed two-thirds (2/3) the height _ of the valance or 12 inches,whichever is less. - — b) Guidelines i) Awning Valance 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. iii) Awning Valance Signs should be illuminated by external illumination only. t - - 10)Awning Valance Sign Book II—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 .y i) Awning Side Signs shall only be permitted for non- 1 ' a ittio residential uses with a dedicated ground floor entrance.ground -la _ , ii) The area of Awning Side Signs shall not count towards ,�,,�,' j the total permitted sign area for building mounted signs. ' °`A iii) Lettering for Awning Side Signs steall not exceed 12 II 'rP ' • inches in height with total sign area not to exceed 20 % - il- percent of the area of the awning side area. , r iv) Awning Side Signs shall project no farther from the 1 t 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 right-of-way over which it projects. —ii b) Guidelines .I s I 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 Signs 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 �; i) Above Awning Signs shall only be permitted for non- ��' ; residential uses with a dedicated ground floor entrance. ,,,�•Q, ii) Above Awning Signs shall not exceed one and one-half er L ' IA G; (1 %2)times the valance height,and width shall not exceed �� r two-thirds(2/3)of the awning width. ..,-) ; iii) Above Awning Signs shall project no farther from the tf?, a ' b IS/building than its associated awning. 7 , .e• p�. iv) No portion of an Above Awning Sign shall be less than r• I 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. b) Guidelines ;;� �, i) Materials used in Above Awning Signs should be wood, T t metal, and paint only. 1 II ii) Above Awning Signs should be illuminated by external 12) Above Awning Sign illumination only. Book II—2.6 Signage Regulations Page 145 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16.2009 13)Under Awning Signs Under Awning Signs are signs which are suspended under an awning, perpendicular to the building facade. a) Standards J i) Under Awning Signs shall only be permitted l At)ijili for non-residential uses with a dedicated > ].ii. ground floor entrance. e " r-) -Ph-q ii) Under Awning Signs must be located adjacent to a public entrance from a City _41'g_,4 l side walk. ° y iii) No more than one (1) Under Awning Sign —. :. ? 8 shall be permitted per establishment per _4 i "s` facade. -.E 1 ei- iv) The area of Under Awning Signs shall not i fa X- .� r • --tint towards the total sign area permitted 5 I ? sed on the Linear Frontage Ratio. .4 f r v) No Under Awning Sign shall exceed three (3)square feet in size. +, vi) Under Awning Signs shall project no farther ilMi from the budding than its associated awning. vii) No portion of an Under Awning Sign shall be less than eight(8)feet above the level of the sidewalk or other public right-of-way I , w..�over which it projects. nick ;aa b) Guidelines I . .w f J . i) Materials used in Under Awning Signs .I I should be wood,metal,and paint only. ii) Under Awning Signs should be illuminated by external illumination only. 13) Under Awning Sign ; Book-- - 6 Signage Regulations Page 146 o t 199 Sprague Appleway Corridors Subarea Plan Adopted Jur c 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. et.1 Al)."1'14 a) Standards . 'it 4 i) Canopy Fascia Signs shall only be permitted for non- g residential uses with a dedicated ground floor entrance. f ' . C1� ,.II . . ii) The height of Canopy Fascia Signs shall not exceed two- '� thirds (2/3) the height of the fascia or 12 inches, rp t , whichever is less. -, ~ t% " � iii) not exceed two- i) The width of Canopy Fascia Signs . thirds(213)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 1i eight ( ) feet above the level of the sidewalk or other - s public right-of-way over which it projects. - 1 vi) Canopy Fascia Signs shall consist of only one (I) line of T 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 11—2.6 Signage Regulations Page 147 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16.2009 1 5)Above Canopy Sign 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 (11/2 times the 4'-Y ' - height of the fascia or 24 inches whichever ....4, _,1 r is less. ,.z....7 iii) The width of Above Canopy Signs shall not exceed two-thirds(2/3)of the canopy width. _.r 7 )) iv) Above Canopy Signs are permitted only .4. ; above the front fascia of a canopy. ` (!D . v) Above Canopy Signs shall project no farther / ) from the building than its associated canopy. S" ` �1 vi) No portion of an Above Canopy Sign shall rrrry be less than eight(8) feet above the level of 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 •••=1" individual letters only. I b) Guidelines i) Exposed materials used in Above Canopy pi► s 111 Signs should be wood, metal, and paint i m I only. U j 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 I Sprague Apple ay Corridors Subarea Plan ALdopted June 16.2009 16).Under Canopy Sign 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. ti) 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. M 'f. , f e • w _l fF 41ri: esV U - 16)Under Canopy Sign Book 11—2.6 Signage Regulations Page 149 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16.2009 17)Recessed Entry Signs Recessed Entry Signs are signs which are oriented parallel to the building façade 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 façade 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. a9 6' �J. I Vii. O INK II It 1 Y 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 Signs 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. _ ;II 17 I .f L - a___, �U OOU UUL J = � IT . ___r i.__.. �. : it .7,._ _..,_.,,... : f_., : , :.:i_:, _ i__ 18) Window Sign Book II—2.6 Signage Regulations Page 151 of 199 Sprague Appleway Corridors Subarea Plan Adopted June 16.2009 19)Time and Temperature Signs 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 around 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. 20)Building Identification Canopy Fascia Signs 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 façade 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 (I) 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 façade. 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 façade of the building. b) Guidelines i) Building Identification Wall Signs should be inscribed into the façade, 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. tlltlr ' IiIi111Ilti iltlillittl Illltlllitl - - 111.1.111 I IC I 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 Identification Window 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. z - 10 ■ 111111! 111111111111 ' 1111IIIIIuI 11111111111 I 1771 1 a ma. 1 ' I 6111=11111^ I 22) Building Identification Window Sign 23)Temporary Signs 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 I BOOK III: CI T Y A C TIONS 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 II, 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 5prague Applc« a� Cortidors Subarea Plan :ldopted Juae 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, gtudens, fountains, green spaces and outdoor seating. These areas will be designed with the inteat of establishing the City Center as the place the community gathers and interacts. Therefore these public spaces will be designed and locat�d so they are pleasant and fun to spend time in. Since these spaces wiU become the communities "living room" where people gather and share, the City will e�ctensively engage the residents in the design process. The City also intends to purchase land and construct a City Hall. The City Hall w heip 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 "gree�" practices. The City «rill encourage other civic uses to locat� in the City Center. These could include a new libracy, fire district offices and the offices of other governmeot purposes. 3. 2. S TREE T NE T W OR K I1V�PR D VEMEN TS 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 coaunuters during peak hours in a configuration that complement� the envisioned land use and development pattem. 1) The street �etv��ork todey At the time of Plan adoption, Sprague Avenue and Appleway Boulevard function as a one-way couplet from Interstate 90 east to University Road, where Applew�ay 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 configurarion adequately accommodates traffic volumes without major intersection failure. 1 i f r Z I �i 1 �1 �1M 1 1 s 2) The future street network Traffic analyses canducted as part of t�ie Subarea Plan (see Analysis of Circulation Alternatives for the Spra�ue-Appleway Corridor prepared by Glatting Jackson Kercher Anglin, Inc. in Appendix D, separately bound) demonstrated that expected city and regional growth will ultimateiy result in unac�eptable levels of congestion. To accommodate this grow�th, the street neri��ork will need to be strategically modified over time. In the final configuration, Sprague Aveaue and Appleway Boulevard will function as a ona-way couplet between I-90 and Dishman-Mica�Argonne. Sprague Avenue will funcdon 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 Uaiversity, Appleway Boulevard will convert to a three-lane two-way street extending to Sullivan Road. Book III City Actions Page 156 of 199 Sprague rlpple�ay Corridors Subarea Pl�in :ldopted �unc 16. ?��Il'7 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 neri��orb improvements �vill be staged and installed throughout the plan area as shown on the Fig.3.2. Streetscape Net��ork Staoing diaarams and described belrn��. 1) Stage 1: Establish the Transportation Framework aad Enable the City Center Sprague Avenue is poised to become Spokane V�lley's yiain Street and indeed is one of ehe primary streets of the proposed City Cent�r. However, its present state lim.its it from supporting a strong activity center. Its roadway design priaritizes speed and throur�h 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, Applew�ay Boulevard must be extended and configured to two-way traffic to complement Sprague Avenue and enhance the o��erall capacity of the street network. ,r i �l E- J 2 Z Z` J w i �.t Q f a Y w .3 r 3 4 i a) Principal ActIon Steps in Implementing th�s Stsge i) Convert Sprague Avenue to twaway d�a�c from Uaiversity Road west to Argonne. This convenion 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. 2) Sta�e 2: Stren�then the Citv Center and Eatend tl�e Network In order to furt��er enabl� the Ciri� C�nter the City will continue to reclaim 5prague Avenue to better functioii as an urban retail street; as this reclamation ha.ppens, Appleway Boulevard must be extended and configured to hvo-way traffic to complement Sprague Avenue and enbance the overall capacity of the street network r �c z y s 1 Q, Z 1 1 i Book III Ciri� Actions Page 157 of 199 Sprague Applea�a� Corridors Subarea Plan �doptcd Juae 16. 2009 g) Principal Actioa Steps in Implementing this Stage i) Extend Appleway as a three-lane, two-way street east from University to Evergreen. ii) Canvert Sprague Avenue from seven lanes to five lanes fram Evergeen to Sullivan (and install streetscape improvements). iii) Strzetscape improvements for both Sprague and Appl�«�ay 3) Stage 3: Ettend Appteway Boule�-ard to Sullivan and reclaim Sprague Avenue as an urban street to Sulli`�an "Chis stage corupletes 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. i f W Z —3r O �g r N W' t N 1 �r Q x Z m V I M"' 1 3 r t I i 1 1 1 1 1 i 1 1 1 i a) Principal Action Steps in implementing this Stage i� Extend Appleway Boulevard as a three-lane, iwo-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. S TREE TSCAPE IMPR O VEMENTS The City intends to implement phased streetscape improvements that will complement the development envisioaed on private properties along the corridor with supportive streetscape enviranments that the private development eafronts. Public and private investment in such streetscape improvements �;�ill b� staged (along with Street Nerivork improvements) over time, and as resources allow, to promote the type of change envisioned by the community by providing attractive and compac�le env'vonments for the desired ty�pes of new dev�lopment. in any given streetscape segment, these envisioned improvements may ultimatety be instaJled in their entirety by che Ciry, or incrementally by the private sector as development occurs. Screetscape improvenlents will be installed ttu-oughout ttje plan area as shown on the Fig.3.3. Street�cape Segments Map and illustrated by the following Sti�eetscape Desi�n Sertions and Plans. M��ocd uu c�,�r�: cny cros�: 6atenap CoTrna'cial• c r `':ia�:.,• jt ,.-r' i i __�s �g NI�+► a� +�s-�- T.F ConxTwnRy G�tcxq O 5.?�ti�i�� i9° V'�mr �OfMYM1� Rani�O i 4 33. trt=s'stcwrs S�onsxt+c ![wr Book III Ciri� Actiuns Page 1 �8 of 199 Sprague Applewag Comdors Subarra Plan Adoptcd June 16. 2009 3.3. STREETSCAPE SEGMENTS MAP 1) Sprague Avenne City Center City Ceater 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 aloag 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 maint��i« the existing back of sidewaIlc along the north side of th�� IrL �c �rd renl�ir� ,t r��t� h;tc� of �it�e��k al�n�� expanded right-of-way along tF,e ��!1 ��'t�1� �rrc�� Streetsc North S A ten (10) foot side�valk along the back of curb and an eight (8) foot parking lane oriented parallel to the curb. Boulevard-scale and pedestrian-scale decorarive street lighting with banners located within the sidewalk with a ma�cimum 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 ig,hting. A single species �f laree, maderate density, deciduous trees located in planting wells within the parking lane ar� South Side A 15 i, and access lane. Boulevard-scale decorative street lishting with banners located within the access lanes planted median with a marimum 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 �vith a maximum spacina of SO 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 rl�edian and in flush tree grates along the back of curb with a maximum spacing of 40 feet on-center. Cfty Center Laadmark: Following the successful instigation of a new City Center, ttie City will consider ]oeating and building a City Center landmark to highlight the City Center. It will memorialize the City Center's location and help direct r�e��1e into the Citv ('cntrr from Spra�ue .1� e nue. a�Ca v�:: n�. v.�Gt b� zCr.x f °'1' s i- X q i. 4�` J 1 a t'.�. r- E-- i.� .L 4 T 'f �+-i r. a.� •:l ti-� 1� 11 FJ !1 t J•�. !.7' �....s� Msw .�..r ..w.r. wrvr v.a ...sK. ..�►io s�.�� CYT'P �ti �s �r.�t a..� •r.a ua a� rrw�o y t- 1Pl/!u��is d i North Side South Side Booh III Citv Actions Page 159 of 199 I Sprague �pple«a`� Corridors Subar�a Plan .�doptcd junc 1 G. 2Q09 I I I ��g�� V a� 1 t� (in� l s t• y' 1 i'� �I. r 3 J E l_ t"'1 �":'`r.~��,_-_i: r� 8 i; tf ti I C1Cy' IllCl I 'i: Lac �ti:jrk M,= i t? r�. C� .f' t°� j`� ti i I i 1 �t.�� .i� w 4 fT•.- Hr l r1.. �y� �-1 r t �2 W t CllC S[.TCCC u -t t jl 1 I t terseetion e r- .i L r.. 1 �k n f l� Y ,I t ..T i i� J r' ��J t North Side South Sidc Nort6 Side South Side 2) Sprague Avenue Miied Use Avenue �ti.ted Use Avenue segments of Sprawe Avenue will con5ist of four (�i) through lanes �ti�ich a center tum Iane. Sueetscape 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 locaied 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 lighri.ng. 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 I 60 of 199 i `�ra :lp�l� (.�arridurs �ubarea Pi:�� ti T,I.,e 1 '+r ��11CR I�UC L�CK Ai�t r. ti i J�. J� 3 1 a �i�� "dKre' 60� t r 1 t, �n�rrvrriol :'e+ 3 0+6cs -+;s�a ►{o�ny i f, Ili J. I.L I h I T! T h ?5�--�7' l0 -+-12--: 1�--« --?S'-- w�o�t,na �ea W�clu,ra ru�+w n.•+n s+..uo nav: n..�► �sxi �.�oa�a ►or• troxruto �a�K w.�u w �r.a w� ..as u.r ce++ c.�rt Ke�e ...r: a*ua .r �a.t`n:t i�---- �a� a. m _�sr--_... a a.. I�TORTH �iDE �OUTH �➢DE 3) Sprague Avenue Neighborhood Centers tieighbarhooci Center segments of Sprague A��enue «�ill c��r�,i�t uF t��lir tllri�u�.il l.j►�« i<<� a �c•rltcr curn iane and paraliel parking lanes. Stre:etscape elements include: 12 foot sidewalk w7th an�ight (8) foot continuou� �)is[i(�C riE� alon� tll ��;:C� l�f� llI't�. ,t�� ;1 �:?l I i) foot parking lane oriented parallet to the curb. �1 flt�sh 12 foot center turn lane with special paving. Boulevazd-scale and pedestriaa-scale decorative st� li�L l��csz��l iihil� �I�� a�1c�r �s,-ip �ti ii!: rnaximum spacing of 40 feet on-cenier. Light source should be locaied 25-35 feer above finish�d tor boulevard•scale lighting and 12-14 feet above finis�ed grade for pedestrian-scale str�eet li�htin_�. :1 sindle speci�s of large, open-habit, deciduous trees located in plantin� ��ells t.�.:�a•..:-�....� a• �..x,. s�-- .l j�► •`t�' t i L w r`=: j �7 g �.-l---- s? �Cr. 17 i t o. .w �.....o ...�e ti,�. 'w a�� Vns w r�c 'r��-- vQ C�� j �.i �`if V f�� t� �I 11� ti1)r!f) 41i1t' ��tl(li �f(?t ��ra�u�. .lpplc« (�c►rrid�rs �til��rc Pla�� .Adopte� r, 1 ,H i U U C 1 f. 2 U �I j^� u I i i F i ?4liaccd Usc I �fixc -Ltse A�cnu a 1. f livcn c t J I I', t �Mr, :i _ii.;,:_ E j �.:.;tt.;.:�:.:�i�il.iil::. I P,� t�, u�� --T. .{{i_i:;,.t�.t��as.F--f=;-;-i;-={::��t'i' �S t r s U i�' i i�i �i�. Aii.rcd t r_ f Avcauc i� _T Ne �hborhood i� "�'it; Ccnter �ilk I T i l i l I�� i p i�;�� 'ti� i t i 1 ��.E tic,rth Sicle �uiith Side 4) Sprague Avenue Gate»•ay Commerciai Aveau� I he City is not proposing changes td the Sprague :'�ti �nuz srreetsc<ipc; it �lli] i�2� 1��3[C113} l.L)llllll ui�tri� i r_c�nes areas. As resources allow, the City will work with property and business owners in the Gateway ar�°a ;;ier��if� �ossible changes to Sprague Avenue to support the development envisioned in this Subarea Pl�z�. Appleway Boulevard Community Boulevard Community Boulevard segments of Appleway Boul�vard will coasist of two chrough- with lei't �unz pockets and bike lanes. Two options �vi1i be c�ns�dered in �rder ta maintain the possi�ilit�• of a lon� :�r11� light rail or bus rapid transit line. Option 1— Lig6t Rsil along the Center of the Right-of-«�a}�: Short Term Streetscape Elements Include: :1 �ti ide linear parkway located in a r1�ed�an in th� center o' t��i ri��ht ich: �3�ok Ill —��it� :�cttt�ti� �'ti�e 1(i? <}f l��) ��r�,�ue ,��cti�-:�� C�r��r�d�r� ��a�e� �1ar� e'��v�ted ��s�� i ?C��J� "�u�ti-u�e ��th o��rr� r��s u�' c�pen-hab��t d�ci��aous t�e�� v+�t� ��axim�m �pa�i�g ��'3� f�t c��r. A s� �6� �+�at sid�e�raik �rith �n �i��t +(8� foot con�nu�u� pl�tec ��rip al�n� t�i� bac�C c�f��arb. ��ule�ard-sca�� a�d ��des�ri�.n-sc�� ie��r�t�ve �tr�et li��ting l��ated v��in fi�� p�ant� �trip �i� rn�irtauzn spacin� a�" �f� f�et vn��nt�r. Li�t �au.�c� �hc�u�d �e Io�ai�d 2�-�� +�ex �b�� f�i�h�e� grac�� ba��le�r�rd-s�al� �i�h��r�� d 1?-1� fe�t �b�ve �'i�ished Fvr ��de��ri�-s�cale stre�et li�ht�tg. :`�1 Sr�I�P,�'�� S]��L.`I�� !L}� �`d��".� �v��e� -�i��Tt ��t�llt]l1S �1'�� +��t�� '1��11 i�l�' �3��.I3��1' Str�p �'4'�t17 F��.,�.� s�acin� af f�et e�n-center. L�n�; Ter� Stre��tsca�p+� 1'�+�di�i�#i��: T`��li ��1�� k�t��l �:��e�°�rt �i�c c�.�;cr�l rtx��3.i� t� li�ltt ��l t�r r��?it� t�t��it Xa�l�:. �f ��+�'Yi 1 'se"� "F�f r s 1x'� �r M i•� .h u w ?s' �y i a'`°-" f' r a p 'r y' r �`"a�t l �R.'- t+� i- R i s a r'�,;�, .ae�` ti �y r �1.r .t_ y 'iT: 8�. 4��"-,. �t 9� y '�u 1 C G �i' q ,y y X M r R rt 'R �e. 5i� i�� E 'R�- X.'M'�� +1ii. iAW1. �.�rl: aR .i�Y �+s� -�T �ca�.fi �*s�r i. s� i�1�1'�� 1C��' ��1 '�lL�� 4_ x �.y� 1 r �,f;� r l.,� l +r td� �,s� a y a 4. y� "R' ��,°�s��' W r �r? y T d .a-y y� 'IY i� ,.'r, r �t� t+'" i i a I i 7 �J w -J"J� iI� I" i�� f� i�! �.t �Nti .F�'y3 i�.7 '4�i -'f�� i�- 9i1� �'�1 IL�F4 L/� a'#� $f� �4�� 5 1 �r R -T ��r� +��p� i �i0C��1 `.�'IC�!� �Oklt� �.'Q�� k III G%ty .A��ti�r�� P��e 1�� f 19� 1 i �prague l��ple«�ay Corridors Subarea Plan .�ldopted June 1 G. 2009 i =s- �o��, _E'_ �i -----�'r .r J r �y �l� i n .r�.; r �:.i. I i r I I I r I r i i l� _:-w I L, :--.�s....., �,r 1 .1� 1��j I Cl l i "'rl :r -:3 ;r ""1 �r� 1 ��j i ;t i; 'i •2• i 1 l i '.:i1 i r I I I �-z R I I 1 a.` T i j M �4 1 _u f ♦t�' 1. 1� j I r 4�.� N 1 i '_J r' i E i i tiorth tiicic �c�uth �ide North Side South Sidc SHORT TERM LONG TERM Option Z– Light Rail along the South Side of the Right-of-Way: Short Term Streetscape Elements Include: A 48-foot wide linear parlcway along the south side of the right-of-way with: c Multi-use path c Boulevard-scale deroradve street lighting located along the north edge of the linear parkway with a maximum spaciag of 90 feet on-center. Light source should be located 25-35 feet above finished grade. Book III Citv Actions Page 164 of 199 Sprague �ppleway Cotridors Subarea Plan Adopted Junc 16. 2009 o Pedestrian-scale decorative sveet lighting located along the south edge of the linear parkway with a maximum spacing on 90 feet oo-center. Light source should be located 12-14 feet above finished grade. o Twro rows of a single species of large, open-habit deciduous trees with a maximum spacing of 30 feet on-center. A six foot sidewalk along the south outer edge of the linear parkway. A six (6) foot sidewallc with a continuous 10 foot planter strip along the back of the north side curb. P�destrian-scale decorativc street lighting located within the north side sidewalk with a maximum spacing of 90 fe�t on-center. Light source should be loca.ted 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 w ith a maximum spacing of 30 feet on-center. Long Term Streetscape Modifications: Linear park�a•ay is cnnverted to a light rail or bus rapid transit lane. �/►,s Q f[�I L� �/4 l�! 1�. f' �tl J I �f� r is� a r r �t E s r Y i l� I �t r: ��,t �'�r R r r I ^s.v�4 r f 1 T T� ._y+--;�--;,�-i i .L -iF �c a� a.�a ..e� �..r.r..rss.m.sn. f�a `w wi �w �V .a.� :i +'t'� !f?l �S aYCI ��I c�.i�' ..Rs+o�� SHORT TERM ir�t s sc•-.:-� �-a c� u�—t• F s s 1�4 f f f, i� w i x. 1 r Y j ��t �'T.� .t i i ^T t' t 1. '^^1 L� J f ITTT I I Q r r f, f� 1 o i. +li7 f� �i. �i i�fr. 111►lt� 1.�Fa fi. 7Pi S�►' t=� 7f� S� �1t �ii 'i North Side South Side LONG TERM Book III City Actions Page 165 of 199 Sprague Appleway Corridors Subarea Plan .�ao�t�a 1 �oo� i F j. j j s E' _._.1 i� �I I S' 7} �i► �1►�,.-`a• -,M=�' t M r I, �;i j 1 i I �-,r a tT t J 1 =c E. r i i IC11 I i _Dt ![]1 IQi I i I f; �Ty`_�• r r l 4 n I�� T I i I I x i' �:.Z �Y' i tr "i �i i:r i. 1'� •4 y.Z 3_ North Side South Side North Side South Sjde SHORT TERM LONG TERM 6) Appleway Boulevard Community Gateway The Ciry is not pmposing changes to the Sprague Avenue streetscape within the Gateway Commercial district zones areas. As resources allow, the City w work with property a.ad business ovmers in the GaUeway area to identif�� possible changes to Spra�u� Avenu� to support the de��elopment envisioned in this Subarea Pl�n. City Ggtevr•ay The City �r consider locating and building a City Gateway nzar the intenection of the future I-90 off-ramp and Sprague Avenue that announces entrance into the City of Spokane Valley aad helps direct visitors to the Ciry Center. The potential locadon of a city gateway is shown in Fig.3.3 Streetscape Segments Map Book III Gity Actions Pae� 166 of 199 Sprague and Appleway Corridors Subarea Plan Adopted June 16, 2Q09 cLOSSAR� 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 Va11ey Municipal Code shall be applicable except when in conflict wi�h definitions contained i.n this Glossary or elsewhere in this Plan, in which case this P1an's definitions shall prevail. Accessory Building: A building or structure which is lacated on the same lot and customarily, incidental and subordinate �o 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 househpld 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 din.ing raoms, livi.ng 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. Al�ley: A vehicular way located within a block to the rear of parcels providing access to service areas and parking, and often containing utility easements. Al�ley Setback: The required minimum distance from an alley's edge of pavement to any building. Articulallon: The use of architechual 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 a.nd inhabitable structures (i.e. parking structures}. Bui�lding 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 pazcel. f 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. Buitding Orie�tation: 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 fu11 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 1G. 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. Carridor: The combination of all elements that characterize a roadway. This consists of a11 elements within t1�e public right-of-way/street (the vehicular realm/thoroughfare and the pedestrian realm/public frontage) as we11 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 r�gulations 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. Fa�ade (streetwall, sidewall, rearwall) The exterior wall of a building i Front Entrance: The main point of pedestrian access into a building. �'ront Street: The street that a building's primary entrance sha11 be oriented towards. Front Street Setback: The distance or range of distances (expressed in both minimum and ma��imum) i required from the back-of-sidewalk to the primary building fa�ade along a front street. Front Yard: The area that results from a front street or side street setback. I Frontage Coverage: The minimum percentage of the length of the frontage coverage zone that shall be I occupied by the front fa�ade of the primary building. Frontage Coverage Zo�e: 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. Frootage 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: Frinciples 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, sta.te, or national historic landmark. Glossary Page 168 of 199 Sprague Applevvay Corridors Subaxea 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, bullc, 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 reta.il 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 deftned 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 buildi.ngs, providing shortcuts through long blocks and connecting sidewalks or front yards to reaz 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 parkin� structures and excluding accessory buildings or structures, whose streetwall is located with the frontage coverage zone. i Primary Building Fa�ade The main/principal fa�ade 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 properly between the back of sidewalk line and the primary building facade atong any Street. 2. Portions of a11 primary building facades up to t1�e 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 inc�ude, but are not limited to a building's primary entrance treatments, setback areas and property edge treatments. i Glossary Page 169 of 199 r Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 Property: An ind.ividuaUowner'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. Pubiic Frontage: The area beriveen a tt�oroughfare curb face and the back of sidewalk �ine. 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: T"he 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 vt+�et and dry utilities. Shopfrant: A specific private frontage type. Shapfronts are the primary treatment for graund-level commercial uses, designed for active ground floor activities including retail, dining, and personal services. Sidewalk: The paved azea 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 frant street. Side Street Fa�ade: The fa�ade of a building that typically faces a side street. Side Street Setback: The distance or range of distances (expressed in both minimum and maxixnum) requixed from the back-of-sidewalk to the building fa�ade along a side street. Side Yard: The area that results fram a side yard setback. Side Yard Setback. The distance between a side property line and any structure requiring a building permit. i Sign: Any writing (including letter, word, or numeral), pictorial representation (including illustration or decoration), emblem (including device, symbol, or trademark), flag (inciuding banners or pennants), or any other device, figure, or si.milar character, including its structure and component parts, which is used for, intended to be used for, or which has the effect of identifying, announcing, dixecting, or attracting attention for location, advertising, or other informational purposes, including subject matter attached to, printed on, or in any other manner xepresented 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. Glassary Page 170 of 199 Sprague Appleway Corridors Subarea Plan �dopted 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 combinarion of all elements within the public right-of-way: the vehicular realm/thoroughfare and the pedestrian realrn/public fron�age. Street Type: A specific configuration of elements that define how new streets may be designed. Streetscape: The composition and design of a11 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 �rees and plantings, benches, streetlights, etc.). Streetwall: The plane of a building fa�ade that frants upon a street, e�ending from the ground up to tlle streetwall eave line. Tandem Parlang: An off-street parking arrangement where one vehicle is parked behind the other. Terminated Vista: A Iocation 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, pazking 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 horizontalline 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 Desiga Concept: This district structure which serves as the conceptual basis for the regulations a 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 1and or in water regardless of whether the activity or development is established, canied out, ma.intained 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 I different zones. These standards establish permitted and conditional uses and provide regulations for density, height, lot size, building placerr�ent and other development standards. I I t I ti Glossary Page 171 of 199 c 5pra�u� and Ap�le��a}� Corridors Subarea Plan Adopted June 16, 2009 A PPENDIX A: S TA R T�NG POINT A.1. STARTING POINT: EXISTING CONDITIONS The condition of the Corridor at the inceprion of this Subarea Plan is detailed in this section. Ultimately, the implementation of the planning framewock contained herein ��ill result in sufficient madification of these conditions as to make this Plan obsolete. At that point, a newly updated Carridors 5ubarea Plan �vill need to be prepared to engage the problems and opportunities presented by th� 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 tt�e analysis include information provided by the City of Spoksne Valley, the Spokane Transit Authority, Spokane County or the Washington State Department of Transporta.tion (WSDOT). This section references the Spokane Valler Comprehensive Plan as adopted on April 25, 2006. IJ Regionol Contex� 1� miles south of Mt. Spo�ane, Spokane Valley is located along the Spokane River just 3 miles east of Downtown Spokane. Upon incorporation i.n M�rch 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 mostlt� housin�. The City 38 square miles is home ta o�•er 8�,000 re�idents (Fig.A.l. R A.2.). SPOKANE f CITY OF SPOKANE VALLEY COUNTY z I f�� r-� s. i.+ y �.'�.r v' ,N ri 7 i i fr y -,;i,� �:=s'�� Y ?r r f` r� 1 r C l T.;_1-��. 'i] 1� 1 .t'; ,c T�' r a f _OO.w^' ulr�c.',�� t- f r i.. °t o� j i ;i�'%' :I, r �1,' .ti spokm. 4� .,r�� %�::-1 i ,r�� I ��r� r r �,_/�t-'3�,��"J--�'�' �r"''� t' t•~ J 3 y I Y t 1. i.l r l .C.'_ 4. t� 1 '+'T= i�� 1�' 1 r l.� r t I --r`. 1 4'� f r; �SpRAG A�PLEWAY i•^ `i. 1 il t`-��tT=-� Fia.A.2. M.�rs oF SPO�x� �'wt.i.ett, �FIG!1.1 ..�L�P OF SPOK.1\E COl��T1" SPR-�GL�E AYEht'E. AA[D MPI.CWAY 1301'LE� ARD Appendix A- Starting Point Page l72 of 199 Sprague Applea1aS Corridors Subarea Plan �dopced J �e 16. 20t19 2) City Context: Pattern vJ City- �'ide Development The land use patteras in Spokane Valley are characteristic of post-World War II suburbs across the country strips of undifferentiated commercial buildings are concentrated along major thoroughfares aad housing occupies the land in w��w� between these comdors ;3 (Fig.A.3.). Market trends _1 have put these commercial i corridors in a period of 1� �r��'�� accelerating transition where retail is increasingl}� concentrating in centers at major intersections and highway interchanges. These centers are drainini �ry+►+�.o.+ F the economic vitality from retail properties located F�c.A.3 PATTEAti OF C!'ll DEVELOP�lE.'YT everywhere else (Fig.A.4.). This trend is e��ident where retail investment has been dravvn a«�ay from Sprague Avenue and is now concentrated along Sullivan Avenue and up to I-90 and the Spokane Valley Mall leaving si�nificant stretches of Sprague Avenue no longer advantageously positioned for retail investment. J1 .r� .....o..,.�, J �t e w i �b' 70 s9* C:? k,a��s.t r�W�6.i+�.od lswers�al ttr� �rt�l tid�a/C�t�rs FIG.A.4. Ft�TTERN OF CITY•�V1DE DEVELOPHENT: RETAIL TRENDS :lnnen�li� -�tarcii�n Point Pade l?� �f 1�?�: �I Sprague Apple�-ay Corridors Subarea Plan Adopted June 16. 2009 3) Tke Sprogue/Applew�ty Cor�idor S�r� �ue Avenue and Applew•ay Boulevard are Spukane Valley's main thoroughfares, exrtending east from the Ciry 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 nu�s generally parallel to I-90, connected via major north-south routes at seven intersecdons every one to two miles (Fig.A.S.). The character of Sprague Avenue is generally und.ifferentiated for over six miles from the western city limits until it intersects w7th Applew roughly oae 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 �ti�h�ere it dead ends and becomes a vacant stretch of undeveloped right-of-way until it intersects with Spra�ue Avenue (Fig.A.7.1. Y r,'�: 4'i� `s y t f �ICh1r3 71.0 w �T T 4� �r "�S'� t��:.�:'�_"�'�"'�„ -1 f =,er r :-2�� lY' 1� s�s ;y s t+ 2 k rt re* M r t a� �R.I 'Ry r ��lIZ� •.:1SY 'i. ��ru�_if..� d j �+'s a �iy�,c.' a3N�� w Li�'� ��i' a�� y� '��T*�� '��`f;n��'_'��.�i+� #r •.t .�.��r r�� .:�►..a1�H'i.czt�. ai.!�1' l y p. i ,I T1!, j N. Y f' Y�' Jr: f nt7 p �r �i 1 1 t'" ;T•� ,��5lL.�Tl:��f. i��,i",t��;''� �t'S�(`+1ti1S�:.l�:.yltu.;1�ls�',.�iiC�.'1'r'��.��'-`ri K�� .Z 4�� .�J��3•� t�x l:.' xLjt 711.� 't �s Y i �7 'i '^�y, i�;l+ �'J!: e"t�,�,�0'�'7��'��.`�I�??��.�� ;tr' t .y�_� _i; �l .('+rr�.r f r."Ir ��1 ti ��i�w sa.«a�:r_L�`g. Cc, -s` y r j 1 1 t �,L �s.t il:��1�JCi.'^i��.i� :�'_}l�9.iG��i� y� t E f s l�'.'�, i�`•I i c� Y vi .s,�► ys srcxtT�!:�s.��' 1, tZi-• ��`�'.i.L`. l'�-t aa r .c i+u.ss.� •x.- y�y,- C YJI aZliistArn� i;:�1ki11�►�s' .e'��'Ctr"`a�t� y lA ��Lcs l al y�y�,�q [Cwv:ws�.�.•� i'�+�'�;� y $j •��+ar••� r j �'t ;a�` X�" �4t7l4�K�� k,� 7�{ �3��==:7�P'��rf�i��Si'S]��Y3. �k �e-�c�r s� x ��i� i y !�q �r.. -7 j;� .b�'YIr7G3��OW a`Gpf �.a�"�li� t�s.t, `tantii�u� t��r+,I�' �.�Za+�� 3 71►�•_ �s 7� w Wt•�i 1S` �t K W �i�L ti .,��u...�t� r..h� �"y3�`k�� a��a� �F�1 �.x i tr ..l kt �4 K� f t'�t �'11 '3� i gairai:��1! A"4�R� ��i�{ '_s� ��r' ��s�i��"'� �i'�� ril �._a t+u sL �L+s SiSt+.-�.G I ;r;..�. tiYItAGI'E/.'\PPLL'1YAY CORRIn��R r J LL1:17�a1 `�i1 t G� 1 i� I'i a �i riL�f-� R i/ j�,.i�aMC��-��,... I ti e. i i '''i I f J 1• t I Al �c3- u Y r_I ��IV.f1.fi Tt�E c��.��z�c�r�fz c�i� Sf '!t3(;UE :1�'ENI�E; TNROI;GHOUT THE PI.AN AREA Appendix A— Starting Point Pa�e 174 of 199 Spra�uc �pplen-a� Corridors Subarea Plan .�dopted jur�c 16. 2009 F1G.A.7. THE UNDEVELOPLU APPLE�VAY R[GHT-OF-�VAY 4) Single Fam�ly Res�dential Trans�iioa Line The S�rague-Appleway Corridor is a linear pattern of development primarily defined by the irregular edges of the sin�le faznily 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. ct,z„� �L�� Y=— i�� r�'.-.'• J� .f� 5. �l�.Y 1�1t]!►.8. St\GLF:-I�.��t1Ll' RESIDP.1'TIAL TRAt�SR10N L1�IE S) Buildings The building coverage along Sprague Avenue is inconsistent and significantly lacks definition Fig.A.9.). "I'his development pattem has been driven by the desire for vehicular access and business visibility. The r�sult is a comdor dominated by conventional single story commercial corridor development where builclins;s are significantly� set back from the road�va�� and surrounded by �arkin� lots. -i z� �.:cQ� G f a't7 �3i,N, i 'i L]v 'M r t rt ��.'1 _.a�. 1 1 1 ��.r. t isr ��-d.. _i •1 1.:!�I r �t.tt.:�......� ��C�:%.—... P .�•.�.t_, l'��'..• I.. tk �L �'U '�L �'ly r-!� .;�7�'��i j t t iL c �bf I-i :no I�� 1 i�'�.=.. s i' ;�"Ej�.�, 6�' •M�1 c i. F IG.A.B. 13l'iLDII�i�3S 6) F.x�st�ng Development On Spra �ue and Appleway commercial- and retail-orie�ted uses dominate. The most common use along the corridor is medium box cocnrnercial sales and services: fumiture sales, appliance repair, sporting goods, etc. Intersecting arterial stree�s (especially Pines and the Argonne-Mullan pair) are typically populated by office development imrnediately off of Sprague Avenue (Fig.A.10.). Appendix A— Starting Point Page 175 of 199 :��:li';��llt :i:�l�]��t�..iZ ��i}I:I°li�C3E`ti :i.L��i.�Ci: �'�.ii:- �.t�CF�L�C� �1i1]� �i, ��w'-: The Agp��ava� �E..[�,�'. is c�rr�ntiyt th� bc�un�d.ary bet��en ��nd ��rae� f��° �c�n�n�rcia�l �i��tc�p�n�nt a�c�n� Spr��ue A��ue �.n� r�s�d��ia11�� ned l�nd tv th� �c�t��. '��r��'or� it li�s �.lvn� th� ed�e a►�` th� r+�si�d�nti�I n�igl�l��r�i�rnd� snut� th� p��tn �re� and ��es �s t.riie ��und� b��re�n thesti n�i�bv�h�ds and �khe ��ck r�f 5pr��uc�'� c�m�ner�i�t c�rri�i�r de�x�la��r��ent. A�cl��rs ��t�il �4� rn��t m�j�r i�t��s�.�ti�r�s �w�er� �r�ss s�re�� r��vid� a�c�s� ta i-��0�, ��g,�bart��d �ervi.r�g r�ta�€� s�uci� a� ph.ar��+�ie�, b�1rs, �+��"e� ��a�� n�d nth�r c�n��ni�nce t�e�, ��Iu�t��ed. �ese clust.�rs �p�c�ll}� ��ir� su��r�narar�.ets c�r +��r ��et�� nc'��s �(Fi l Anc�vr� -��►�tto I��l�rs�ip� 1Nest c+f ,�r��nnn�-l�u11�r� c:c��pl�t, �pr��.� �s �vm� tc� ik�� reatest ��c�ntx��i�n �f a�ata d��le� �n� ��ttt�mc�bil� t�r�nd s+�l�+c�ivn ��r� 5+�a�1� I�'I�nn��poli�. �"Ii:��d �wzth th�se �i�l�rs ar� �utc� par�s �n�. ��es �4��:11 ►��i�� r�t�:i�i�� k�� c��mt s�le� �n� ��n��s I`�i�.?�.1`?.;�. �`�.�4 d _a�,, -aJ �r 1 _,W.� a '._`w. I- 1 T e 7 1' .I� �Ar,� fV d �--3' �r '�_L 1 I ..�i g d F �"a'��_ L i, f� "�Fr�. 4� A 4 t �•'i I� .R 7 r _e"T..� �L`: r 4 a "i k C.. r a h �"7`�� 1!' Y�w ]y� _�p �`ib� �i,4et k 3 "1' T r �i, 1 1J �i f 4 5 Xf,= ��•�r�.,.a��r�.�e; �u•aisaw+�a�ep�e�arrad� ��1F.�ssr�a+�.-rws+�F �IPa.1a+�wm��lrsxaeyy�*r4�Aac�rr.A+a'!�•. �S�•�s1�F�le�d�s�se�llrW �oa��.�ra�a�,aA4++�R�n �P �l�l9 '�1 �•>a.s91eN 7�Ari�rE1�� y�� ra�w!nr��ma �.yw.�.w.:e�e��rw�.r� �a�4-G�1a� tisa."�k�9�� rl!-F6�M.1'E..rws��#' ��L�M.��iqd�.. r �Ffl�. �.i��lrrr5rry� I�C��d4iG�M �fw �s� a4. F'fr7iqWi G •f#�Y�W ��fh �.:Y�f� .Iw�� wr� ry�.hr.r ar�.l�rwll :A. yKaV11M�p Per�f�i� Y�nl.�r�a��rilie+k#�S r__v�a '�1�-Aw��+�i -.:18•�Y��+��Y� iaa.,.,k� e�.•-+� YnL ad 7�'+�°A�y Mlr�i�M.'la+R.P�;E�wrrw .�.yua,F; ,«n-�q�1a��ir.tr�fw��y F! .rr.A.l �1. E��r+�[G ��.[�P1��r' Xu '1 591�ap�o--- �h. y�� 4 is 4 I �+Y.. u ��r�✓tLi �7Q�7� I i I y .y��. -n__- p yA y f Y y v, i 4 ��r -�tadi�ni w�`� Bi�L� �,q �r�+'Y��f,�E#A L �s e s s �Sf�ay ��fax`e�� i�.A�.� L. :�►racF�ox� FF�E��. F-- i 'I r ��+E�av�"` r I M�t� y .�_,S, tr l i. Y I k I i -i- -f 9 i il i �'_�4 3� ,p �1�. i, E A `�v_ ��I S i l 4�� ,.a Fr�!M..�2. A!�tc:t�ra�� €��.�,�.��r��s ��ppe�d�:� S�ar�ia�� 1'��r�t J'a�e 17� �af 9� Sprague �pple�-aj� Corridors Subarea Plan �dopced Juac 16. 2009 7) Larnd Use and Developnren� Policies The large rnaioriri� of land alon� che corridor is designated for some type of commereial use, focusing on �;eneral retai] 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 arza. That �lan also ideatifies a specialized district for auto sales and other automobile related uses. These concepts generally favor a strategy to restructure corridor develapment into a pattern of centers and segments that �t�ould focus retail development at major intersectioos to create idenrifiable places of more intense activity along the corridor. However the comprehensive plan fails to include strong policy direction to support this strategy. It ,naintains 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 Enti•ironment Snid�� prepared b�� Stuclio Casc�de located in the Separately Bound Compendium. t,.. a ,f�------_ t I ..��F• t R_ 1 ,�.11 l S f_ �s,�, f� jl �__f 1 .r' t I I _:l. r -t•� e t 1 S �f, i i,_ 1 �y� ry, r f i 1 a.:. .�i 1 l 7 irra, r 1�� i ;1 w. G ti= i a...�=:.._._� s.'= 1 s 11 j ';r N F!G �.13. ET1&T1NG (Pxt -PLAN) ZUNlhG .w �i N .�s R O.+�w 1�� M f t t t� r �1�� M�� y l —=7, ��a Q 's �r .l _��T 1�:.. r_ 1 r -=-a�—� I, FIC.A.14. RFBl�ENTIAL ENTITLE�ENR'S '1 i �1 b �I {y I� t C �jy� t l- r -3_Jib.►.i �k�� _4 w^.- _m� F 1 J'__ l_ �t�-� I 1 �.�.4'�_ 1.� �--i F t 1;�' t t�1_ Fto.A.16. RE�rwiL E�r�TL�r�rrs Appendix A- Startin� Point Page 177 of l99 Sprague Applc�rac Corridors Subarea Plan _�dopted Juae 16. 2009 8� Vulnerability to Changc Competition �vith the Spokane Valley Mall and ttie regional retail that it attracts has had a detrimental effect on Sprague A�enue's businesses. Significant disinvestment is apparent ttuoughout the comdor. This condition is reinforced by the aforementioned existing land use and zoning designations which provide an overabundance of commercially� designated laad ��hile limiting properties' ability to re-align w curr�nt market trends, leaving many properties vulnerable to change (Fig.A.l6.). This wlnerability includes vacant land and buildings, poorly ma.intained buildings, and underutilized land ��zth 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. 1`his is especially visible in the area surrounding the Sprague Ave.-University Rd. intersection. These blocks contain the larg�st concentration of vacant land, vacant buildings and underutilized properties in the Plan area Ip 2.� �r t j. a� ,._a. '.xr_ J i .1 .rti' T �s ��!�pll�� IZ�� r ,'f°; J t: i. 1'- tit -�a.� .r y �.i� .i 1a+-�i y� t f u t I 1 ��s��:.«s ,1 1 r� t .7'� t it �_�i_ 's! a? ta�-- �I'. 1 L 'il 3 1' li F a,o T f� 1 r� 7 j;- �f i i-. T r r��, .I� �.ra,_ ''�'r i t �;r TF��j ""TL.R'��,: ��k'lf1�Y =f I -e j c1 �1�:��i.�. 1 r=t�..�►.� ,1�F.RA!!LB TO CHAtiGE r t� I y�� l. I� rs 5 r s I �'°�,,F: -t R Y+ R I K I 4 PK3!�.17. EXA.MPLES OF "Yl'L�ERABI.E" YR()PFRTIEti Appendi.� A— Starting Point Pa�e 178 of 199 ��ra�uc� ��plc►�� c�rrid�� .�uba�c:� �'�a�� 1rl,��r�':� fis�� ?F��; A..�. �'��r�+��T I,� E��.�tr"�,� �"tr�� 'e�`�v�r� t'�:latl�I� ��T��l I1�k'�4[➢Z'� �;'E1�1 +��Lil �:+ii c: !?[it' ��ls"�I:-�1:'_�; d't4w:�� t�'�'I�ti�: Efl��i.l�,�< 1'►r'�LLl�t3il s1ll{� �11.I��'S�. ��711� ��]]1S �R�`�,�E� ..'I.:. �?�.':'4]_�:°��i 1 ��°i::i �o.+:'•_I� ai��`i�. i��.�' ��,',:;,�,,.:1;�_ "�}l� I1�t1'�'�i'�C Y�'1��. Fi l��nd A�,1 r��. de�nar�trate t3�� ef��c�ir��c�� t' t�� t:�� r�: t�.�� xi�tin� �et��or� ��t�p �h��s d➢l s�r�e�tt� in the c�rridc�r atrti t�e �fi�+�ci�� fe�+�Fc�r�c rn�� t�u+� t�e s�x�e n�tvwwQrk ��th �Jll `r�c�«- �vntributi��' �tr��s re�vved. Tl�e inter�t o�tt��se �u� �r�p�iics tc� �h�v�� h+�� ng �h� r��v�rk r��l� �5 �i]d h��' �i�]y' v� it� s�I'��i� �.`.�r��:€-a,i. F,w;��}9�.;`i �l �'L,r� �'"t'�� R �,w'!�� a�tern�tive m��s �t�i��I�d th�}r b� ra�e�d��d, 4 a I b s e I Ik I ��I w. _v. ��.___...z �.�5'�-_h-3— _,.F ,j I i m I I �Mr� a if ,M II I 4 W A,,. T d .�is_ -I �I i y 'i"_t�t� y_ r 3--�.Fi lr,. J11�3�- a i �.iw M '��L�r ��wa�T�p�a� �Jrrs I �Slt�it�R�['�it�+R�C ��f�4flf I wr.+�.�^w.,7 ww.M h+r•p•:r� ,qcb��ia l� Irre i'�f�� i=.r�� F.� '�'��6 �`,�'�E'C��'�� '�T��.'1� T�iL'1�'H�'11�`�[ F��,.r�. V�. rem�� all n��-��r��r�but� �tr�et� �'r�m th� ��:i�t�.g �'+�'��t��►�r� mm�. ��c►�ar�� 4'��ley'e n�tw+�r�: is �e��s�ly� stro��, �r�th re�ul� sp�c�ng ot` �c�►ntinut�us ��c�� and �iven t}�� ty cl�ar��sti�� f p��-'VVc��ld 1�'�rr II �ub�rb��rl �ev�e�np�n�nt p�1�+erns� r��ti�reiv �eti�� c�11�e�tiar�s af d�a�1 �n�d st��ets. ��an.�thel�ss, �t�e p�re�e�c� �f �t�r��a��ti�� s�reets� s�m� l��c1�s will b� �ar��r t��r� �t��r�� i€��r��rm� t�r� ��st�r�c� ��c�r all ��c�� tr��) ��tv�•��n ��t��n c�pgortuniti��. r -E-- i —s p q r s k a G r I �rr.�,�. H.t�.� i y 4 t.r A.c. �'�+t�_�I.19. �t`r-��c_"['tt�LF`. 5'�HE�F.� s'►�F�"�+'�F�::; :"��?��r��.i�; ��t_�r•tiT�n� f��ii�t �'�tss� 1 ��1 c:?� w. ��ra�� ,��p��►.�-��- �;c�rridors �ubar+�a �1� ,-1�c��tesi Tune 2�C19 ,3'� ��t��rg �'�r��t �e�ti��.� �h�e�� u�tr�ti�r�� k��v c�ra��t �tar�et �e��ic�r�s +�n m��+�r stre�t� i� ��u�-Ap�al�� orrid�r �(�'��.A.2�.�, �he 'widt� �n� n�rr�b�c �f l�r�� n� tl��,� �tr��t� ��t ��i� t��e�;� �r� ��_��r �r��v�I t}��t's�tlrflf�� C?ri��:��i tc� �15.?tr�rr,rxi�tl�.' tr��F. -�r� x �I�i1, �L'a T n a [-r' ...�r� ae: r-�.�=.-= t..,trf�,.,...s.r1�'' a f i i t.. i G E ri I I: I 2' 15' 12` a 5P'ftACwUE [a¢'YY�lnut� �.k w s a�; �3 I y s F �i ��I!� �F �ara�� .+r: �-..��.�s.o...,,. 4 3.�.- a 5' 1�` t�' I]' S' Y" I P f:� 40" r I� fi k A��I'+1w+J� ind T'7l�LLAI"'J !'1C:.��.�).�. F�l�T[�;[i �''6"�t��7 ��t:':T��ti� A�pert�d�.� 'Startin� .��int P'a�e 18i� +�f 1'��' J Sprague Apple� a} Corndors Subarea p,� I Adopted Juae 16. 2009 4) TraJfie Volunres and Flow As the follo��in� diagrams illustraie, the travel pattems throughout the corridor are indeed focused on these roads, but the current tra�c volumes imply that they have beeo desi�ned with more capacity than is needed. Thz tr�c volumes along the Sprague Appleway corridor are concentrated mostly on the arterial streets, with a notable pattern following University Road at the end of Appleway Boulevard, �vhere eastbound Appleway traffic returns to the twaway 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 dow�nto��n Spokane or further out along the Sprague commercial comdor, respecrively). As a consequence, these intersecdons bear the greaiest burdens of the system. Network surrounding them is more limited than in other parts of the corridor area, which suggests that increased votumes from population growth will be distributed througb these intersections aad cause them to fail. Another noteworthy feature is the differeace in average daily volume on Interstate 90 beriveen the Sprague-Appleway interchange and the Pines interchange. Based on available counts from the Washingion State Depart�nent of Transportation (WSDOT), the dif�'erence in voiume is approximatel�� 30,000 trips per day, most of v��hich are presumably distributed onto or from the Sprague-Apple«�a�� co�iplet or Broad�vav Avenu�. T r i` 1 I T 1 I 1I A r .i_`�� w. r. ..1 ^L.' L f' h� 1 I i i t- IMIO�WI�r 400lU�rs�t� G"rrta t�m�wi�� ,a f�► brD�w�rKi ��y I '�i VC��1.`a+Yl �.V ��w�r 0�� w� 1'1(;.:1.2 1. �I�ItAI�P[(; ♦'OLl'�R:S A!�D f Appendix A— Starting Point Page l81 of 199 �pr�u� �'c�r��d�aars ��xl�a�� i`��(]F1C�f� �t].tl� 1�4. �L�� 'i��*�" i7��`�?f"'w��'�' F��;,.�r.�?. �,re��t� �en�r��i�e� l�v�l a� �rv�ic� (I.C)�) f�r rc��d�ay s�e,�me�ts ��1 i�t�rrse�t�or�s. �Tsir�� a��ailat��e tra�i� ��unt d��a aud i��e�rs�ctio�. ,L��J� ta�� i�. t�x� Sg+�� 'a[��y +��arn�pr��nsiv� �"lF� ��if.f�� F�111�1�� EI�'Ql€�Tl�, �}�115 �nap sumn3��s th� vgeratia�n� r�at�r�e�ctia�s th�ra�gh�u� t.�� c+�rc�dor ar�a. Th� �u��rehensi�re Pl�n ��d��s tl��s� ir�t�r�cti�r�s �d e�ti��t�� future l��ls a� ��r�ice ba��e�d �an f��e+��t� f�r ��"ic ��a��, na�tin,� i�t�rr�e�t��ans �t r��l� r�e�,d to b� �p��r��e� �r �nnl��e,��d �n�� tl» adc�pt��d m�nir�tam ��7� �n �the +�c�mp�eh��si�°e Pl�. ��r�r�tl�•, I�IE' r��C�,C�I�}�i:'� TI1�t11�1�1I'il 1�1r�'� C3'F ��"'W"1�� r �1�C1+�1?k.'�I +�C��it'� lI1�I�'TS�C�]�I1� �S I.C�'� fv� nvz�- si�ati�ec� i�t�rse+��ti+�ns it is L�� Ornl}�� vr�e �t�r��cticra an the �t�dy� (�th A�v�nue ��l F�e� �vad� i� b�la�� th� �c��d mi�is�ur�� L��; th� r��nd�r a�� tc� �e p�rf�►rmit�� s�u��i��t1�- ��I�G at��v� tkt� �ai�i��unz. R�a��af��,�° ��e ��v�ls c�� i�� ar� ��i•�li��d f�r�� the Fl�ri�l� I��p��t of T�r��pc�rta�i�r�°s I.,+Q� l��nt�l, �-�neragi��d Annu�l A�era�� Dai1}� �+Tt�lurne�. �'4''hi�e tY�i�se int�rpr�xat�t�r�� mt��t b� dit'�`�r�rit tY�� r��t th� cc��nrnl�n�t�r d�t�rr�in�, it is a ca�ser��ti�r� rx��ans af ��ssing ln ��r��r��, it ��p�� t1�at r�a� in t1�� stu�y' �r�� e �ls� ��r�c��n�g well� �b�� tc� �ar��il� t�eir t�at�ic kvith+��t ex��s�� c�n;��esti�n �ar d�l��rs. th�s, it a�p�� t�at fiirkl��r �e:��r��ic�}�i �f` r��6 is r�c7t �.��.rr�r�t�r�: rn�� le�-�1� ��'��r��x�� ar�.� �b��=� cc�rnr�u��t��'� �d��t�� s��ir��r��f�. `4 C. V i�� Yi�J', /1A L"-� 1 I +m�... i �..�:.J t� r� r F.. S d4{ r I �I�a�ai4 �Ir�TrJn�ae�san Condidae� Ltvlla c1'�#rvi�e s 9:..��;�:*,,�*,�� y o.� �..e� w 9v�cl�!4ti��'� f..�:, I y �,.;r ;`5 I I -f.f_ F'1fF._'�4.��?`, �.!'.■6`1'.I.�: Tky' �f?�1"1�[ F' A�p��di:� t�. —��r�in� P�ir�� e 8� I�9 I ��r��e �i��1��-a�- ��rrid�r� ��tb:�e� P1� _�ds�pt+ecl ju.c�e 1be �0��1 .�',��ry ,�'l�vw �`ig.�.�3. illustr�tes th� pri��ipal t�.t�� lc��v �atte�ns, ��•it� r��i�rn�l tr��c using �ajc�� r�teri�s and a��ri�� cc��ets s�uch as '�p�a��-�,,p�plevv��, A.�"�u�.�-�'iu�lat�, P'�nes a,nd ��lli�r�. '�t�� th��h�a�� ar� �e��r�ll�° �i�tr��ut�r� �or rc�ic�n, and ��°hil� ��rr�e ir�t�r.��ctiams c�e�a�sttrr�t� ��jor tumi��, rn��rerne�t� ��pc�ia.i��' Di�h��i�ca az�t� the SP��'�'�FFl��ray c+�u�l�t), many caf tl�� rt�ri�ls c�� SC a�+�n� p�t� �d distrib��e it ta �l�e 1�� str�e�ts t�at �+�nne�t di��3� th�rr�. Far ��c�n�l�, Pi�+e� +c�� t�af�c t� fr�rt� �ki� �a�t �ri� Inters�ate 9�?, ��et at it� inters�cti�n ��it�i �pra�u� th� m�jc�rity c�f thi� tr�� dcre� n�t �'i:�� s+�rv+��s �s a dik°��t �cc�ss �ror� the '��uth Yalle� res�c��tial �:r��s �nd Int�rs��.te �nd it� fia�n�ti�w� in th�t +e��a��t� is �r��r than its lin�. bettvv�e�a th� east�r� ��d �.h� �p��ue-Ap�l�e��r�y c�r��merci�l c�►rrid�c az�d th� �te�sta��, L�i�4ce►�ris�, �auch vf th+� tra#�i� c�n Spra�ue ��s� c��` T,�n��•�r�itr�� c�ntFn�res thr��;�i �ts ir�t�r�e�ti�n ��-it1� P�ne�s, �e�in.� re�i��n�i�� .nc� ��rnrn�rc��.1 ar��s ��°t�i�� e�s�. y r��jo�' c�t�l.��e �s at �prra��u� dnd �u��ra, ��I�er� tsa��c t'�{�� 11� '�;��u� cc�t�ri��?r n�s ��1� �n �ul l i��n. T��h v�lt��7e� o� 5�r��;ue t�c� not de�r��..�� f I I I q �I r wl y 1 a i__ ._y �F r I I �J 4� I I i ��69i1l�Qir��h'�trl�dk'�tUl4{CM�;VI>R Tir�#c V'olumes a,n�l l�fow SRf}ai�pMAF y G�w-m�L►wz=WFl�a.e�rni 3 _J.�. �`�r.;�."��. `F�.�,��a� �Tc��.tT�� c�cr�� App�n�i� —�t�rt�r�� "�E�t Ps,�e I 8� �f 1�� Sprague l�pplea•a�- Corridors Subarea Plan ?�dopted lune 16. 2009 7) Bicycle and Pede�tr�an Facilltles Currently, bicycle and pedestrian facilities in the Sprague-Appleway corridor is a sparse neiu�ork, w�ith on-street bike lanes only located on Sprague, Appleway, Mission and Disl�man-Mica and sidewalks only on such major streets as Arganne, Mullan, Sprague, Apple�vay and University or on the streets crassing these within a short distance (Fig.A.24.). 'The Spokane Valley Comprehensive Plan has identified a much more thorough neriuork of on-street lanes and off-street shared paths to be added to the system, Gorresponding 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 A��enue bet«�een I -r� i I y M I r ..r,� i J r �i fi J J I i! �r f I r i i spcl�.w4 6fA,lBa�qo..eo. c«�tIM. J Bicrcle and Pedatrian f�cilidu I a�e� a;M. c s� k�e r. Le.�y yf..�d.� 1rnAM E j l f F1G.�.2=�. BIC�'CLF .�YD PEDESTRL�N FACILITIES Appendix A— Starting Point Page 184 of 199 Sprague �pplewa� Cor.adors Subarea Plar} r�n�t��:� T�in; 1( '?f1(! 8) Regiortcrl TransJt Serv�c�- The Spokane Transit Authority pr�vides bus service throu�t�out tlle area., inclu�iing several rouies in Spokane Valley (Fig.A.25.). In the context of their regional network, Spokane Valley appears to benefit from its relati��e pro�imit}� to STA's central transfer station (the STA Plaza) in downtow�n Spokane. .i t L, F q a a r....� af 1 U��Pc� I wr� �1� �..r �r y �rw.. u r� ca o vr c n rrrr r� w.�r 1 �r� l�Yw� r �r y O �y :s a� a r.� "r 1� e y rrr. d �i 4� �.�.�.�.r A�w'�' e N�W. 4• �1 �w r j 1 'ti� Osst/! yw'+��'+'`� '::7{I�..., y�l r s�, I� 4 cr.' Y�_� j r: .r,. i �j `'t e y t L:�atj•,, i�.�• t v i 1. V Y 1 ��a1 1��• �1�' f r .71.1� y �s7 1 �ca� '-`r °f i ��-,_-�..r�" V t�ts�� M r now rv Powirv�,','p' :r a N .�e` i rir L... �s- u� j+ 1�.: 1 1 rt� y •r L i a .��4.,�•••.. SPRAGUE-APPLEWAYST�/D1�AR�A -T i 1 ..r s i-� J B k r �L �ss ._..�:r: ,�r� j; 1 t..,�- I j C J =1 E'1G �.2�. RGG10`AL �i�tiSIT I�GT1ti'ORK Appendix A— Starting Point Page 185 of 199 Sprague F�pple�ra� Cr�rridors Subarea PL�n .�ldopted lune 16. 2009 WEEKDAY SERVICE V c�`� 2 9) Current Bus Tronsi! Service a The S�I�A routes servin S kane Valle intersect ai the Pence- g y 73 pra�c only`� 30 6 am 8 pm Cole Valley Transit Center near the intersection of Appleway and University (Fig.A.26.). Transit service throughout the area g me i s 5�' 6 is regular throughout the day, and north-south lines are 90 (ev�enin 30 6 pm i��m generally aligned one mile apart through the corridor areas. g4 3Q d�►, 9 m Current headways are as follows: 5s 30 6am io 96 30 S arn 7 Fm 97 3�? 6 am I pm WEEKEND SER1/ICE �,Q? �o a 9� 30 7 am 10 pm 9�1 30 6 am 10 pm 95 60 b arn I� pm 96• 50 6 am 7 m 97 GO 6 am 7 m •in es no u oli service. Sundayhtdiclay �ervice typically tetminata A+�o hcurs t�fore end tirnes lis:e:i here. i; 1, t�.1 W:,,.. C� �1..��- 1 i r fi I I�`•-v T I �u ��s 1� i y I i� I i yl T---� �..F-- `"a I; T rurr�wNr�o -iJ' I 7 f �v I 1 I i 1 j i J —rt _1 ..a r y_�_ ._i� t_ i 1. r� 1�� Ti r jr' 7'—' i? �"V'� b�'.T�a..as�s c«�ea.. Tf'SI�f�L �YY�C• 1p�� T�sMtt Arci'o�q V �owr J 's,: D ,—i x �c_ l FIG.A.2�. TR�1SlT SERYK'Et3 Appendix A– Starting Point Page 186 of 199 I Sprague :�pple�va�• Corridors Subarea Plan Adopted juae 16. 2009 l D) Lig�it Rail Trans�t Proposal The Spokane Trnnsit Authority is currencly evaluating a light rail trt;nsit (LRT) system as an alternative mode to vehicle vavel. As the Sprague-Appleway corridor area is outside of a centra] business district with relatively high concentrations of employment and civic uses, stabons are typicaliy positioned a half-mile or more from each other. In Spokarie Valley, the proposed LRT alignment shares right-of-way w•ith tt�e Burlington Northem-Santa Fe and Union Pacific railroads to the intersection of Sprague- Appleway and Argonne-Mullarl, 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. �-�+.��,��r�y��:-= `:�j.;. ti. �1• I y i�:.J�Y.�Ta �"'t a.a y 1'i r^ 1� -�.��YI'fT -w��C y ��+�.aG ��,►t` r :�+(��'�;'`�"'e 1 C!-� �e �i v��..�.� ,P y a� Y ks�-i;��aipglfp. «i� "..A r� ��F_�.1i3�l.�� 4�Ne. II r 's� ��i�F�t�� e.e�w��:l�i�t._...,..-��'`�� ^�v�a..� y S �a�� n f� �t ��r�f� -a .,Q tia r s y '..T1�� :•tt'' a. `��rJ�r t' t j 1v.�i l�� l' (11'+iCS'�L/1� h K� i T y '.Y �t �_.F ...iie� �i e J t� �.aasz. Z 1� �1C i ^kr t c+ 'iy� 7R:'1i �s'j� t 3`l.� M'! �7 t i�, �c��- .F�-'�.��_� t �1�.:� iis5. L.- �,"o' :�...;r]►At.. g� 1�R6J�` C�+::.a tE i r tf ,�+-t' J fj ��1 '�i-YMYFK �lf�l6i�[ +s r`t� T`�iT Z��;s_Ql/� Y1��'��1R�Mt1�i�i�' Ls�Y!� ti' �I �R3�� G�_lli�� F: ��_'TP`�. s�/�ww�h� r��r�s�w�,� ��kT:��`'. �7' I z a,a� t� �t:.i �.s ..-,r �sy� rn rK� �TA�Ti-i�' ta.�al��':ii.tditi`��r_.'" �T�inIY�«�irT.w`a+1 f!.+.�w� ��'E.�' y�� _.l q'��.+�� ti��s ,�.1►� j ��a I. 1 i R+ia"dV g: t' T �1 i 1 R f r -�'►��L_i'.':.� iSii �,��7; 1� .__y F�o.A.27. Ltotrr R�w. PRUPOSwi. Appendix A— Starting Point Page 187 of l 99 ti��r��ie .�pplet� Corridors 5ubarea Plan .�doptcd Juae 16. 2009 ll) Plaaned Projecis and Inrprovements The adopted 2006-2011 Transportation Improveme�t Plan has identified several projects in the general area of the Sprague-Appleway corridor though the most important of these for the area-wnde transportadon system is the extension of Appleway east of University to continue the Sprague- Apple�vay 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 Faciliti�s 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 concems through narrower vehicle lanes and reconfigured roadways. The Spokane Vallev Comprehensive Plan also states that "citizens should have a variety of viable transportation options" and seeks to "[provideJ citizens with transportation options and [to reduce] dependency on drivi.ng" (Transportation Element, Sec. 3.0); in discussing the concept of the future city center, it maintains that "pedestrian and bicycle mobiliry is a vital part" of the transportation system of this center. The Comprehensive Plan does designate a proposed pedestrian path ttuough the proposed I tou��n center area and generaliv proposes to enhance the eaistine nettvork of trails artd bike lanes. �►wrrrca��r,�wa�aNC r� �n�Ei x�rl c�unF ��ra� H �r �vKw� L� +�t.�w�+r Fxr�.�r�r��2. �rw�.:uE�r �r r �i t 7r��'ah �t1M�o'�e. c.�awa� t"` Ptan�sdTransportation rro}�cb n..e�...W....w.� 1��.�.� 1��r+►�w (1�1 r- I M�rH�I�►.��Y� fi�r.r�ti Car I�Yr� A�� FtG.A.28 PLA!\�iED TR .�ys�oH�rnT�io� Pfsu�LC:�r� AppendiY A- Startin� Point Page 1 SS of l99 Sprague Appleway Corridors Subarea Plan Adopted June 16. 2009 r x I2) Initial Transportation 4bservations and 'Implications of These Conditions In general, the Sprague-Appleway corridor has a strong regional network that is more connected than most post-World War II suburban environments. It also benefits from good transit service with connections to important regional destinations, and it has demonstrated a commitment to strengthening transit service and infrastructure through its sales tax increase and efforts to study light rail transit. However, it appears that there is a mismatch between current traffic volumes and the capacity of Spokane Valley's transportation system. Volume and patterns of traffic are below the levels of existing roadway capacity, creating an imbalance between true vehicular travel demand and what the roads will support. This imbalance creates an additional mismatch between travel speeds and behavior that excess roadway capacity tends to foster with the City's expressed wish to grow around a City Center supporting transportation choices and a vibrant environment. These conditions imply that the corridor is designed to serve a function that may be at odds with the needs of its surrounding community. Typically one-way couplets and larger roads do not support a strong pedestrian environment and greatly compromise the opportunity for success of a full range of commerce and business types, especially small, neighborhood-serving businesses that are relatively dependent on a steady flow of traffic with easy access. There is a great opportunity to eliminate the mismatches by achieving a balance between mobility- oriented desires of high-capacity corridors and the accessibility goals of a walkable City Center. Appendix A— Starting Point Page 189 of 199 Sprague Appleway Corridors Subarea Plan �dopted June 16. 2009 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. u .�.�.��.t� �.�a� 'F.�,�.��,� e 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 Sprague/Appleway Corridor: Evaluation of Market Opporturiities and Constraints Prepared by ECONorthWest September 2006 :�pp��r�d�°: �'�iY��,�?�1it�� 'c�t�l:�h�ps P�ne 199 of 19t� SPR.AGUE AND APPLEWAY CORRIDORS SUBAREA PLAN ADOPTED JLJNE 16, 2009 I TECHNICAL MEMORANDUM Analysis of Circulation Alternatives for the Sprague-Appleway Corridor Spokane Valley, Washington Prepared by Glatting Jackson Kercher Anglin, Inc. March 2007 Cu�rent 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 (LJniversity 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 Sty°eets (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 14dethodology 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 refe� to Exhibit A for illust�ative 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 (Alte�native 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 24� seconds to 103 seconds). Full Two Way with Roundabout (Alternative C2) No changes were made to the SYNCHRO model as provided. 1 Sprague-Appleway Technical Memorandum Page 2 Glatting Jackson Kercher Anglin, Inc. Uvef�all Surn3��a� y Corridor travel times were calculated by summarizing the free-flow travel time at a posted speed of 30 mph and the average delay at �ach intersection as calculated by SYI�CHRO using SQ`� percentile queue lengths. Corz�idor level of service was deternzined by caiculating �he average travel speed for the corridor and was based on Highway Gapacity Manual standa.xds for Class III Arterials. For more detailed travel time and delay calculations, please re�'er to the attached sheets for each of the alternatives and the corresponc�ing SYNCHR4 model plots (Exhibit B), Total Free Flow De/ay Travel Average Car�idor A/ternative Corrid4rsUsed Dist�nee Trave/Time* Time** Time TravelSpe�d LOS*�`* 2030 Volumes, No not aptimized E8 -Th'rerman to Appleway- �,6 mi 11.3 min 24.9 min 36.2 min 9.4 nnph F S�Ilivan University Sprague WB Sullivan to Sprague 5.5 mi 10.9 min 37.7 min 48.6 mir� 6J mph F Thierman 2034 Alternative 4- O n e-way ES -Thierman to Appleway 5.5 mi 11.0 min 5.8 min 16.5 min 19.7 mph C Sullivan WB Sullivan to Sprague 5.5 mi 10.9 min 5.3 min 16.2 min 20.2 mph C Thierman 2030 Altemative B- Cauplet to �ishman-Mica EB Thierman to App1eway-Mullan- 5.6 mi 11.2 rnin 8.4 min 19.6 min 17.2 rnph D Suflivan Sprague WB 5ullivan to Sprague 5.5 mi 10.9 min 10.0 min �0.9 min 15.7 mph Q Thierman 203� Alternative C2 Two-way EB -Thierman ta SPrague 5.5 mi 10.9 min 8:4 min 19.8 min 16.5 mph D Sullivan VWB Sullivan to Sprague 5.5 mi 10.9 min 4.1 min 15.0 min 21.8 mph C Thierman Based on free flow speed of 3Q mph Sum of average delay at each intersection Based on Highway Capacity Manual Class {II (free flow speed 35 to 30 mph, typical 35 mph) Detailed Travel Time Ca�npayisofz: I-90 to Af°ganne Road In response to question� about the Auto Row section of the corridor and suggestions of its preservation as a one-way coup�et, the analysis considered the 5ection of Sprague and Appleway betw�en I-90 and Argonne Road and compared trave� times from the same alternatives as compared in the table above. Generally, per�'ormances of the couplet anc� �he two-way alternative are fairly even. Of npte are the greater travel times of Alternative B, which preserves the one-way pair for this section. One notable factor for this slower travet is the lost advent of corridor-wide signal timin� 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 pattem� (and at the intersection of Appleway and Dishman-Mica, which experiences relatively long delays due to its heavy right-turn mavements). Sprague-Apple�vay Technical Memorandum Page 3 Glatting Jackson Kercher Anglin, Inc. J Total Free F/o w �7e/ay Tra ve/ A veraqe Corridor A/temative Corridors Used Distance Travel Time Time** Tirrre Trave/Speed LOS�`�`* 2030 Volumes, No not optimized EB Thierman to qppleway Sprague �.S mi 3.1 min 1.5 min 4.5 rnin 20.� mph C Mullan WB Mullan to ��rague i.5 mi 3.0 m�n 8.3 min 11.3 rnin 8.1 mph F Thierman 2030 Alternative 4 One-way EB Thiern to qp�leway 1.5 mi 3.1 min 2.3 min 5.3 min 17.3 mph D Mullan WB Mullan to Sprag�e 1.5 mi 3.0 min 1 J min 4.7 min 193 rnph C Thierman 2030 Alternative B- touplet to Dishman-Mica EB -Thierr�an to Applev+ray-Muilan- �.5 mi 3.1 min 2.5 min 5.0 min 16.5 mph D Mullan Sprague WB Mullan to Sprague 1.5 m€ 3.fl min 4.9 min 8A min 1.5 mph E Thierman Z430 Alterhat'tve t2 Two-way EB -Thierman to Sprague 1.5 mi 3.1 min 3.4 min 6.4 min 14.2 rnph D Mullar� WB Mullan to 5prague 1.5 mi 3.0 min i.6 min 4.6 min 19.8 mph C Thierman Recomme�dations: Staging Alternative C2 and the Roundabout In the Streets and Circulatian tiVorkshop, community memb�rs �xpressed s�rong support �or the conversion of Sprague ar�d Appleway to two-way traffic. Given the relatively sma11 dif�'erences between travel times frorn Alternative 4 tQ Alternative C2 and the more ar�enable environment for owners of adj acent properties and establishments {as well as for non-matortzed users of th� streets), Glatting Jackson's reco�nmendation has remained consistent with this public support. Alternative C2 Transportation Systerns 1vlanag�rnent includes converting Sprague to tr�a-way tra�fic, with a five lane cross-section for the length of the roadway. Appleway would also be canverted to two way traffic and would assist in carrying westbaund traffic to Interstate 90, thou�h �t is assumed the the current interchange would not be fundamentally altered and Appleway could not pass under the I-90 mainline. Due to lik�ly fur�ding constrain�s, it may be beneficial to sta�e irnplementa�ion ofthe two way alternative. One of the critical concems of any alterna�ive is the performance of the Argonne, Mut�an and Dishman�Mica intersections with Sprague and Appleway. Presently, t�e heavy movement of traffic to southbouz�d Dishman-Mica Road burdens the Dishman-MicalAppleway intersecrion (from right turns to southbound Dishman-1'Vlica) and the Pvlullan/Sprague intersection (from northbound left turns to we�tbound Sprague). However, due to the one-way operations of Sprague and Appleway, these intersections have been configur�d for l�igher capacifiy in processing these turning movements. It has been acknowledged in this al�ernative that the reduction of westbaund capacity fro� Sprague's present five �anes may cause the Mt��lan-Sprague intersection to fall below minimum level of service sooner as corridor volumes graw, necessitating Appleway's conversion to two- Sprague-Applei�ay Technical Memorandum Page 4 Glatting Jackson Kerch�r Anglin, Inc. way operations to alleviate Sprague's westbo��d volume 1aad. Th�e existing SYNCHRQ r�.odel for Alternative C2 was used to determine when, based on PM peak hour eastbound travel, this would need to happen. By applying a�verage annual volume ,growth rates to a 2005 base year volur�e, this analysis estirnated the year in which t�e full two-w�.y alterriative would be required and crucial `milestone' years in which stages taw�d this full alternative wou�d need to be irrlplemented. These stages are descrzbed below. Stage 1: Sprague Avenue is converted to two-way traffic, with a five-lane cross-section �or the length of the roadway. The e�s�ing �-90 ramp is extended to connect with Sprague Avenue, permitting eastbound travel on Sprague Avenue direct�y from Interstate 90. Appleway remains in one-way operations to Dishman-M�ca Road, and extended in two-way operations as a three-lane roadway �rom Dishman-Mica Road to east a� Su�livan Road. Stage 2: Sprague Avenue is converted to twa-way �raffic, with a five-lane cross-s�ction for the length of the roadway. The existing I-90 ramp is extended to connect with Spragu� A.venue, permitting eastbo�nd travel an Sprague Avenue directly from Interstat� 90. Appleway functions as a four-lane, two way raadvvay from Thierman to Dishman- Mica Road {two eastbound lanes a�1ow far a vo�urne distribution that is more cansistent with presently recognizecl peak ho�r #ravel patterns) and as a tl�ee-la.n�, two-way roadway from Dishman-Mica to e�.st of Su1liv�n. Road. ,Stage 3: Sprague Avenue is converted to two-way traffic, with a five Iane crass-section for fhe length of the roadway. Appleway functions as a four-lane, two-vc�ay roadway from I-90 �o Disl�man-Mica and as a three-lane, two-way roadway �rom Dishman-Mica ta east af Sullivan Road. A roundabaut is provided just east of I-90 to connect westbound Appleway travelers to the I-90 on-ramp and eastbound travelers frorn the I-90 off-ramp to Sprague Avenue. This roundabout is assumed to have a dual-lane eastbound slip roadway that offers the aption of bypassing the ro�andabout altogether and connecting the eastbound off'ramp directly to 1�ppleway, much as this mavement e�sts t�day. As stated previously, the analysis is based on the SpokaneValley Alt C2�o�t.sy7 SYN�HRO model provided by CH2IV.�Hi11. This S�c'NCHRO run as5umes 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 �rom Dishrr�an-Mica to east of Sullivan R.oad. The roundabout mentioned in Stage 3 is assumed in the construction of this model, and westbound Appleway volumes west af the Thierman intersection move through the roundabout tQ reach westbound Z-90. This analysis followed the four steps �lescribed here: Step 1: Determine �oadway volumes fo� Alternative C.� ►5tage 1. Begin with the SpokaneValley_A1t_C2_opt.sy7 SYNCHl�C7 analysis. Right turns shown to occur onto westbound Apple�vay at Dishman-�Mica Road and through �rips s�own to travel westbound on Appleway through Dishman-Mica Road are reassig�ed to Sprague Avenue at �Vlullan Road. It is assumed that these trips travel wes� of Thi��nan along Sprague Avenue. Step 2.• DeteYmine �oadway volumes for 14lternative C2 Stage 2. �egin �vith the SpokaneValley_A1t C2_opt.sy7 synchro an�.lysis. Relocate the Sb0 westbound trips accessing I-90 through the roundabout froin Appleway #o Sprague Sprague-Appleway Technical Memorandum Page 5 Glat�ing Jacksan I�.ercher 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 Sp�ague Avenue/Mullan Road Intersection fails. The northbound left turn 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 Sp�ague Avenue/Mullan Road Intersection fails foY Stage 1 and Stage 2 Estimated 2030 northbound left-turn volume for Alternative C2 Stage l: 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 r�venue/1Vlullan ltoad Intersection fails at I,O� F Alter�ative Growth Rate 1.4% Growth Rate 6.5% Alternative C2 Stage 1 2010 2007 Alternative C2 Sta�e 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. GENElaAL CO11eTTCLUSIOI�TS 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. EXHIBIT A- SYNCHRO MODEL DIAGRAMS FOR No-Build Alternative CORRIDOR ALTERNATIVES Portion of Alternative D1 used to �o'° complete corridor 50 T T o p) c- Q �170 C [-3150 �op T ��prague Ava ,d� Sprague Ave ,��1.-eo T r �SO s ��T F�� o F-io o+�3o u a �3030 �,'V'`pple� p�pleway Blvd Sprague Ave #1 6 o Sprague Ave #1 Sprague Ave #1 3 00 _,.�r`" ,,,,°-�i� AppleWBy BIVd '^N Y �y o„�,� �sao� A1hArenue APpleway Blvd _�PS+� z 6� 1� ��f �x� 1s� l "m� 1 j �'.r 'Up o°: 10 L �3ao �d 1 90 2p '�T r 280 H d 1� w y� T 2 rr tt TT T N T tT w `w v w O1 E a`o 3 c v m a w Q a` o� o o�260 m o �190 0 0 0�160 0 0 0 �-90 0 0 €�--40 0 0 �--�5 ry� o �780 p eo o N �227U �i io n �2170 i•� E-1990 d �1890 �1490 �1300 E-1250 r P 9 rb P �J .d P 9 r� Sprague Ave ,if ,�S,rw Sprague Ave �2�0 „d �l. t2o S ra ue Ave sto S ra ue Ave so 5 ra ue Ave so s eoo �r �a��T� ,��r z��r ,s�� r 00 00 1T66-� o00 00 0 ��p� o �n oo -a 176U-� $o0 174D-� nrvn m�„ 160�� n�. 171D-+ �i.-� n 1670-� 1 gU 3 21 p-.� n n 70 5Q B� 9p� Blvd 111 i�b°;�� JD A1h Aienue s E— l� �so Zs� d `fI p� oo n�� Z p �qp ou 30 ocvo Bo ou��i '.�o 780 �-310 �3f0 ,�t _�yo $th Ave qp Blh Ave ,d ,�o Bth Ave too Bth Ave Sp 8th Ave ,d Zp Centrel Valley HS p-� �Tr 3�� ,e°��'�Tr ,6�'ti o y �Tr zao� 3 6p 3 nS iso �S iio� ro� �s� o^R L O C N N A C1 N C C 3 Q' 11 Alternative 4 C�ne-VU�y �ot��iei ir�ti'�� i-�J tv `:��i�iiva�� F-- T� c o c m Q ��-9Q od �;Seo E-�-- ia �2530 �24 b �n�, a �-3�4Q �B Spragu� Ave #1 `r�� :-�ayo �y,� Sp�a�ue Ave �#1 p�g� �C'�k3��. �T M1� W t �na t''��y 11 rn �o s� o cv v C7� ty t� t:� M- a 'P #}�pleway E31vci APPieway Blvd o, �"y' f(`( —i m� zl u�--.�� xata-�D &s r i 3au n"° -a ��P ,A�kt Avenue „fl 54 �i. 18L� e�. w o 0 o 10 ��N u� �Y� �SflQ ��r1 14V8 CL' C CY.' I i "C7 LL' t� 'O tf� 'p c6 N ua tiS N C:k 0 ��`-430 w �--230 0 0�`80 o c (lp E--- �210 e� o ocy�ss k-175 �'-2�J0 �22�J0 �2260 �2070 c�v �J[�D v �z�ao I �aao S ra ue Ave #1 �--�pa Sprague Ave #1 ��sa s �aso 5prague Ave #1 �2o Sprague Ave #1 ,d, P g y�� T �C��. '1I T ,g ��TT ob p �M I �m �4 a+°o. a�nt�u i» ui e oo �a �r ApPlewa Blvd Appieway �Ivd y!,� APPleway B�vd I,� Appleway �lvd `qpp{eway Bfvd 16 y 1B7 79.t�� t.o- 43f�{' r,o so� �T zo�a� 2 i 7n---� ti �o--� r n ��:o 31 Ci' �"E 110 zo r 0 Q �°Q �r� ��a �o o°a BO O°v 12� ��p �--2�� ''�`��--3Q4 �30 R�h a„� �r.i mcv��320 Rth A�ia �250 Rtt� Aur= Alte�rnative g �J��-�FV'�}<Co��{'�et ��r�� -��C� �to l�,r��i�n�tf�isi�r�i�an �v�ic�,T��r��-'v''�� 5��r��.i� ��c� ��r�s�i��=v�;�y �_�ss�� i l!��c�u��t'�s��n�r�-;`�'�i�� 3980 o a T C a or c T Q g 1 0��o o �m �r m o m'�`� rn 30 �aa�o Sprague Ave #1 Sprague Ave #1 ,d,�,�,�—�o p,�� N�� t 9 v� o �cp o o 940� v� 120 340� �3 a 6 O y} r r gpp��ay Bivd ��4 ��26� y -�i -ti� +r T?' �i? �4th Avenue �y 50 430--� 41D amo 10 r- a� E— �70� 8th F v T 2 r TT TT �T r o w c v a u�J T o m i1. a m 4 �210 ,Q Q o 160 m c�+� o �BD o o �40 o o o �35 0 0 0 �+4 �194Q �'1580 1630 1490 1330 1300 12$0 �t�oa Sprague Ave #1 ��3a Sprague Awe #1 �ao Sprague A�e #i �2o Spragae Ave #1 ��7a ��5 �20 sa� ��sn 9ao—� T 1� ,o�o�� g'so-> 1 5D� �3� t5a� .-nN so� 5a�q vm� 60 40� ��i 2MD o.f 9p o�� 80 `�roo� �0 ��0 20 N g 30 ��'SB'�180 �i a ��2ao 1 ��co� �io 1 e o �.�p e �yr i �+��fR 113� 102�� i 6 120� r� cv 2�1' m R an 60 7� c, 0 0 o, c° �2Q M�M 110 c°.�N° 30 vc�cao 90 c �20 �-300 �-23D �'L60 �280 �-30 30 8th Ave 2o Bth Ave �o0 6th Ave so 8th Ave 2o Centra ��Q �o 'p" ''�p' 20 �ao I Alternative C2 S��r�? J�ie ��r7t�i I��:��f�tiv��}� l��iii f-;oier�u��b��ifi E�stbu��r��! 1-�0 �7(�(r<��:�t�� r�c� F��p�1�u^�iay �,720 TT o g F- o o �i �`-250 �P a�D c�---�3� +ne 4 NM �3J0 �_,�2fi� �1sao �zasa <f-.�� gprague Ave #1 �5so Sprague Ave #1 �,t, �ao Sprague Ave #1 so Sprague Ave #1 1to Sprague Ave #1 ,�-s i p T Y�R rzsn�� v I� iasa g�� e-- 1 l. i0� o �y r v ?0 420� cvu r .3t" S�� N n o �`9�60 0 160 h� 2 o �n sa�� l`.=—i�+�' g S �'�o i kpon_" �Q h� tF �i6 �y%. �57 ��°'m� o g ry �ith Avenue a° �aa—� a �o io �90� Bth Ave a fi c T T� I �T y a a �vr c cn 'v N o E c;, n� o C V N m ii w' a` oc m a �27Q e� �15a �70 rn� �40 o 0o c �430 �145D `v"' �1160 �`r 1230 '�°D 980 N�tO �830 r' 860 �ue Ave #1 �-so Sprague Ave #1 Sprague Ave #1 „d. �s5o Sprague Ave #1 '�so Sprague Ave #1 ,�,�,�-120 r �-~5� �.�,�,,.,�so p �.p p�' �Nc p 7_ z3o=M d'oo 1304 d� �n 1 8q� 'o 12b0� ��o t3iSy obM 1160� b� �b. tfi2tl o0o t37o� mm mmm mrr u�mn BO r� m 50� �r-�- aao --Q 790 evn� 6o r, 90 cr 50 .reo o 90 $�0 2U e ao tU d0 I rl n �i �720 gO s--800 I �A80 270 40 ��120 ��L �30 i o �c 70 13 w zn 9 h 1 ,oso--�� r sso-�� ,p ,a e. I �za m�� ao T�,�N g a I J� a fi T 5 "r' I I 10 ooc 160 ivc v 28 u°'�cav 6Q m`ro �2D a.- �.330 °'r �-200 0 e -370 �-30 h Ave 3o Sth Ave 20 8th Ave �o0 8th Ave i3o F— Sth Ave 20 Cetrtral �o �a ��_'p' _s"Q a� ao so r�'�T'�' I EXHIBIT B- CORRIDOR ALTE�tNATIVE TRAVEL TIMES Spokan� Valley Tfa�fic Da�a S�r�gue Avenue Travel Time TRAV'EL T�ME CAL.CULATED BY FREE FLO►JV+ AVERAGE DELAY (QUEUE LENGT�I NOT SUBTRACTED) Eastbcund Free Flow PN9 Travel Synchro Cross Street Dastance Awg Speed Travel Time Mwrnt �Qelay Time {sj Node �'��'emerrt Between Int 0.00 Thierman 14.7 sec 76 EBT 25$0 ft 30.0 mph 58.6 sec 73.34 P��I( 37.3 sec 7d €8T 2� fi 30.0 m� 64.1 sec 164.7� VISt� 14.6 sec 72 EBT 3186 ft 3aA mph 72.A sec 251.74 MUNI8t1 21.9 sac i1 EBT 4990R 30.Q mph 173.2 sec 396.82 University 2.0 sec 12 ESL 787 ft 30.0 mph 11.9 sec 4Q6.74 ��l�# 12.7 sec 4 NBft 2618 tt 3fJ.0 mph 69.5 sec d78.90 Bowd�sh 313.2 sec 5 EBT 2�38 �t 3Q.� mph 60.0 sec 852.06 Pines 147.s sec 5 EHT 2T11 ft 30.0 rnph 61.6 s�c 1081.27 McQonaEd 347.0 sec 7 �eT 2644 ft 30.0 mph 60.1 sec 14�8.36 �y@�{�� 91,8 s�c e EBT 262� R 3D.0 mpt± 59.7 se� 1819.62 Adams 3s.9 sec s �BT 1323 ft 30.0 mph 3(3.1 sec 1686.59 pi�f�@SS 1�7.2 aac 57 EBT �344 ft 3i1.L! mpt► 30.3 �ac '�9�4.34 Sullivan 2ss:s s�c tio EaT T(?TAL 5:6 mi s77.6 sec 1493.0 sec ?170,Et4 Trav�+! Time �B (seconds) 9.4 mph Avsrage Corridor T+ave1 Spe�d TRAV�L TIME C,ALCULATED BY FREE FL4W AVERAGE DE�AY (QUEUE L�IVGTF� NOT SUBTRA�CTED) Westbound FM Travel Synchra �ross Street Distance Avg Speed Travel Time Mvmt pelay (s� Node Ro�oa� i.,i SUIIIV211 28.7 ssc 10 WBT 1344 ft 30.0 mph �0.5 sec 59.25 Progr�ss �.s sec s� weT 1323 ft 3f}.0 mph 3D.1 see 133.91 Adams 28.1 sec 9 W8T 2fi25 ft 3t3.13 r�ph 59.7 sec 220.67 �Vei'gdBeFi 331.1 sec 8 V'J�T 26�W f� 3Q.p mph 8t1.1 sec 8i 1.86 McDonald 423.4 sec 7 WBT 2711 k 30.0 mph 61.6 sac 4096.88 PiRBS 431,5 s8e B VVBT 2638 R 30.0 cnph fiQ.O se� 1578,33 Bowdish �a2.e sec s we� 261 B ft 30.0 m ph 59.5 se� 1780.33 U�tiV�CSiEy 345.4 sec 4 VW@T 4933 ft 30.0 m�h f 2.1 sec 2237.85 M�Ilan 2��7.8 sec 3 YUBT 318 ft 3A.0 mph 7.2 sec 2485.87 ,q�p{y�@ 163.2 sec 2 YUBT 2850 it 3Q.d m�t 54.9 sec 2713.85 �St2 6.1 sec 78 WBT 2296 ft 30.0 mph 52.2 sec 2772.13 Pafk 40.5 sec 75 WBT 25� ft 30.0 mph 58.$ sec 2871.4t1 ThIE�'11't�tt 46.6 se�c 22 WBT 70TAL 5.5 mi 656.5 sea 2261.5 sec 2918.�)0. Trave! Time E8 (seaonds} 6.7 mph Average Corridor Trave! Speecf Spokane Valley Traffic Data Sprague Avenue Travel Time (Alternative 4) TRAVEL TIME CALCULATED BY FREE FLOW AVERAGE DELAY QUEUE LENGTH NOT SUBTRACTED) �sroaune rni•rm.n ro smuwn euueuna A hwa TM�rm�n ro 8ulllv�n Frae Flow Freellow Tolsl Traval Time PM Trovol Synchro Free Fbw Tobl PM Trovel Synchro Crou Street Quaue Av8 Spaed Mvmt Delay N. 1 Grocs Straet Queue Avg Speed Tnvel Tlme Mvmt DeWy IJ. A Diehnce Disfance BeMeen Int Time (s) Node Disbnce Disfance getv.ee� Int T�me (s) Node I 0.00 0.00 Thierman 16.1 sec 78 EBT Thferman O.Dsec 78 EBT 1243 fl 2580 R 30.0 mph 20.3 xc 44.35 1243 fl 2580 fl 30.0 mph 58.6 sec 58.64 Pafk 1337 258.7 uc 7� EBT PYfk 133111 1027 nc 7� EBT 2028 p 238011 90.0 mph �8.1 s�e 317.18 2028 R ?380 R 30A mph 5�.1 we 215.�3 V1SI3 351 t1 12.7 sec 72 EBT VI5�8 351 fl 18.9 aec 72 EBT 285fi fl 3106 fl 30.0 mph 64.9 sec 424.77 2H56 N 3186 tt 30.0 mph 72A cec 304.74 Mullan saon �sa..e �i EeT Muqan �on ie.2wa 11 flB7 ��sz n �ao n sa.o �n �oi.�..� s�2.3e +ae2 n iseo n �o.o,�W, i3.2 �o a�.iz Uf11VEf51ry 578fl 35.Bcec 13 EBT Uf11VEfSi�y 518fl 35.Bsec 13 EBT 7879 fl 2625 ft 30.0 mpA 42.7 sec 620.89 1879 R 2625 fl 30.0 mph 59.7 sac 529 Sb BpWd�fJl 71811 473 wc 84 E8T BOwd'IEh 7A811 �7.7 wc 84 EBT 229811 2898 R 30.0 mph 522 wc 720.37 2298 R 2638 ft 30.0 mph 60.0 uc 838.89 Pines 342 ft 14.9 sec 61 EBT Pines 342 k 14.9 sec 61 E8T 2529 ft 2707 fl �0.0 mph 57.5 sac 792.75 2529 ft 2707 ft 30.0 mph 61.5 sec 713.25 McDondd na R i�.� ..e eZ Eer MeDo�eld »e n i�.i ..e 62 E8T ss�z rt 2au n 30.0 �n ses ese.so �n n za6z a 30.o mpn eoa..c �ao.e3 Evergreen eo n a.3 �o e� eeT Evergreen ea n a.3 sec e� eeT 2380 fl 2622 R 30.0 mph 54.1 sec 926.69 2380 fl 2622 ft 30.0 mph 59.6 sec 854.52 AdiR18 2�211 2�.1 s�c 6� EBT Adirtlf 242R 21.1 rc 6� EBT 21 M R 2872 R �.0 mph �9.9 re 1 DD0.09 2189 R 28T2 R 30.0 mph 80.7 wc 939.35 Suilivan 503 (t 66.0 bec 65 EBT SUIIIV8f1 50J ft BB.O sec 65 E8T TOTAL 5.5 mi 4627 4t 554.9 sec 5��.2 1086.09 irsvel fine EB (ssconds) TOTAL 5.5 mi 4627 ft 680.0 sec 347.3 1001.7b Trevel Time EB (seconda) 16.5 m h Averege ComdarTravel Speed 19.7 m h Avarage ComdorTiavel Speed TRAVEL TIME CA�CULATED BY FREE FLOW AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTED) W�stbound 8pnyue Awrni� SutlN�n ro TNhr�nan WntOOUnd S ve Av�nu� Su11Mm ro Thl�rmur Free Fbw Freeflow To�l T2ve1 Time PM Tnval Synchfo Frce Fbw ToNal PM Traval Synchro Croea Straet Distance Dfefence A S BeM�een Int Mvmt Dalay Tima ls) Node Movemant Crosa Sheet Disfance Disiance Queue Avg Speed Trevel Time Mvmt Uelay 7ime (s) Node M Between Int I Sullivan zs7sec �z weT Sullivan 2s.76eo iz vveT 1176 R 734A R 30.0 mph 28.7 sec 56.43 1176 ft 1744 If 70.0 mph 30.5 sec 60.25 PfOgfBSf 188 R 13.6 we 80 1NBT PfOyfBSS 16B R 1�•8 s�c 80 �hBT tOBt 11 1327 ri 30.0 mp� 24.8 s�c 84.80 10Bt II 1323 R 30.0 mph 30.1 sw 103.81 Adams 242fl za.i sac io wer Adams 2a2n 2s.i sec io wBr 7L98 R 2625 ft 30.0 mph 522 sec 172.92 2298 It 2625 tt 30.0 mph 59.7 sec 189.87 Evergrcen 32711 31.8 pc 9 WBT Everpreen 32711 31.8 ac 9 WBT z�� n za�+ rt 30.o mPn �.e wo zeo2� z+s� n zea n ao.o �n eo.i s.o zai.3e McDonald is� n 2a.s a v�r McDonald i s� n z3.s �c e wer 2220 h 2711 R 30.0 mph 50.5 sec 334.63 2220 ft 2711 tt 30.0 mph 61.6 sec 366.88 Pff1lS 491 11 89.1 wo 7 WBT Pine� 491 R 87.1 we 7 W8T 2539 R 287! R 30A rtpA 57.7 no �55.�3 2530 R 283! Il 30.0 mph 80A 489.93 80WdI5h 99tl 4.5sec 8 W8T BOWdISh 99tt 45sec 6 WBT 2209 R 261 B fl J0.0 mph 50.2 sec 510.14 2209 ft 2818 ft 30.0 mph 59.5 sec 553.83 Universiry �OBR ?Sbwe 5 WBT UNVef3i�y �09R 25Spc 5 WBT A870 R 4933 M1 30.0 mph 108.1 ac 6�1.T7 �670 R �933 R �0.0 mph 1121 ac 801.55 Mulian zs3n ii.esao wer Muilan zs�se �i.e5ec 3 wer 121 ft 318 H 30.0 mph 2.8 sec 656.32 121 fl 318 ft 30.0 mph 7.2 sec 710.57 Arponne �e�n i�.�wc z we'r Argonne iern it�..c 2 weT ie2o n ze5o rt 30.o ma, �i.� nzAS �ezo n 2eso n ao.o mq, er.e..� �as.�s V�S�B 1030 ft 39.3 sec 78 VuBT VISIB 10J0 R 39.3 sac 78 WBT 1268 N 2296 tt 30.0 mph 29.8 sec 78020 7258 fi 229fi it 30.0 mph 52.2 sac 881.23 PYfk 1028 Q 10.1 rc �5 WBT Pifk /02811 10.� s�c 75 W8T 1�2i A 2586 R 30D mph 325 nc 823.OB 1�2911 2588 h 30.0 mph 58.8 tu 850.�0 ThIBffT1Bf1 1157 N 25•4 @Bt Z2 VvBT Thierman 1157 R 25.4 sec 22 WBT TOTAL 5.5 m 319.3 ssc l4D,�! Tievel Tirrw EB (ssconds) TOTAL 5.5 m 656.5 sec 319.3 sec .:'..�.:�'rEJ6.''.t�� Traval Time EB (aecronds) 2�.2 mph Ave�ege Comdo� Treval Speed 20.2 m h Avarogo Conido� Trave! Spead I Spokane Valley Traffic Data Sprague Avenue Travel Time (Alternative B) TRAVEL TIME CALCULATED BY FREE FLO W+ AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTED Eastbountl S AVMY� TINNfMII b$uANM E�atYouod S Avenu� ThNrm�n co Su01v�n Toml Free Flow Travel Time PM Trevol Synchro Fros Fbw pM Trnve� S nchro Cmss Stroet Ouaue Avg Speed Mvmt Delay M. I Crosa Street Totel Froe Fbw pueue Avg Speed Travel Time Mvml Delay Movement Dinlance Oisbnce 9elween Int Time (s) Noda ��g�^� ��g�� Belween Int Time (a) Node 0.00 Thierman 16.8 cec 76 EBT Thierman 16.8 eac 76 EBT 1230 fl 2580 fl 30.0 mph 20.0 sec 44.75 2580 ft 2560 fl 3D.0 mph SB.B sec 75.44 PBtk 7350 R 2�7.5 Ne 74 EBT Palk 102.7 pc 7� EBT ZWS II 23E011 30.0 mph 48.5 s� 318.77 2380 rt Y3BO Il 30.0 mph 5�.1 r� 2J2.23 VI518 395 H 72.1 sec 72 EBT Vi3�8 18.1 aec 72 EBT 2976 (t 3186 Il 30.0 mph 66.3 set 417.70 3186 ft 37BG ft 30.0 mph 724 sec 320.74 Mu118n 2T0 n 15.o wc 11 E8L MUU�n 75.o re 11 EBl 0 R BOS 11 30.0 t� 0.0 sec 4J2.10 BOS R 80S fl 30.0 mpl� 17A e�e 3�9.49 Sprague 1160fl 1�5.2sec 3 NBR Sprague 135.2sec 3 NBR 4473 ft 4933 fl 30.0 mp� 101.7 aec 68B.98 4933 tt 4933 ft 30.0 mph 1121 sec 596.80 UIIIVlfElhl 1B0 R 20.5 s�c 5 EBT Uf11VBfSlfy 20.5 wc 5 E8T 2WB R ZBiB R 3D.0 mph �8.5 wc T38.01 267811 2818 II 30.0 mph SBS wo 678.80 BOWdISh S7D It 32.7 sec 6 EBT BOWdISh 32.7 sec 6 EBT I 2478 ft 2638 k 30.0 mph 58.3 sec 825.03 263H ft 2638 it 30_0 mph 60.0 sec 769.45 Pillli 1B0 R 11.1 a�e 7 EBT Pif1Bf 11.1 ne 7 EBT 2088 R 2711 11 30.0 mph �7.� re 883.84 2711 11 2�71 R 30.0 mpA 61.8 s�e B�i2.�7 McDonald B25 ft 43.5 sac B EBT MCDOf181d 47.5 eec B EBT 2128 R 2644 ft 30.0 mph 48.4 sec 975.72 2644 ft 2644 fl 30.0 mph 6D.1 sec 946.06 Evergreen s�5n z2.e..o B Eer Everqr�en n.awc B EBT ziss n zeis rt 3a.o �n aa.o..o ia�.so 2szs rt ze�ts rt 30.o mPn se.�..c ia¢e.ss AdB(T15 470 ft 19.3 sec 10 EBT Adams 19.3 sec 10 EBT 7143 ft 1323 N 30.0 mph 28.0 sec 1092.78 1323 (t 1323 ft 30.0 mph 30.1 sec 1077.89 Progress ieo� e.�..c eo EBT Progncs e.ia.c eo Eer 678 R /3M R 30.0 mph 15A �c 1116.81 1344 R 794111 30.0 mph 90.5 wc 1117.19 Sulliv8fl 665 fl SBA sec t2 E8T Sullfv8� 56.4 sec 12 E0T TOTAL 5.6 rtu /175.�1 Trevel T�me EB fseconds) AL 5.8 mi 6724 sec 501.1 sec 117�lJ Travs! Time EH (seconds) I 17.2 m Averspe ComUor Trarel Spaed 172 m h Average Comdw Trevel Spsad TRAVEL TlME CALCULA TED SY FREE FLO W qVERAGE DELAV (QUEUE LENGTH NOT SUBTRACTEDJ W�slbountl 3 w Annu� Su11N�n ro Thhrm�n Weatbound S u� Av�nu� SuOlvan fo TMNm�n Tofal Free Fbw Traval Time PM Tiavel Synchro Free Flow pM Travei S nchro Cross Street Oueue Avg Speed Mvmt �ala Mavement Cross Street Total Free Fbw pueue Avg Speed Trevel Time Mvmt Delay y Movement Db�nce Distarue BeMSen Int v Time (s) Node Distance Distance Betwsen Int Time (e) Node S41�IV8f1 47.9 sec 12 NBT Sullivan 4�.9 se� �Z W8T 634 tt 7344 N 30.0 rt+ph 14.4 aec 6231 1344 h 1344 ft 30.0 mph 30.5 sec 70.45 Progress 770 R M.B xc 60 WBT PfOQfBti M.8 wc 60 W8T 10/311 172311 30.0 mpli 27.0 wc 1�Q.19 132311 1323 rt 30.0 mpA 70.1 uc 157.31 Adams 3io n t4.a sec io wBT Adams �a a sec m weT 1725 R 2625 ft 30.0 mph 39.2 sec 18J.74 2625 ft 2625 tt 30.0 mph 59.7 sac 227.37 Everprean soort ii.e..c e wsr Everprosn z�.e..o s weT 173�111 78M R 90.0 mph �A �ee 2M.95 �N Il 2BM M 30.0 mph 80.1 wc 3D928 McDonaid s�o n 23.8 eec a war McDonald 23.8 sec e wer 1746 ft 2771 ft 30.0 mph 39.7 sec 708.49 2711 ft 2711 N 30.0 mph 61.6 sac 394.68 Pines sss rt so.i ..c waT Plnes eo.� s.e wer ise3 rt 2r�e rt 30.o mpn a�.e 6.a 3se.32 �e rt zs3e n ao.o mq, 60.0..o sa.re BOWdISh 975 fl 37.2 sec 6 WBT BOWdISh 37.2 sec 6 WBT 1413 ft 2618 fl 30.0 mph 32.1 sec 465.64 2618 tt 261 B fl 30.0 mph 59.5 sec 601.43 Uf11VBfEity 120511 87,5 rae 5 W8T Uf11VQftffy 87.5 re 3 WBT 3973 R 4833 R 30.0 mph 80.9 a�c 623.�3 �93� R 493� 30.0 mph /121 »0 781.05 Mullan 960 R 1321 sec 3 WBT Mullan 132.1 sec 3 WBT 0 R 378 R 30.0 mph 0.0 sec 755.53 318 ft 378 fl 30.0 mph 72 sac 920 37 Argonne 1225 R 109.1 ssc 2 WBT Argonne 103.7 wc 2 WBT 1810 R 7850 R 30.D m�M �1.1 uc 90D.37 2850 II 2850 N 30.0 mpl� 84.8 �ae 10DB.B5 �/�S18 1040 R 35.9 eec 78 YVBT VI513 35.9 aec 78 1NBT 1186 ft 2296 R 30.0 mph 27.0 sec 963.22 2296 fl 2296 fi 30.0 mph 522 sec 1176.93 Park 111011 6.3 wc TS W9T Park B.3 wc 75 WBT iM� n asas rt 30.0 �n 3z.e a.o +ooe.z� 2ses n zsee n 30.o mp� se.e..� �ZU.00 Thierman 1145ft ia.i sec zz weT Thier y n 1 �4.� Ae� 2z weT TOTAL 5.5 ml 1011.J7 Trevel Time WB (secondaJ 1 U rAL 5.5 mi 856.5 sec 601.6 wc 17H,10 Trave! Time YYB (seconda) 19.J m h Averaga ComdorTravel Speed 16.71n h Averege ComdorTravel5peed 1� Spokane Valley Traffic Data Sprague Avenue Travel Time (Alt C2) TRAVEL TIME CALCULATED BY FREE FLOW AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTEDJ Eut nd 3 Avmu� flNam�n lo Sulllvan EutDound 5 ue Avmue TAlerm�n m SulfW�n Froe Fbw Trevel Time PM Travel Time Sy�chro Frea Flow Free Flow pM Travel Synchro Grosi SUeet Dismnca ��g�� ue Avg Spead Bo�en Int Mvmt Oelay (6 N MovemeM Grose Street Distance DisUnce �ueue Avg Speed Travel Time Mvmt Oelay Time (s) Noda Movement BeMreen Int Thierman 129.6 sac 87 EBT Thierman 128.6 sec B7 EBT 1128 ft 2593 ft 30.0 mph 25.6 cac 155.24 1120 fl 2593 ft 30.0 mph 58.9 sec 188.53 Pifk 1�8511 57.8 sac B6 EBT Pifk 1�85 t 59.8 »c B8 EBT 181� Il 2308 II 30.0 riph 43.5 wo 252]7 797311 2308 1I 30.0 mph 52.5 rc 29�.58 VISlB 395 fl 11.8 sec 22 EOT VI5�8 395 fl 11.8 sec 22 EBT 25G2 fl 2837 N 30.0 mph 58.2 sec 322.�4 25G2 ft 2837 Ff 3D.0 mph 64.5 sec 370.86 Argonne 27511 5.1 wc 2 EBT Argonne 27511 5.1 ue 2 EBT 24811 31B fl 30.0 mph 5,B uc 3��.08 24B II 71B R 30.0 mph 7.2 w� 783.18 Mullan 70 ft 2.4 sec 3 EBT Mullan 70 fl 2.4 sec 3 EBT 3872 ft 4933 R 30.0 mph 88.0 sec 423.48 3872 fl 4933 ft 30.0 mph 112.1 sec 497.70 Unrvarsiy t�t R 85.5 wc a EBT U111vCfSity 108/ R 85.5 we E8T 2�se n ze�e n 30.o mpn ss.e sea.eo 2ase n zeie n �.o mp, 5s.5 aec a+Z.�o BOwdiSh 762 H 7.0 sec EB7 BOwdISh 762 ft 7.0 sac 5 EBT 1748 ft 2638 fl 30 0 mph 39.7 sec 611.52 1748 h 2638 ft 30.0 mph 60.0 sec 709.66 PIfIBS 88011 56.1 s�e 9 EBT PIfIBS B� 11 56.1 sk 8 EBT 1901 R 2711 R 30.0 mph �32 Nc 710.89 1901 II 2711 11 90.D mpA 87.fi uc 827.37 McDonald eio n 48.4 sec 7 EBT McDonald sio n as 4 sa= 7 EeT I 2144 fl 2644 fl 30.0 mph 48.7 sec 807.95 2144 It 2644 k 30.D mph G0.7 sec 975.86 EvBfgfeQfl SOOR 33.1 uc B EBT Evergrean 50011 33.1 wc B EBT I 2083 rt 2825 ft 30.0 mph 47.3 We 9BB.40 2083 R 2625 fl 30.0 mph 59.7 sec 10?A.82 Ad8R15 542 fl 23.7 sec 9 E�T Adams 542 ft 23.7 sec 9 EBT 961 ft 1323 ft 30.0 mph 21.8 sec 933.94 961 ft 1323 fl 30.D mph 30.1 sac 1082.39 PfOgfBS4 36211 74.8 s�e 57 EBT PfO9t88i 362 R 1�.8 s�e 57 E8T 858 fl 134/ rt 30.0 mph 15.0 s�o 983.81 BS9 11 1314 d 30.0 mpF� 30.5 �c 1127.N Sullivan 685 fl 65.0 sec 10 EBi SUIIIV0f1 685 n 65.0 sec 10 E6T TOTAL 5.5 mi 7217 tt 492.6 sac 536.2 102�.l1 Travel Tlma EB (secondsJ TOTAL 5.5 m� 7277 tt 656.6 sec 536�.2 itf2.a4 Trawl Tma EB (secondsJ 18.1 In h Aveiege ComdorTravel Speed 18.6 m h Average Corridor rieval Speed TRAVEL TIME CALCULATED BY FREE FLO W+ AVERAGE DELAY (QUEUE LENGTH NOT SUBTRACTEDJ we.ruound s ��eno. sumv.n ro rni.mun Wealboued s r. u• av.�o. suurv.n ro nd.rmm Free Flow pM Travel S ncNo free Flow Trevel Timr+ PM Travnl Tima Synchro Free Flow Y Croas Straet Distance Distance Queue Avg Speed Belween Int Mvmt Lielay (s) Node Movement Crass Streel Distance Distance �ueun Avy Speed Tiaval Tinw Mvn��i Dalay Time (s) Node N Between Int Sullivan zz2 �o wer Sullivan o.o ca� �o waT B90 N 1344 N 30.0 mph 20.2 sec 47.43 B90 fl 1344 ft 30.0 mph 30.5 sec 30.55 PfO0fBf8 45� R 37,6 aw 57 WBT Progress 451 R 37.8 wc 57 WBT 17BB Il 13?311 30.0 mph 27.0 we 11205 1188 R 1313 h 30.D mph 30.1 re 98.21 i Adams 134 fl o,6 sec 9 WBT Adams 134 N 8.8 sec 9 WBT i 2317 R 2G25 fl 30.0 mph 52 7 sac 171.31 2317 ft 2625 11 30.D mph 59.7 sac 764.47 i Evergreen 3oe rt 3zs sec e wer Evergreen aoe n az.e..e e waT zs.�i n 2ea n �o.o r�n s�.e..c zei.se zsn rt 2sa rt w.o r�, eo.i 2s7.�e i McDonald �o3a �.isa� weT McDonald io3n �.issc wBr 2203 tt 2711 Il 30.0 mph 50.1 sec 31�3.13 2203 H 2771 1� 30.0 mph 67.6 sec 326.18 Pines soe n z2e sec a wer IPines soa n n.e..c e wer 2�91 II 283E Il ]D.0 mph 58.8 s�c 388.fi4 2491 f1 2838 h 30.0 mph 60.0 wa 408.D3 BOWdISh 147N 6.7sec 5 WFiT BOWd�Sh 14111 fi.75ec 5 VJBT 1958 fl 2818 R �0.0 mph 44.5 sac 449.84 1958 H 2678 tt �0.0 mph 59.5 sac 475.23 Uf11V9ftify 680 R 38.5 �c WBT Univerairy 680 M 38S wc 1 WBT �708 tl �83311 30.0 mph t07A wc 596.36 �70911 �933 It J0.0 mph 112.1 Mc 628.95 Muilan 224 R 2D.6 sec 3 WBT Mullan 224 N 20.8 sec 3 WBT 308 fl 31 B fl 30.0 mph 7.0 cec 624.16 308 N 31 B R 3D.0 mph 7.2 sec 654.87 Argonne ioe i.s..� x vuer Aryonne ton i.s..c z v�r Z7T2 R ZIISO R 90.0 Tpll B1.B MC BB7.B9 2T22II 2BSO M 9D.O f11pI1 BI.B NC TZ1.TS Vi5f3 128 tt 6.5 eec 22 WB7 VI518 128 R 8.5 sec 22 W8T 1605 tt 2296 fl 30.0 mph 36.5 sac 730.60 1605 fi 229G ft 3U.0 mph 522 sec 779.93 Park ae� n 2sz..e es weT Park sei n ze•z..e ea weT ua2 n zses n ao.o �n �s �so.» i�si n zses n w.o �n se.e »o ea� w Thierman tosa n 38] sec a7 w[+T Thierman iosa n 3a.7 sa� e7 wB7 70TAL 5.5 m� 274.3 c�c �2�A1 Treval T�me WH (seconds) TOTAL 5.5 mi 656.5 sec 247.! sec SY�,69 Traval Time WB (seconds) 2].7 fnph Averega Comdor Travel Speed 21.E m h Averege Camtlor Trevel 5poed SPR.AGUE AND APPLEWAY CORRIDORS SUBAREA PLAN ADOPTED JUNE 16, 2009 s ��F I, F! i �,�fy of Spakane Valley �r��c��/,�4��►Iewa� Cc�rr�id+�r Suba�re� Pl�an Pub�lic Pa�lic�r �nvirorrrr��er�t ,�urrtr»a�r I Ju�� oo� 4.r r� w L-� i ukf�--�� t 4 ,F 1 f �..s.�u4i 1. �'res�r��d ta Mr. Teray �taore, FAlCP �CaNarthwes�, ln�, Portland, OR iw,F y ,�.,��.n r Fr 1tj 11 Communiiy Planning Design I July 14, 2006 Mr Terry Moore, FAICP �CONorthwest 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 unpact 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 pohcy 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 Ccascade, Inc. s i rimes AICP Principal Sprague/Appleway Corridor Draft Policy Summary July 13, 2006 Executive Sumo�arty 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 ramificahons on planning, design and revitalizat�on. 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 orgaYUZed our report and the execut�ve summary around nine issues that we think are crihcal 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 docurnent. 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 pro�ects 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 planrung documents reveals that tlus 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 recommendahons for things to do to irnprove the corridor's appearance. Redevelopment While the City supports redevelopment, it is also concerned about maintaining levels of service and ensuring land use compatibihty. 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 Uruversity/Sprague area is the logical choice. Land Use Mix The comprehensive plan and other policy documents support the ingredients of �uxed land uses, but they fall short in creating an environment where mixed uses w111 occur wnthout the achon 2 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 of other forces. Policies are more passive than they are restrichve, 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 LTse 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-uttensity residential projects with disconnected access patterns and internal foci. Public Transport The policy focus on public transportatron issues is in the management of the ixansportation 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 txansportation more successful, but the policy connection between land use patterns and public transportation service now is not terriUly 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 econox�uc machine, embodying the community's identify and creatuig walkable districts, one of wl�uch would Ue 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 suUarea's planning challenge will be to translate this mix of adopted policy and popular directive into a cohesive and compelling urban design and revitalizatron strategy. Spokane Valley wishes to identify and develop a town center, make the corridor more suitable for pedestrians, and address the blight that has accomparued disuse of commercial properties. 3 Sprague/Appleway Corridor Draft Policy Summary July 13, 2006 Co�tents ExecutiveSummary 2 Contents............................................................................................................................................... 4 PolicyDirection 5 ToCoupiet or Not to Couplet? 5 Aesthetics.. 6 CorridorRedevelopment .......7 City Center: Desire, Function and Location ...............................................................................................................7 LandUse Mix 8 Support Retail Centers 9 Support for Residential Use on the Corridor PublicTransportation and Mobility PoliticalSentiment ................................................................................10 �4pperedices ........................................................................................................................................1'! AppendixA: 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 AppendixF: 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 Draff 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 t11e WasYungton State Department of Transportahon (WSDO'1� 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 pro�ects 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 plans, policies and projects. The City's work to create an environment conducive to economic revitalizatron 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 �nnth those plans, or, if inconsistent, to identify those areas of inconsistency and propose ways to reconcile differences in a manner that benefrts the subarea. In essence, the City's vision of the corridor (as expressed in its comprehensive plan) differs somewhat from the visions implied u1 other agencies' plans and pro�ects. The paragraphs below discuss some of the more important subarea planning issues, summarizu►g how the various pohcy documents pertain to them. A more deta�led analysis and compilat�on of the various policies as contained in each reference document is contained in the Appendices. To Couplet or IVof to Couplet? This has been one of the City's most contentious issues. It embodies for Spokane Valley the conflict faced by many other �urisdictions across the country The conflict centers on a transportat�on policy choice favoring mobihty 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 tlurd year, the issue continues to fester and demand time in puUlic discussion. Limited reference to the couplet in pohcy 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 aesthetrc corridors along sections of Appleway. However, in the City of Spokane Valley's Comprehensive Plan, t�us area is referred to as the "Spokane Valley Corridor," maintau�ing a vague corridor boundary, and huiting at transforming the area into something completely different from what it has become. 5 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 y 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 -g to the bedroom community. w The City of Spokane Valley and Spokane County are also considering extending the Sprague/ Appleway couplet to the east, a continuation of the regional transportation project to facilitate east-west movement through Spokane i°�" _,,,r:..� f- 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 tra£fic 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 undl the completion of the new subarea plan. The ranufications 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 activiiy. 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 Vailey Corridor: Project Purpose and Need for Action Z Gonzaga Economic Study of Sprague Avenue Business and Property Owners 3 Draft: City of Spokane Valley Corridor: Project Purpose and Need for Action 6 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 streets, additional bicycle and pedestrian facilities, with the importance of mode intermingling improvements. _,...e�LS�._.-:,.�,__.... The auto row district (an area along Sprague and Appleway from Theirman Street to just past Mullan Street) cont��ins �pc�cified i�i�as for desi�n �n�� us��s to br� comp��tible witl� ��ut�� s�iles in the �rea.� s ProL�lcros rnay� �ccur �vitl� buil��l:n� r�vit��liz�ltiun cir��rts �iven tl�e �issoci�itc�� costs �1i�d ��roble»ZS. �l�he 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 A;:�'rr comprehensive plan �;oals. These types of policies bind City Councils to what may become unconlfortaUle commitmenls, appearing in comprehensive plans only when communities or constituencies demand them. Their simple appearance in the R plan indicates a high level of communiiy 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 1_ improvcments inust Ue �chievcd. x 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. Cify Cenfer: Desire, Funcfion 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 5 Review Auto Row 6 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 I I 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 (Uy 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 clear. 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. The paths toward these goals are less clear. 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 lugh capacity transit, street trees, public spaces and parks. iy Land Use Mix The majority of land along the corridor is designated for some type of commercial use, focusing on general retail yw�' 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 ,r i kf�, t identified town center area. That plan also identifies a specialized district for auto sales and other automobile 1�!�'�� r u es the related uses. Based on our current work to dig�hze build�ng footpru�ts and ident�fy ground floo s, 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. 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 9 Spokane Valley Comprehensive Plan Policies: LUP-6.6 8 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 recognizes that there is an oversupply of conlnlercill land and that a mix of residential, institutional, open space and teneral commercial land will be necessary. ""°q`"�: Support for Retail Cenfers M 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 designations throughout most of the corridor, permitting continued and undifferentiated commercial 1 development along the length of the study area. z Locations of these centers should also take advantage of high-capacity transit stations whilst amplifying the density of mixed-use areas, l� creating a rise in transportation modes and local shopping. 1 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 densiiy (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 Mullan 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 fhe Corridor Residential development will be an important component of the subarea plan, pernlitting consiruction 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. 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 requimments in 10 Spokane County Comprehensive Plan Policies: UL-1.3. Spokane Valley Comprehensive Plan: LUP-9.2 Review Auto Row Spokane Valiey 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. The City's Transit Oriented Development Study indicated that light rail 'a'"'..'� transportation would be expected to generate 1,500 residential units around the University City area. ;.::c:,. f Public Transporfation and Mobility r;,. 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 'M� with STA and SRTC to study public transportation connections between the Valley and downtown, looking at light rail and light rail-style land use development options to promote increased transit use. �j 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. 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 recomrnendation 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 iransportation 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. ls Increased connections to downtown Spokane to Liberty Lake are Uonuses 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 1 /4 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. t3 Spokane Valley Comprehensive Plan Policies: HP-1.3, HP-1.4, HP-1.5, HP-1.6, HP-3.5. 14 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. 15 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 Draff Policy Summary July 13, 2006 Appenc�ices Appendix A: �ib9iography Behm, Dick The Historv of Spra�ue Avenue. May 26, 2004. Ciiy of Spokane, Marketek Inc. and Applied Economics. Socioeconomic and Revenue Imvacts of a Proposed Li�ht Rail Svstem for Spokane, Washington Final Report. July 2005. City of Spokane Valley, CH2M Hill. Draft- Citv of Spokane Vallev Corridor: Proiect Purvose and Need for Action- Memo. December 16, 2005. City of Spokane Valley, CH2M Hill. Vallev Corridor 2030 Baseline Forecasts. Operations and Initial Screenin� Suvport Documentahon Memo. April, 25 2006. Ciiy of Spokane Valley, CH2M Hill. Vallev Corridor Preliminarv Lo�ical Termini and Indevendent Utilitv Discussion Memo. SeptemUer 28, 2005. City of Spokane Valley, CH2M Hill. Vallev Corridor Proiect Transnortation Methods and Assumutions Memo. July 15, 2005. City of Spokane Valley, CH2M Hill. Vallev Corridor TSM/TDM Alternat�ve Develonment Memo March 31, 2006. City of Spokane Valley, CH2M Hill. Vallev Corridor Proiect- Evaluat�on Methods and Criteria- Memo. July 5, 2005. City of Spokane Valley, Department of Commuruty Development Planning Division Creatrn� a Definable and Vibrant Communitv Center Powerpoint. June 2, 2005. City of Spokane Valley, Department of Public Works. 2007-2012 Six Year Transnortation Improvement Pro�ram, 2007 Annual Construction ProQram. June 19, 2006. City of Spokane Valley. Citv of Spokane Vallev Municipal Code, A Codification of the General Ordinances of the Citv of Spokane Vallev, Washin�ton. Code Publishing Company. Seattle, WA. 2004. City of Spokane Valley. The Sprague/Annlewav Corridor Subarea Plan -SOW. Apri15, 2006. 11 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 City of Spokane Valley. Scove of Work. Svokane Vallev Corridor Analvsis June 10,2005. City of Spokane Valley. The Citv of Svokane Vallev Comprehensive Plan. Apri125,2006 City of Spokane Valley. Vallev Corridor Improvements• Environmental Assessment. May 19,2006. Marques, Evan, and The Spolcane Valley Business Association. Gonza�a Economic Studv of Spra�xe Avenue Businesses and Propertv Owners. May 28,2004. Spokane County WA. Spokane Countv, Department of BuildinQ and Plannin�, Comprehensive Plan. Spokane County WA,. Spokane Transit, U.S. Department of Transportation, and Federal Transit Administration. Draft Environmental Impact Statement, South Vallev Corridor Proiect. December 2005. Spokane County WA. Recommendatrons of the Steerin� Committee: Preferred Alternative for Hi�h Cavacitv Transit in the South Vallev Corridor Revised Draft March 22, 2006. Spokane County, Spokane Regional Transportation Council. Transportation Improvement Plan for Svokane Countv FY 2006-2008 October 13, 2005. Spokane Regional Transportation Council. BridQin� The Vallev, Status Report and Implementation Schedule. September 5, 2002. Spokane Regional Transportation Council, Sverdrup Civil, Inc., HW Lochner, Inc., BST Associates, Stanton- Maston Associates. Summarv Renort. Task 1- Hi�h Cavacitv Transportation Optrons, South Vallev Corridor Hieh Investment Studv. �une 1997. Spokane Transit Authority, and Spokane Regional Transportation Council. Transit Oriented Development Studv. Spokane Transit Authority, David Evans and Associates. South Vallev Corridor Proiect, DEIS PuUlic Comment Report Spokane County WasYungton. May 2006. Spokane Transrt Authority. 2007-2013 Transit Development Plan. May 18, 2006. Quinn Group. Review Auto Row (Powerpoint). June 14, 2006. 12 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Appenalix Spokane Valley Comprehensirre Plan The City of Spokane Valley adopted its comprehensive plan on April 25, 2006, providing locally based policy and capital unprovement guidance. This plan contains land use, transportation, caprtal 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 plari s policies include: Policy Land Use Possible Ramifications LUP-21 Allow and encourage a variety of housing types in Persons hv�ng u1 mixed-use areas may walk to designated IVl�xed-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 Commuruty Commercial corridor �nto a quahty 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 Integrahon of public amenitres and open space into retail and office development should also be encouraged LUP-5.1 Identrfy other appropriate automob�le related uses within May induce vertical and horizontal integration. the Auto Row Overlay designarion that are complementary to automobile dealerships LUP-5.2 Develop appropriate development standards for perrrutted May requ�re intense collaboranon with Auto uses in Auto Row Overlay desi�nated area. Row �roups LUP-6.1 Define a City Center with distinct boundaries, uruque May seem contrived �f poorly located and not building types, and special features. connected to county. LUP-6.2 Strengthen existing connechons of the City Center area to May put increased pressure for surface parking, the region's lugh capacity transit system. an enhanced pedestrian environment and more housin�. LUP-6 3 Focus on improving the exishng character and image of the May be d�fficult to define desired direction and Crty Center area through appropriate development will reqLUre 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 rarios (FAR) and permitted uses. 13 Sprague/Appleway Corridor Draff 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 anricipated development L I.D. LUP-6 6 Allow for a variety of uses and rruxed-use development May focus discussion on land use compahbility within buildings or complexes. Ensure that mixed-use and design standards, creahng new style of development complements and enhances the character of development regulations. the surrounding residenhal and commercial area. LUP-6 7 The City should always consider City Center sltes regarding May stall center progress if City is slow or potenhal civic and cultural uses the City develops, such as a unsure about civic center investment. Crty Hall. LUP-6 8 Provide incentrves to attract cultural and civic uses to the Failure to do this may make the city center less Ciiy Center over which the City does not have direct livable and less attracrive to urban households control, such as liUraries or recreation facilities LUP-6.9 Develop land use regulations that encourage lugher density May increase the community's ability to support residential uses on the periphery of the City Center area ut public transportation and nearby business. close proximity to high capacity transit. High-density housing should be accompanied by residentrally oriented retail and service uses. LUP-6.10 Provide ameruties such as commuruty services, parks and Failure to do this may make the city center less puUlic spaces to meet the residential needs in the Crty livable and less attrachve to urban households. Center LUP-611 Provide an effective transition between the periphery of the May increase sense of connecrion between the City Center and nearby lower density residenhal City Center and larger commuruty. development LUP-7.1 Improve traffic circulation around and through the City May decrease traffic congeshon 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 Draff Policy Summary July 13, 2006 LUP-9 2 The nux of land uses allowed in either the Corridor IvI�xed- 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 iypes including apartments, condomiruums, town houses, two-family and single family dwe11u1gs on small lots. A full range of retail goods and services including grocery stores, theaters/entertainment, restaurants, personal services and specialty shops. Pubhc/quasi-public uses and/or open space Professional Office and other employment oriented uses Commercial uses that require large land areas Uut have low employment density and are auto-dependant, such as lumberyards, plant nurseries, warehouses, and auto dealerships, should be prolubited from either Mixed-use category LUP-14 5 Designate aesthet�c corridors along major transportat�on May assist in defirung the commuruty's idenhty 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 Trenf Appleway Boulevard (south side from Park to Dishman N1ica). Policy Transportation Possible Ramifications TP-11 Street design should provide for connechvity between May increase automobile flow. residenhal neighborhoods and collectors. Discourage cut- throu�h traffic. TP-1.2 Develop access management standards #or each funchonal Standards may need to be flexible considering classification of roadway Work to consolidate or remove each roadway intersection contains d�fferent 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 hghtulg and beautificahon in May cause public ownership to increase, the design standards for local access streets, collectors and snowball�ng 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 uhhze traffic calnung strategies to reduce vehicular commercial and associated uses, traffic calm�ng speeds where appropriate may increase local shopping 15 Sprague/Appleway Corridor Draft Policy Summary July 13, 2006 TP-4 2 Complete local traffic circulahon plans for areas experiencing new development. TP-7.1 Discourage development of low-density residenhal 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-81 Use the city's transportahon system and infrastruciure to May call for increased public transportahon 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 muumize May increase the need for pedestrian and bicycle the need for residents to use motorized modes by providing. facihties 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 jurisdichons and regional system extensions TP-9.2 Provide sidewalks on both sides of all arterial streets as May improve pedestrian safety fizndin� allows TP-9 3 Incorporate pedestrian and bicycle features as desrgn May assist in defirung the commuruty'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 prachcal along arterial May improve bicycle safety by decreasing roadways collisions TP-9 8 Include pedestrian friendly facihties such as sidewalks in May increase the ability of pedestrians to en�oy city street reconstruction and improvement proJects, and the ciiy center. require pedestrian friendly facilities such as sidewalks in all new development. TP-9 9 Reduce obstruchons and conflicts Uetween May cause persons to choose alternate modes of bicycle/pedestrian facihhes and vehicular transportation transportarion to work and shop. routes. TP-9.10 Develop street, pedestrian path and bike path standards that May decrease pedestrian and bicychst frustrahon contriUute 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 faciliries 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 Uenches May increase ridership and comfort to those and other amenihes that support transit use are provided in using the transit system appropriate locat�ons for users of the system. 16 Sprague/Appleway Corridor Draft Policy Summary July 13, 2006 TP-113 Support the continued planning and development of a high- May expedite the planrung/development capacity transrt 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 intersechons May require design �uidelines and engineering TP-115 Neighborhood businesses areas should be served by transit May increase ridership as well as shopping along consistent with the Transportahon Element areas served by transit. TP-141 Panc�ipate wrth other �urisdictions to facihtate safe and May create consistency between standards and efficient rail systems increase rail safety. TP-14 2 Support the "Bridging the Valley" pro�ect to reduce the May increase public safety by decreas�ng number of at-grade railroad crossings in the City of Spokane colhsions and public safety delays Valley and to reduce the adverse noise impact on ad�acent properties of railroad operations TP-14 3 Discourage incompatiUle land uses and residenhal densitres May contain a challenge of oplruon to what along rail corridors densities and land uses are compatrble with rail corridors. Policy Capital Facilities I Possible Ramifications CFP-13 Optinuze the use of exishng pubhc faciht�es and promote May reqture defirution to the mearung of orderly compact urban growth. "orderly." CFP-14 Coordinate the construchon of public uzfrastructure with May ease construction costs. private development to rrurumize costs whenever practrcable and feasible. CFP-2.2 Update the Cii�s Capital Facihnes Plan annually to ensure May ease the maintenance costs of capital facihty that services and facilities are provided efficiently and needs. effectively and to help establish bud�et priorities CFP-2 3 Planned expendrtures for caprtal improvements shall not May cause increased planrur►g for future exceed estimated revenues developrnents. 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 Reqture adequate emergency vehicle road access and water May expedite emergency response supply/ pressure for new developrnent within the City. CFP-4.1 Review water and sewer plans to determine consistency May assist future water and sewer plaruung with ant�cipated populatron growth, future land uses, efforts. comprehensive plan land use policies and development regulahons. CFP-51 Establish a City Hall recyclulg program to present a posihve May increase pressure for other busulesses to example of civic and environmental responsibility. recycle, with possible low cost recychng �ncenrives 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 Draff 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 urUan runoff CFP-6.3 Best management prachces should Ue utilized to treat May protect water sources such as surface water stormwater runoff prior to absorption of runoff into the and the aquifer. ground CFP-6.4 New development should ulclude the mulriple uses of May increase creahvity with open space and facilit�es, such as the integrarion of stormwater facilities recrearional design/use with recreation and/or open space areas, when possiUle 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 hbrary facilrties Doing this would aid in overall success of the in locahons converuent to residenhal areas corridor, and may pressure other mixed uses to be allowed in other residential areas. CFP-81 Develop land use designahons that allow new schools This may increase people's ability to walk or bilce where they will best serve the commuruty. to school CFP-91 Implement a concurrency management system for May ease the transinon of development changes transportahon, water and sewer facilitres. and pressures. Policy Housing Possible Ramifications HP-13 EstaUlish development regulations and incenhves for May be beneficial for all areas of the Spokane greater cliversity of housing types, costs and designs, that Valley, especially u1 the Corridor area and along may include bonus incenhves, clustering, and transfer of transit lines. development rights HP-14 Encourage nuxed-use residenhal/commercial development May create problems from non-designated areas in designated areas throughout the City with the use of wishing to experience benefits of rruxed-use developer incentives and design standards. development. May also create protest from designated areas not wanting mixed-use development HP-15 Encourage the development of three- and four-bedroom May create competrtion Uetween rental units and rental uruts along transit corridors and within walking alternate uses wislung to experience benefits distance of schools and recreational facilities. from a location alon� transit corridors. HP-1.6 Encourage the development of housir►g for seniors and May create compehhon between housing and other special populations along iransit corridors and within other development oppoxturuties wishing to walku►g distance of shopping and medical facihhes experience benefits associated with such locahons. HP-3.5 Encourage the location of new facihhes for the special May be d�fficult compehnon with alternate populations identified aUove witlun one-quarter nule of development opportunities wishing to transit corridors. experience benefits associated with such locahons. 18 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Policy Urban Design Possible Ramifications EDP-21 Develop appropriate urban design and utfrastructure May stall center progress if Crty is slow or standards for the City Center area. unsure about what direchon of standards to take EDP-2.2 Develop zorung, perrruttrng, and incenhves that encourage May create jealousy from those developments priorihzed development consistent with the SVCP that are not of "priority EDP-7.1 Evaluate, morutor and improve development standards to May smooth transition between land uses and promote compatrbility between ad�acent land uses, and the development process update permitting processes to ensure that they are equitable, cost-effect�ve, and expeditious. Policy Natural Environment I Possible Ramifications NEP-12 3 Encourage the use and preservahon of native plants in May aid in plant choices for open space, residential and nonresldential landscaping. recreation and stormwater management purposes. NEP-14.2 Require the maintenance, protection or restoratron of May be more cost effective than the construchon natural drainage systems. of arhficial drainage systems and associated maintenance NEP-14.3 Use bioengineering techruques, where appropriate, rather May help maintain the biodiversity connected than hard en�ineeru►g structures to stabilize the floodway. with floodway areas. NEP-201 Work regionally and locally to establish a variety of May create ir►creased transportation opporturuty transportatron systems such as dispersed employment for persons wishing to rely on options other than opportumries, flexible working hours, tele-commute, hght the automobile. rail, other transit, car and van pooling, ridesharing, bicycling and walking paths. NEP-20 2 Encourage the development and expansion of l�ugh-density May create pressure for alternahve urban centers that facilitate alternative transportarion modes transportation modes to be extended into non- to reduce traffic congesrion urban areas NEP-20.5 Encourage plantulg of trees in new developments, parks May be d�fficult to choose what trees should be and as part of new street or ma�or street reconstruction located where, and why May be d�fficult to find pro�ects. Develop a hst of preferred trees based on but not persons/money for tree maintenance and care lirruted to location, root structure, canopy characteristics, Adopt a tree and sirrular programs may be and resistance to disease. useful. 19 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Policy Public Utilities I Possible Ramifications PUP-3.5 Based upon applicable regulahons, the City should reqLUre May reduce future repairs on utrlities from lugh the under grounding of utility distribunon 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 distriUurion lines in new construchon and necessary for such under ground utilihes. sign�ficantly reconstructed facilities, consistent with all applicable laws PUP-3 6 Based upon apphcable regulahons, the City should work May snowball toward areas surrounding the with ut�lit�es and appropriate enhties in preparing a plan for corridor with hopes of improving busuless under grounding utilities in areas where their visual impact associated with visually appealulg space. is crirical 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 enhties to prepare May increase consideration of under grounding right-of-way vegetation plans to ensure that the needs of utilines while bringing alternate screening forms landscaping and screening are Ualanced with the need to ulto the picture such as built walls, fountains, prevent ne�ative impacts to utiliries and art alternatives Policy Parks and Recreation I 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 opporturuhes and efficiencies. PRP-41 Strive to develop a net�vork of trails and bikeways withul May decrease dependence of automob�le travel Spokane Valley that will interconnect populahon centers, while increasing visual character. commuruty facilities, work places, neighUorhoods, recreational opporturuties, and natural green spaces. PRP-6.1 Idenhfy public art opportunihes that highlight the cultural May increase visual and lustorical 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 arhstic points May increase citizen pride and expand into of reference These pro�ects should serve as a source of whole community, increasing visual character commuruty pride and reinforce and further define and social capital commuruty identity. PRP-6 5 Uhhze public art in Spokane Valley to attract visitors to the May increase shopping, tourism and general Crty pubhcity. 20 Sprague/Appieway Corridor Draff Policy Summary July 13, 2006 Policy Nei�hborhood 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 withul zone change area. Clear mapping errors. Adequate facilitres and services (e g sewer, water capacrty) Consistency with densitres in the viciruty of the zone chan�e. NP-2.6 Establish appropriate design gtudelines with buffer zones May decrease density along such areas. and transition reqturements to protect residentral neighborhoods from incompatiUle land uses and adverse impacts associated with arterials, freeways and rail corridors. NP-2.9 Integrate reta�l developments into surrounding May increase the ability of persons to walk or neighborhoods through attennon to quahty design and bike for shopping purposes Associated traffic funchon Encourage neighborhood retail and personal impacts might cause neighboring residents to services to locate at appropriate sites where local econon�uc complain. demand and design solutions demonstrate compat�bility with the neighborhood. NP-2.10 Develop guidelrnes and options for Neighborhood/sub-area May assist in strong neighborhood groups, associarions which facilitate the refinement of creating higher social capital. Neighborhood/sub-area plans. 21 Sprague/Appleway Corridor Draft Policy Summary July 13, 2006 Ap�vendix C: Spokane County Comprehensive P6an Though the City of Spokane Valley is an incorporated commuruty, pohcies from the Spokane County comprehensive plan strll pertain to the Sprague/Appleway corridor. Those policies, mostly found in the county's urban character/design and transportahon elements, focus on the corridor's importance as a regional transportat�on luik between Spokane, Spokane Valley, Liberty Lake and other, uruncorporated areas east of Spokane. The plari s policies include: Policy Urban Character and Design Possible Ramifications UL 5 2 Designate aesthetic corridors along ma�or transportarion 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) Aesthehc 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 spec�fic regulahons for designated aesthetic corridors May help create consistency throughout that a) Provide incentives for aestheric corridors that b) Corridor May set apart the Corridor area from Reqture landscaping buffers ad�acent to roadways, c) Lirrut 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 fabricahon/assenlbly) e) Use non-glare, energy efficient lightulg techruques when possiUle UL.1.3 UrUan act�vity centers may be located at or ad�acent to Yugh- May increase use of both hubs and public capacriy transit stat�ons and will serve as hubs #or less transportation. intensely developed neighborhoods. Appropriate areas for urban actrvity centers may include, but are not limited to, the Spokane County fairgrounds area, University Crty area and the Liberty Lake/ Interstate 90 area. 22 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Policy Transportation Possible Ramifications T 11 Coordinate planning and operational aspects of the regional May expedite planning/operational process with transportahon system with cities within Spokane County, cooperahng alternate opinions and methods for ad�acent �urisdichons, Washington State Department of the transportation system. Transportatron, Spokane Transit Authority, Spokane Regional Transportarion Council and any other affected agencies Policy Subarea Plans Possible Ramifications SP 2 4 Plans for subareas and n�uxed-use areas should estabhsh May facihtate the plans development. consistency of land use designations and the concurrency for development with the size, type, �nd 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, locahon and mix of land uses, the intensity and density create a sigruficant difference between subarea of development, and the level of service for facihi�es and and the surrounding Ciiy. services planned for the area 23 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Appenalix D: Spokane l�egional 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 pro�ects impacting the Sprague/Appleway Corridor. (These can Ue located on SRTC's websrte http //www.srtc.org/index htm) These projects include: Project Description Possible Ramifications Bridging The Valley This pro�ect would eliminate about 35 at-grade crossings in May increase public safety to the Washir►gion through closure, concentrating public corridor by decreasing collisions, investment into 8 railroad grade separatrons. The plan improve emergency access as well focuses on three roadway/rail crossings near the valley as decrease noise, wart time at corridor. Park Street, Pines Street and Argonne Street. This crossings and improve traffic pro�ect will reconstruct Park Road to pass over the BNSF flow May divert traffic from tracks, add one railroad bridge over Argorule Road as part Sprague/Appleway. of the construchon of one additional BNSF inainline track, and the reconstruchon of Pmes Road to pass under four BNSF tracks. In addrtion to these plans, suggestions for road closure pehtions to reduce problem intersections exist Spokane County TIP The Transportai�on Improvement Program (TIP) exists so Provides guidehnes and examples planned transportation projects can be constructed. Pro�ects of approved transportation must be priorihzed and programmed with other notable pro�ects. Corridor pro�ects must be transportahon projects in the TIP. Tlus program idenhfies included in the Spokane Valley specific programs or proJects that jurisdictions or agencies TIl' and possibly the Spokane intend to carry out over the upcomir►g six years. For those County TIl'. projects to receive Federal and State money, they must fulfill the goals and policies of the regional transportation planrung process and Transportation Efficiency Act for the 21Sr Century (TEA21) South Valley Corridor TYus two-year study (ending in 98) analyzed the feasibility May provide in depth informarion High Capacity of high capaciiy transportahon in the corridor from the for those analyzing alternate Transportation Major Spokane Valley central business district to Liberty Lake. transportarion modes by Investment Study Three transportation alternatives were examined; an express environmental and econon�uc busway, a high occupancy vehicle lane and a l�ght rail considerahons transit system 24 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Ap�endi� E: �pokane Tran�it Authority The Spokane Transit Authority (STA) is a regional public transportahon 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 ulformation Plan operahons giving a description of current services and when considering public programs General timelines and cost requirements for transportation abihty and future ongoing pro�ects, and future improvements or reductions transportation needs, especially in over the next six years are also located in the TDP. relahon to the lugh capacrty transportation options Transit Oriented The Spokane Transit Authority and Spokane Regional May help ihe community visuahze Development Study Transportanon Councillre studying light rail hansit and what community mixed use Uus rapid transit as possible alternatives between development would look hke. downtown Spokane and the City of Liberty Lake. The transit modes being considered woulci travel through the South Valley Corridor of Eastern Spokane Valley. The purpose of the siudy 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 Draff Policy Summary July 13, 2006 Ap�endix 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 educlted opuuon Steering Comrruttee considered for high capacity transit with ir► depth with reasorung behind a preferred uiformahon and contains the preferred alternahve along alterative. with recommendations from the Light Rail Project Steering Committee Socioeconomic and This report presents an analysis of potent�al 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 ophons Proposed Light Rail County, WA The 16-nule rail corridor spans from considered in the corridor a System downtown Spokane to Llberty Lake, (through Spokane, valuable resource and analysis. Spokane Valley, Liberty Lake and the uruncorporated county). The analysis includes regional impacts of the corridor on Spokane County, as well as stahon-level impacts for two of the proposed stations (Uruversity City and Liberty Lake). The analysis compares the impacts of hght rail to a no build alternatrve that is based on exishng Spokane Regional Transportahon Councrl (SRTC) projectrons 26 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Appendix Go Corridor Tran�portation An engineering and consulting firm, CH2M Hill helped assess the Sprague/Appleway Corridor in relation to transportat�on. 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 alternat�ve and the other two blend the building of a new transportahon corridor on an abandoned rail line and changing the number of travel lines on Sprague Ave. A main pro�ect was to create an environmental assessment of the alternate transportatron options. Several documents are result of this work. These documents include: Document Corridor Transportation Possible Ramifications SOW Spokane Valley This Scope of Work (SOW) estaUlishes 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 w�ll be completed ir► detail. alternate phases and several associated tasks. An addihonal scope of work for environmental documentation and design work is briefly descriUed 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 fulfillir►g these needs in the assessment aspect of tlus project env�roxunental assessment process (Spokane Valley, CH2M entails Hill, Jones and Stokes etc,) Valley Corridor 2030 This memo contains planrung and traffic uiformat�on in May provide needed uiformation for Basehne Forecasts, support of screerung for the Corridor Pro�ect Included are traffic and pubhc safety Operations and Initial an accident/safety analysis, forecasted corridor traffic improvements Screemn� Support Doc volumes, traffic operations and alternat�ves documentation. Valley Corridor Project- This memo is regarding traffic operational analysis and Provides background uiformanon Transportahon Methods forecastulg methods for the Corridor Project Included are and analysis regarding corridor and Assumpt�ons purposes, and needs, plus a Draft Transportation Disciphne disciphne reports and environmental Report which is apphcable to the Final Discipline Report documentation. and environmental documentarion 27 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Valley Corridor This memo is consists of recommendatrons to developulg an May have potenhal to lower costs of TSM/TDM Alternahve alternanve for the Corridor that ophmizes the use of impending capital facility Development Transportahon Systems Management (TS1V� and TDM improvements and increase strategies (Actions that improve transportahon system proficiency of the existing system efficiency by altering transportahon system demand using strategies and facilines such as pricing, ridesharing, park- and-ride facilihes, transit friendly development zoning; and employer-based programs—such as staggered work hours and telecommuting. TDM strategies improve the efficiency of existulg faciliries by changing demand patterns rather than embarkin� 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. Pro�ect is needed with the intended outcome or purpose the study why the Spokane Valley Corridor Purpose and Need for is meant to supply. Pro�ect is happerung Achon Valley Corridor T�us memo is to igrute discussion over "reasons for May provide informahon about Prehminary Logical reviewing and re-estabhshing pro�ect logical termiru and reasorung #or wishing to extend or Termini and Independent independent urility." change pro�ect boundaries. Uhlity Discussion Valley Corridor ProJect- This memo identifies steps in the process of conductrng a May assist the understanding of a Evaluation Methods and screening process for the Valley Corridor pro�ect and screerung 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 possiUle long-term, short-term and corridor, while being an exceptional cumulative effects on mobility, the environment, land use, information resource. cultural resources, safety, econon�uc and commuruty development. It also considers affordab�lity, cost ef£echveness, and operatrng efficiencies. Mitigahon 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 comparuon to the May provide examples of where the Report Draft Environmental Impact Statement for the South Valley commuruty stands on several public Corridor Pro�ect in Spokane Valley Public participation is issues. recorded in this document from emails, letters, comment cards and verbal tesrimony from a varieiy of persons. 28 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 Appendix H: Spokane Valle,�r Miscellar►eous 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 deternune the path toward a vision for growth and current image may Ue changed by SOW change along the Sprague/Appleway Corridor new design elements and Spec�fications to guide land use and development intensity, character with a collective growth site layout, building design, site landscaping and signage plan and new Crty Center will be deta�led in the future Sprague/Appleway Corridor Subarea Plan document. Land use and development standards in the Subarea Plan will be drafted to replace pre- exishng zorung regulahons, and to help the community to more effechvely attract investment, improving the irnage and idenhty of the City of Spokane Valley. Spokane Valley This techrucal document consists of currently adopted Provides regulations for almost Municipal Code pohcies for the City of Spokane Valley. These regulations anything the community nught be include adnunistrahon, revenue and finance, business curious about in the Spokane licensees and regulations, parks, health and safety, crinunal Valley. code, vehicles and traffic and a uniform development code. Spokane Valley TIP The Transportatron Improvement Program (TIP) exists so Provides guidehnes and examples planned transportation projects can be constructed. This of approved transportation program identifies specific programs or proJects that pro�ects. Corridor pro�ects must be Jurisdictrons or agencies intend to carry out over the included in the Spokane Valley upcon�ung six years. For those projects to receive Federal TII' and possibly the Spokane and State money, they must fulfill the goals and pohcies of County TIl'. the regional transportation planning process and Transportahon 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 Uruversity City, City help commuruiy 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 lilce 29 Sprague/Appleway Corridor Draff Policy Summary July 13, 2006 �4ppendix l: 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 transportat�on has worked (or not worked) with modes and choices the abihty to gain perspective. Gonzaga Economic Tlus is an in-depth study of data acquired from busrness May provide an alternate source Study of Sprague owners and property owners along Sprague Avenue in of informahon and perspechve in Avenue Businesses and order to ascertain a possible econonuc impact on those relahon to possible transportatron Property Owners parties as a result of Sprague Avenue converhng 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 E Northwe t co S 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 spaceo 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. i 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. Appendia�: Retail Sales provides detailed tables of taxable retail sales. Ft�AMEWORK 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 Crroup, 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 ineetings 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. C�rridor Market Analysis„ Phase II, Task 3 ECONor�hwest 29 September 2006 Page 5 MARKET CONDITI4NS This section is divided into five parts: Study area describes the loca.tion of the Corridor. Population and demographic change discusses existing and projected population in the Spokan� Vailey area, and house�old income. Tr�ffic summarizes traffic vc,lume on the Corridor. Compe�ing development describes commercial areas that develapment in Spokane Vall�y will com�ete against. Retail sales describes the typ� and valume of sales in the Spokane Valley region. STUpY AREA Figure 1 shows the location of Spokane Va�ley �elative to the metropolitan Spokane �rea and the nearby Coeur D'Alene urban area. F�gure 1 shaws that Spokane Valley is located east of dawntown Spokane and south of the I-9Q corridor. �'he Spokane Valley area developed prin�arily after Wor�d War II, with cammercial development lining the arterial street grid and single-#'amily res�dential development in between. The development pattern and transportation �etwork in Spokane Valley is now an exte�sion of the one in th� Ci�ky of SpQ�Cane. Spokane Val�ey becam� a City in 2003. Figure 1. Locatio� af Spokane Valley p t Ra1�d� �e'' r H ayd�en �lt �)d FY 'TTa .��YV�i� ,a�.�'j �i��rside 1 State Fark tt�r� G�3�det�S I P�sr ral s a� s Slate L'sr,e K �c.��.�L�ti1l J��; �—r. �m�°� j hlill�.ccd �-'"c� w'YY `f* T �08tEt�'J�l"�Ii�f�@ S r Sp�k�n� d L I �ek1 ��Ccre V�IIE�j I Z �F ,:1�. i k i 1 M 3g5 ��d; T I -r �ll,_ `�y�. Source: Ga�gie Maps. �,n:l/ma�s•9o° ,ale.com/ Figure 2 shows the locativn of the Sprague/Appleway Corridor in Spokane Valley. I Corridor Market Analysis, Phase II, Task 3 ECONorthwest 29 September 2006 Page 6 Figure 2. Location of the Sprague/Appleway Corridor �I• �C n 1 �4W j I J- 1 1 ��Ok3IlZ 7 tiAi�+ �i �l I i i .0. i rti l�� r t r 'd .l t C i S k 1 1 i� i r�"'"-�h�:;. Source: Spokane County Division of Planning The area outlined in red in Figure 2 is the approximate study area. The exact boundaxies 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 II, 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% Washinqton 4,132,353 4,866,663 5,894,143 6,256,400 1.6% 19% 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 (AAGR) 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 unti12003, Census data were not available for the City of Spokane Valley in 1990 or 2000. The estimate in Table 1 was com�iled 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 4 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 Ii, 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. Tabie 3. Spokane County population forecasts for Spokane County, Spokane, and Spokane Valley, 2006-2026. Population Projections qqGR 2005 2026 2005-2026 Spokane County 441,068 638,707 1.78°/a 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 Vailey, Spokane, Spokane County, and Washington, 2006 Annual Spokane Valley Spokane Spokane County Washington Household Income HHs HHs HHs <$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• Ciantas, 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, 5 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 A.DT 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.� 5 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. 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/ I-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. g 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 2 1; :r' 9 .r,e !:S ;e �Itc. 1' t j 63 s.r'..�,,,� t F� t I�ut� r� r _3� �y7e �i�� Past FaNs Sho�pinp Cenleu _J�7 NorfAgata Shoppk�p Canter ,,;on rnta�'p+* -1�_ r �'.<311P�' .d �c'�. ls� aUf �AiFflii Q �'d s, I 5. Naihtov.n Maq S ..F S,. 1...-�� l �i tz_ sn+ao ew,�� i e, F i; 1 Spok:tne Vyt Ma1 B KmdaU Yards T 1 8 Riva District at LibeAr t�e t r.:.,r•. y: 1, Rivaryxk Squate L�'• t Su6vaM•901n1archanpe I `1 2 Wer,IS�agueCwrida T ��_I 'L�Jr 11 lx�cdn Haighls c. 'i::� .��H f s S 195 R 70. Maan Rarie 40' �i r �T�i�t1 9$ t� �i I s° a.2 Maes Legend N o A �aa� �ea ECONorthwest Stroat Map Sa�te: ESRI Source. ECONorthwest. I 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 Z xo� s� 95 r,,.[- f a�c t?�tu?71 �;��i� F f' r RU I .9 i 9. Post Falk Shoppk�p Ccraer q 7 NorlhgaTO Shoppk�g Ccntct r' Jv iq R S�atil��:►: 1. t, r _....lx.�.. ��J'',tt:. -;?iu d _n..�.y c J S. Nwlhtavn Mall� J� ,f ,240 :t. `.a t 1 1 12. Shaitle Ce�de� j 1,'' Va Ma1 6 Kendall Ynrdf� +a tr i b R i r e t D' s t r i c t a l L 1 b a e N L a k� 1 Riverp,vk Squaro i :r. SullfvaM-901Mend�anyo� ''s I 2 Wasl Spague Cor�ida s t-e;� .�s q tt. Linooln MoyMa k J a•Y'�—_ O 19 n /0. Moran Pra'rie 3 �:c 4. 95 a z7 SC/�LE 4.2 Miles N Legend Devebped Shopping Area o �p�, M� Ecorvonn�s� 5�.� 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% �OTaxable Retail Sales I Populat(on 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 doilar 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 tota.l 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 II, 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 I I� i $5,000 t' 1 I:. SO Spokane Valley Spokane Washinpton 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 Spoka.ne Valley than in Spokane, but higher than the statewide average. It is likely that services associated with I-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 I 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 81% $13.75 2002 106 8,141,372 765,681 9.4% $13.94 2003 137 9,207,336 1,023,571 111% $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 m that subarea Valley of Suburban Spokane calculated by ECONorthwest. The location of "Vailey" is identified in the source as "East of Hamilton Rental rates in dollars/sq ft/year 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 Area/ 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 4,826,321 557,983 116% $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 usmg 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 Hamdton 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 �etail squa�e 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 sc�uare 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 lo ECONorthwest used data from Washington Department of Revenue. Detailed Tax Data by Industry and Tax Classification. http://dor.wa.gov/contentlstatistics/line code detaiUdefault aspx Accessed August 3, 2006. In order to approximate the types of industnes 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 Fumishings, 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 l.l 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 su�veyed 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 5.4 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 lZ http://www.icsc org/srch/rsrch/scope/currentJindex.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. la 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.. ls 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. 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 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, http://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 Busuiess 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 Valleye 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 unsu�veyed 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 buildin�s) 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% I-1 0 0 0 0 0 0% I-2 4,552,350 55,179 0 137,049 4,744,578 8% I-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% U R-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, 8� 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. 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 sumining the resulting numbers. Agai.n, this number is unrealistic because it does not consider parking requirements or market conditions. 22 ECO's previous work demonstrates that for a large area (dozens of acres, like 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). 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. Potentiai square footage available on commercial tax lots, 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 lots include vacant and parking lots, all commercial tax lots 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 mall� 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 FA R tax I ots 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, tl�e 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/ �ppleway Corridor, anQ6-�Q2�_ All lots redeveloped at 1.25 FAR All lots redeveloped at 0.25 FAR Existing supply vacant lots and parking lots at 0.25 FAR Existing supply Projected demand for all commercial space Projected demand for retail space 0 2 4 6 8 10 12 14 16 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. 6 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 ave�age 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�ments 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, marita.l 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 If a 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 buildmg 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 vv�ll require about 30,000 square feet. Thus, the average FAR of that development is 30,000 (built space) 40,000 (land area) 0.75. i 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 additiona1400 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 reta.il, 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 opporlunity 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 ta.xable 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 Agnculture, Forestry, Hunting $0 7 $0 6 -$0 2-21% $1 6 $2 4 $0 8 48% $21 2 23% M�rnng $0 4 $0 2 -$0 2-42% $0 6 $0 8 $0 1 18% $43 7 85% Ut�l�t�es $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% Manufactunng $82 4 $68 0 -$14 4-18% $93 3 $169 6 $76 3 82% $32 3 1% Wholesale Trade $417 4 $337 8 -$79 6-19% $447 3 $482 8 $35 6 8% $600 6 8% Retail Trade $1,690 7$1,690 2 -$0 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% -$111 9 -4% Professional Technical Services $55 8 $55 1 -$0 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 $53 9 18% $328 5 $545 0 $216 4 66% $2,803 5 42% Other SerVlCes $114 9 $119 5 $4 6 4% $126 6 $190 4 $63 8 50% $568 4 22% Public Admmistration $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 htto //dor wa aov/contenUstatistics/ 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-2o 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 of Countv Agriculture, Forestry, Hunting $0 9 0% $2 4 0% $114 9 0%� 40% M�n�ng $0 2 0% $0 8 0% $95 0 0% 27% Ut�l�ties $01 0% $11 0% $771 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% $8,239 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% $409 5 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% Accomrnodation Food Services $139.4 8% $545 0 9% $9,520 3 9% 26% Other Services $52 0 3% $190.4 3% $3,124 3 3% 27% Public Administration $0 1 0% $5 7 0% $46 8 0% 1% Total $1,731.5 100% $5,838.5 100% $102,143.9 100% 30% Source Washington Department of Revenue htto //dor wa aov/contenUstat�stics/ 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 Esta.te, 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 �J le� ECONc�r�r� ��r�� S�: 20GG i�� 3 �p�er�dix: cconon�ic devel��i��en� exGn �p N the services sector. l�Ian�� firms in tllesz sector•s occupy oftices rather than retail co��lmercial structure Spokane Valley does have a higher level of taxable retail sales per capita than Washington i�� tl�e Accommodations Food Services sector, but not as high as the level in Spokane. Here :-��j��i�� this suggests that Spokane Valley is getti»� less t11ai1 it� sll��i�� of this bizsil�Lss �cti�-it�T. The relative level of taxable retail sales pei° ca�ita iildicates IZO�v uu5i�ie�5es se� t11e Y�elati�� advantages and disadvantages for business activity in Spokane Valley. In short, Spokane Vall� 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 ret�il sales per capita in Spokane Valley, Spokane, and Washington, 2005 Taxable Retaii Sales per Capita Relative fa ctat� Spokane Spokar� Sectorllndustry Valley Spokane Washington Valiey �po�cane Retail Trade $12,720 $8,510 $7,380 $5,340 $1,130 Motor Vehicle and Parts Dealers $4,180 $1,590 $1,930 $2,250 -5340 Furniture and Home Furnishings $300 $500 $330 -S�0 $170 Electronics and Appliances $290 $630 $420 -�130 $210 Building Materials $1,900 $740 $790 $1,110 -550 Food and Beverages $350 $610 $470 -a120 $140 Health and Personal Care $320 $300 $190 $130 $110 Gasoline Stations $280 $170 $200 $80 -530 Clothing and Clothing Accessories $710 $800 $500 $210 $300 Sporting Goods, Hobby, Book, and Music $630 $490 $290 $340 $200 General Merchandise $2,960 $1,680 $1,420 $1,540 $260 Miscellaneous Retailers $660 $760 $620 $40 $140 Nonstore Retailers $130 $230 $220 -590 $10 Information $370 $840 $740 -S370 $10G Real Estate $260 $490 $420 -5160 $7C Professional Technical Services $200 $280 $280 -�80 $G Admin Support 8� Waste Management $190 $320 $310 -5120 $10 Accommodation Food Services $1,640 $1,820 $1,520 $120 $300 Other Services $610 $600 $500, $110 $100 Source: Taxable retail sales from the Washington Department of Revenue. Taxable retail sales per capita calculated by ECONorthwest.