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Agenda 11/15/2018 SCITI POKane Valle y Spokane Valley Planning Commission SPECIAL Meeting Agenda City Hall Council Chambers, 10210 E. Sprague Ave. November 15, 2018 6:00 p.m. I. CALL TO ORDER II. PLEDGE OF ALLEGIANCE III. ROLL CALL IV. APPROVAL OF AGENDA V. APPROVAL OF MINUTES: October 11, 2018 VI. COMMISSION REPORTS VII. ADMINISTRATIVE REPORT VIII. PUBLIC COMMENT: On any subject which is not on the agenda. IX. COMMISSION BUSINESS: i. Study Session: CTA-2018-0004, A proposed amendment to Spokane Valley Municipal Code Title 21, creating a new chapter 21.60 adopting a Planned Action Ordinance for the Centennial Business Park in the northeast industrial area. X. FOR THE GOOD OF THE ORDER XI. ADJOURNMENT Minutes Spokane Valley Planning Commission Council Chambers—City Hall October 11,2018 I. Chair Rasmussen called the meeting to order at 6:00 p.m. Commissioners,staff and audience stood for the pledge of allegiance. Office Assistant Mary Moore took roll and the following members and staff were present: James Johnson, absent-excused Lori Barlow, Senior Planner Danielle Kaschmitter Timothy Kelley Michael Phillips Michelle Rasmussen Deanna Horton, Secretary to the Commission Suzanne Stathos, absent—excused Mary Moore,Office Assistant Matt Walton Hearing no objections, Commissioners Johnson and Stathos were excused from the meeting. II. AGENDA: Commissioner Walton moved to accept the October 11, 2018 agenda as presented. The vote on the motion was five in favor, zero against, and the motion passed. III. MINUTES: There were no minutes to approve. IV. COMMISSION REPORTS: The Commissioners had no reports. V. ADMINIS 1'RATIVE REPORT: Senior Planner Lori Barlow reported staff made a presentation to the Council on October 2, 2018 regarding density and duplexes. Staff reported that in two instances the density had been exceeded,when duplexes were built following the platting process. Council stated they would like to monitor the situation and follow the County's review of their density and duplex development regulations prior to taking any action. VI. PUBLIC COMMENT: There was no public comment. VII. COMMISSION BUSINESS: i. Findings of Fact: CTA-2018-0003 A city-initiated proposed amendment to Spokane Valley Municipal Code (SVMC) 19.70.050(G)Open Space requirements in Mixed Use Zones. Ms. Barlow explained the findings of fact which reflect the Planning Commission's recommendation regarding CTA-2018-0003 which is a proposed amendment to SVMC 19.70.050(G) amending the open space requirements in mixed use zones. Commissioner Walton moved to approve the findings of fact for CTA-2018-0003 as presented.Commissioner Rasmussen stated the reason she voted against the amendment as proposed was she believes there is a population which does not care about green space and the potential for development to be a little less costly were her concerns. The vote on the motion was five in favor,zero against, and the motion passed. VIII. GOOD OF THE ORDER: There was nothing for the good of the order. IX. ADJOURNMENT: Commissioner Walton moved to adjourn the meeting at 6:12 p.m. The vote on the motion was unanimous in favor and the motion passed. Michelle Rasmussen, Chair Date signed 2018-10-11 Planning Commission Minutes Page 2 of 2 Deanna Horton, Secretary CITY OF SPOKANE VALLEY Request for Planning Commission Action Meeting Date: November 15, 2018 Item: Check all that apply ❑ old business ® new business ❑ public hearing ❑ information ® study session ❑ pending legislation FILE NUMBER: CTA-2018-0004 AGENDA ITEM TITLE: Study session-Amendment to the Spokane Valley Municipal Code (SVMC) DESCRIPTION OF PROPOSAL: The proposed amendment is a City-initiated text amendment to Title 21 of the Spokane Valley Municipal Code (SVMC). The proposed amendment will create a new chapter 21.60 SVMC adopting a planned action ordinance for the Centennial Business Park in the City's northeast industrial area. GOVERNING LEGISLATION: SVMC 17.80.150; SVMC 19.30.040; RCW 36.70A.106; RCW 4321C.440;WAC 197-11-164; WAC 197-11-168; WAC 197-11-172. BACKGROUND: In December of 2016, the City was awarded a competitive grant by the Washington State Department of Commerce for $114,200 to complete a planned action ordinance (PAO) for the Centennial Business Park (formerly identified as Northeast Industrial Area). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement(FEIS). See page 7-129 of the Comprehensive Plan. The PAO is a tool that may be used by developers to streamline the permitting process for industrial development in the Centennial Business Park. The City has been working with a Technical Advisory Committee (TAC) since 2017 to develop a Draft Supplemental Environmental Impact Statement(DSEIS) that supports the adoption of the PAO. The TAC is comprised of state and local agencies, property owners, utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. The PAO code text amendment identifies the procedure for designating projects as Planned Actions consistent with the DSEIS and SEPA. Projects that meet the PAO criteria have the option to use the environmental analysis and mitigations identified. Being designated a Planned Action is strictly voluntary and provides predictability and time savings for projects because projects that meet the criteria and qualifications for a planned action shall not require an additional SEPA threshold determination, an EIS, SEPA appeal, or any additional review pursuant to SEPA. If chooses to not use the PAO, they will proceed through the existing permitting process. The adoption of the PAO code text amendment for the Centennial Business Park supports the industrial development envisioned in the Comprehensive Plan, and the mitigation measures identified in the DSEIS adequately supplement the environmental issues not addressed in the Comprehensive Plan and FEIS. The adoption of the PAO code text amendment provides a thorough analysis of the impacts of development in the area and a more predictable and efficient permit process. RECOMMENDED ACTION OR MOTION: No action recommended at this time. The Planning Commission will conduct a public hearing and consider the PAO code text amendment on December 13, 2018. STAFF CONTACT: Mike Basinger, AICP, Economic Development Manager; Chaz Bates, AICP, Economic Development Specialist ATTACHMENTS: 1. Draft Staff Report dated November 15,2018 RPCA Study Session for CTA-2018-0003 Page 1 of 1 COMMUNITY AND PUBLIC WORKS ECONOMIC DEVELOPMENT DIVISION STUDY SESSION STAFF REPORT 4000\4illey TO THE PLANNING COMMISSION CTA-2018-0004 STAFF REPORT DATE:November 15,2018 HEARING DATE AND LOCATION:A public hearing is scheduled for December 13,2018,beginning at 6:00 p.m. in the Spokane Valley City Hall Council Chambers at 10210 East Sprague Avenue, Spokane Valley, Washington 99206. PROPOSAL DESCRIPTION: The proposed amendment is a City-initiated text amendment to Title 21 of the Spokane Valley Municipal Code (SVMC). The proposed amendment will create a new chapter 21.60 SVMC Centennial Business Park Planned Action. APPROVAL CRITERIA: Spokane Valley Comprehensive Plan 2017-2037;SVMC 17.80.150 and 19.30.040. SUMMARY OF CONCLUSIONS: The proposed new chapter 21.60 SVMC is consistent with the goals and policies of the Comprehensive Plan and the criteria for review and approval of the SVMC. STAFF CONTACT:Mike Basinger,AICP,Economic Development Manager; Chaz Bates,AICP,Economic Development Specialist ATTACHMENTS: Exhibit 1: Proposed Text Amendment Language Exhibit 2: Draft Supplemental Environmental Impact Statement(DSEIS) Exhibit 3: Presentation APPLICATION PROCESSING: Chapter 17.80 SVMC,Permit Processing Procedures.The following table summarizes the procedural steps for the proposal. Process Date SEPA—DS and Scoping Notice Issued March 3,2017 Department of Commerce 60-day Notice of Intent to Adopt Amendment November 23,2018 SEPA—DSEIS and Notice of Availability November 23,2018 Published Notice of Public Hearing(scheduled) November 23,2018 PROPOSAL BACKGROUND: In December of 2016, the City was awarded a competitive grant by the Washington State Department of Commerce for$114,200 to complete a planned action ordinance (PAO) for the Centennial Business Park (formerly identified as Northeast Industrial Area). The Northeast Industrial Area was identified as a community priority in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). See page 7-129 of the Comprehensive Plan.The PAO is a tool that may be used by developers to streamline the permitting process for industrial development in the Centennial Business Park. The City has been working with a Technical Advisory Committee (TAC) since 2017 to develop a Draft Supplemental Environmental Impact Statement(DSEIS)that supports the adoption of a PAO. The TAC is comprised of state and local agencies,property owners,utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. Staff Report and Recommendation CTA-2018-0004 The PAO code text amendment identifies the procedure for designating projects as Planned Actions consistent with the DSEIS and SEPA. Projects that meet the PAO criteria have the option to use the environmental analysis and mitigations identified. Being designated a Planned Action is strictly voluntary and provides predictability and time savings for projects because projects that meet the criteria and qualifications for a planned action shall not require an additional SEPA threshold determination, an EIS, SEPA appeal,or any additional review pursuant to SEPA. If chooses to not use the PAO,they will proceed through the existing permitting process. Analysis: The 2017-2037 Comprehensive Plan and Final Environmental Impact Statement (FEIS) analyzed the industrial designation through the year 2037 in the area for the proposed PAO. The Comprehensive Plan and FEIS assumes a total of 4,000 employees within the project area which is 3,200 additional employees over 2017 conditions. The SEIS completed for the PAO code text amendment provides additional environmental review to allow new the PAO,which in turn allows industrial development to be streamlined. The PAO will be limited to industrial development and confined to the area known as Centennial Business Park, shown in Figure 1 below. •R I Boundaryi i�e 1 _ - - Y " 7743 gNSF Mainlin d» � F V ti:y. !V IV - - ' '' 4440:,-, -,, - .,,,.. __ .. ,„,.- ,,, I . . a '~rev►,,e. Limits it ... , r 0 2 Et1E Avenue tJCI?C 1 iyY , 1 1 r ilk- eti „vv...., 1 Figure 1:Planned Action Area The Comprehensive Plan identifies the northeast portion of the City as appropriate for industrial development and identifies infrastructure improvements and continuing coordination as essential to achieving the City's vision. The proposed PAO code text amendment and related SEIS will assist in achieving the City's vision for the area.Pursuant to SEPA,the SEIS provides additional project level detail for a defined geographic area for environmental elements not adequately addressed in the Comprehensive Plan and FEIS. The SEIS supplements the Comprehensive Plan FEIS with the following environmental elements: Transportation —systems, traffic, circulation; Water—runoff/absorption, supply; Air—quality, odor. These elements of the environment were identified as needing additional information and were Page 2 of 5 Staff Report and Recommendation CTA-2018-0004 included as part of the Determination of Significance and Scoping Notice issued in March, 2017. No additional elements were identified during the scoping process. The table below summarizes the impacts to the elements of the environment analyzed in the SEIS as well as the mitigation measures to address those impacts. For a complete discussion of the elements of the environment considered please refer to Section 3 in the SEIS. Table 1:Summar of Potential lm.acts and Miti.ation Measures Environmental Impacts Mitigation Element Increased industrial development is likely to — Use existing regulations for ambient air quality increase impacts to air quality including and transportation related emissions. Air Quality ambient air quality,point source impacts, — Provide notice to agency(ies)responsible for and increased motorized transportation point source pollution permits emissions. Increased development on vacant land will — Stormwater facilities will comply with the Surface Water and increase impervious surface from rooftops, Spokane Regional Stormwater Manual and use Water Runoff parking area and access drives. Best Management Practice(BMP)techniques to address stormwater Increased development will increase land — Require an inadvertent disturbance plan that disturbance activities.The area has been includes procedures for the discovery of cultural Historic and Cultural previously disturbed by homesteading, materials and human skeletal material Resources residential subdivisions,roadway construction,utilities,railroad lines,and major industrial development. Increased development will require water, — Various improvements already identified in sewer,telecommunication,natural gas,and respective improvement programs(water& Utility Provision power. sewer). — Ensure adequate notice for potential projects during land use or building permit action. Increased demand on various local and — Various transportation improvements,including Transportation arterial streets. grade separation of Barker,widening of Barker, and Barker I-90 interchange The adoption of the PAO code text amendment for the Centennial Business Park supports the industrial development envisioned in the Comprehensive Plan, and the mitigation measures identified in the SEIS adequately supplement the environmental issues not addressed in the Comprehensive Plan and FEIS. The PAO and SEIS provide a comprehensive analysis of the potential impacts that may result from increased industrial development in the Centennial Business Park.Under the adopted Comprehensive Plan, FEIS,and development regulations and standards industrial development would occur at the same intensity and location but development would be evaluated and potentially mitigated on a project-by-project basis. The PAO provides appropriate mitigations making the permit process more predictable and efficient for industrial development in the Centennial Business Park. A. FINDINGS AND CONCLUSIONS SPECIFIC TO THE MUNICIPAL CODE TEXT AMENDMENT 1. Compliance with Title 17(General Provisions) of the Spokane Valley Municipal Code a. Findings: SVMC 17.80.150(F)Municipal Code Text Amendment Approval Criteria i. The City may approve Municipal Code Text amendment,if it finds that: (1) The proposed text amendment is consistent with the applicable provisions of the Comprehensive Plan; Page 3 of 5 Staff Report and Recommendation CTA-2018-0004 Staff Analysis: The proposed amendment is supported by the Comprehensive Plan and is consistent with the following goals and policies: ED-G1 Support economic opportunities and employment growth for Spokane Valley. ED-G3 Balance economic development with community development priorities and fiscal sustainability. ED-G6 Maintain a positive business climate that strives for flexibility, predictability and stability ED-P3 Encourage businesses that provide jobs and grow local markets. ED-P4 Promote key retail, office and industrial opportunity sites, as identified in the City's economic development studies and other planning documents (e.g. Certified Sites). ED-P6 Promote the development or redevelopment of vacant and underutilized properties, particularly those with potential to serve as a catalyst for economic development. ED-P8 Provide and maintain an infrastructure system that supports Spokane Valley's economic development priorities. ED-P11 Leverage federal, state, and regional economic development resources and programs for City economic development purposes. LU-G4: Ensure that land use plans, regulations, review processes, and infrastructure improvements support economic growth and vitality. LU-P9: Provide supportive regulations for new and innovative development types on commercial,industrial,and mixed use land. T-G1 Ensure that the transportation system and investments in transportation infrastructure are designed to improve quality of life or support economic development priorities. T-P9 Provide and maintain quality street, sidewalk, and shared-use path surfaces that provide a safe environment for all users. CF-P6 Ensure that facilities and services meet minimum Level of Service standards. (2) The proposed amendment bears a substantial relation to public health,safety, welfare,and protection of the environment; Staff Analysis: The code text amendment and supporting environmental analysis provides a comprehensive analysis of the potential impacts that may result from increased industrial development in a specified geographic area.Under existing regulations and standards industrial development would occur at the same intensity and location but development would be evaluated and potentially mitigated on a project-by-project basis.The proposed amendment articulates the anticipated location and intensity of industrial development in the area and provides appropriate mitigation measures to protect the public health, safety,welfare,and protection of the environment. b. Conclusion(s): The proposed text amendment is consistent with the approval criteria contained in the SVMC 17.80.150(F). 2. Finding and Conclusions Specific to Public Comments a. Findings: Page 4of5 Staff Report and Recommendation CTA-2018-0004 The amendment is subject to 60-day notice of intent to adopt. The Notice of Availability and public comment period has not started at the time of this staff report.The Notice of Availability is scheduled to be published November 23, 2018 with the 60-day comment period ending January 22,2019. b. Conclusion(s): Adequate public noticing will be provided for CTA-2018-0004 in accordance with adopted public noticing procedures. 3. Finding and Conclusions Specific to Agency Comments a. Findings: A number of agencies, including, Washington State Department of Transportation, Spokane County, Spokane Regional Transportation Council, Spokane Clean Air, Washington State Utilities and Transportation Commission, Avista, and Liberty Lake were participants on the TAC. TAC members have provided input and comments that have been incorporated throughout the SEIS and code text amendment. Agencies will be notified when the official comment period has started. Each agency may provide additional comments on the draft SEIS. b. Conclusion(s): Adequate public noticing will be provided for CTA-2018-0004 in accordance with adopted public noticing procedures. B. CONCLUSION For the reasons set forth in Section A the proposed code text amendment to create a new chapter 21.60 SVMC, adopting a Planned Action Ordinance is consistent with the requirements of SVMC 17.80.150(F) and the Comprehensive Plan. Page 5 of 5 Chapter 21.60 CENTENNIAL BUSINESS PARK PLANNED ACTION ORDINANCE (NIA-PAO) Sections: 21.60.010 Purpose of the Northeast Industrial Area PAO 21.60.020 Findings. 21.60.030 Procedures and criteria for evaluating and determining projects as planned actions. 21.60.040 Monitoring and review 21.60.050 Conflict 21.60.060 Severability 21.60.070 Effective date 21.60.080 Expiration date. 21.60.010 Purpose of the Northeast Industrial Area PAO. The purpose of this chapter is to: A. Set forth a procedure designating certain projects within the boundaries of the geographic area described in SVMC 21.60.030 as"planned actions"consistent with state law RCW 43.21C.031; B. Streamline the land use permit review process for projects which qualify as planned actions within the Northeast Industrial Area (NIA) by relying on the Supplemental Environmental Impact Statement(SEIS) completed for the NIA; C. Ensure that projects designated as planned actions are appropriately mitigated and conditioned so that no adverse impacts to the environment will occur as a result of development approval; and 21.60.020 Findings. A. The City is subject to the full requirements of the GMA, located within an urban growth area,and has an adopted comprehensive plan in compliance with the GMA; B. The NIA-SEIS is consistent with the comprehensive plan and has been prepared and adopted under the provisions of the GMA and SEPA; C. The NIA-SEIS identified and addressed all significant environmental impacts associated with land uses as described in the SEIS; D. The thresholds described in the SEIS are adequate to identify significant adverse environmental impacts; E. The mitigation measures contained in SEIS,together with applicable city development standards,are adequate to mitigate the significant adverse environmental impacts anticipated the development in NIA; F. The expedited permit review process,as set forth in this chapter,will benefit the public,adequately protect the environment,and enhance the economic development of the Centennial Business Park; G. Opportunities for public involvement and review have been provided,and comments considered as part of the preparation of the draft and final supplemental environmental impact statement; H. The uses allowed by the city's industrial zoning classification will implement the plan; I. The NIA planned action is not an essential public facility as defined by RCW'6.70A.200(1). J. This chapter shall be known as the"Northeast Industrial Area Planned Action Ordinance." 21.60.030 Procedures and criteria for evaluating and determining projects as planned actions. A. To qualify for a planned action designation,a project application shall comply with the following: 1. Be located entirely within the planned action area,as defined in Figure 21.60-1. Eligible parcels will be identified in the city's permit database. Figure 21.60-1—Centennial Business Park Planned Action Area _r PAO r i Boundary BN5Finline i� - .a M 1,4,-;, City or- none- Limits spMPI-A_ mmolii(r Ettdid Avenue " Eu 2. Have primary uses that are defined as heavy or light industrial pursuant to SVMC Appendix A Definitions. 3. Submit an environmental checklist or other project review form as specified in WAC 197-11-315 4. Submit estimates of total building gross square footage and/or number of employees to provide sufficient information for the City to estimate the number of PM Peak hour trips for the project. 5. Not exceed a cumulative PM peak trip count of 1,340 trips from the effective date of this ordinance. 6. Meet density and dimensional requirements for non-residential standards in SVMC 19.70.030 7. Pay a proportionate share of off-site improvements based on PM peak hour trips as provided in the NIA- SEIS to mitigate transportation related impacts; i. The fees.The fee is$2,831 per PM Peak hour trip. 8. Submit a signed "Sewer Planning Requirements Form"as specified by Spokane County Environmental Services 9. Project impacts can be mitigated through the application of the mitigation measures detailed in NIA-SEIS; as well as other city,state,and/or federal regulations; B. Planned Action Review Criteria. 1. The city shall base its decision to designate a project a planned action through review of an environmental checklist or other project review form as specified in WAC 197-11-315,and the review of the application and supporting documentation; 2. The city shall designate a project as a planned action, pursuant to RCW 43.21C.031, if it meets the following conditions: a. The project is not otherwise exempt from SEPA; b. The project is consistent the NIA-SEIS and the adopted city of Spokane Valley comprehensive plan. c. The project has had its significant adverse environmental impacts adequately identified and addressed in the NIA-SEIS; d. The project impacts can be mitigated through the application of the mitigation measures detailed in NIA-SEIS; as well as other city,state,and/or federal regulations; e. The project complies with all applicable city,county,state and federal regulations,and where appropriate,the project complies with needed variances, modifications,or other needed permits and conditions; f. The project meets all the planned action qualifications identified in SVMC 21.60.030. g. The project is not an essential public facility as defined in RCW 36.70A.200; 3. A project that meets the criteria and qualifications for a planned action shall not require a SEPA threshold determination, preparation of an EIS,SEPA appeal,or any additional review pursuant to SEPA 4. Should environmental conditions change significantly from those analyzed in the NIA-SEIS,the City may determine that the planned action designation is no longer applicable until an environmental review is conducted. C. Planned Action Permit Process and Application. 1. Applications for planned actions shall be reviewed pursuant to the following process: a. Application shall be made on forms provided by the city and shall include a SEPA checklist,or approved planned action checklist. b. The department shall determine whether the application is complete as provided in Chapter 17.80 SVMC. c. After the city receives a complete application,the responsible SEPA official shall determine, using the criteria and procedures in this chapter, if the project qualifies as a planned action. i. The City shall notify the applicant,and the project shall proceed in accordance with the applicable permit review procedures specified in Chapter 17.80 SVMC. ii. The City shall notify utility providers in the area,such as: sewer,water, power, natural gas, telecommunication of a pending development under the planned action. Notice shall also be provided to Spokane Clean Air or their successor.The notice required by this section may be combined with the public notice required or provided with the underlying permit and may take the form of the environmental checklist or other project review form. Notice provided shall not be less than 14 days. d. If a project does not qualify as a planned action,the City shall notify the applicant.The notice shall describe the elements of the application that result in failure to qualify as a planned action.The notice shall also prescribe a SEPA review procedure consistent with the city's SEPA regulations and the requirements of state law. e. Projects that fail to qualify as planned actions may incorporate or otherwise use relevant elements of the NIS-SEIS or other relevant environmental review documents,to meet SEPA requirements.The City may limit the scope of SEPA review for the non-qualifying project to those issues and environmental impacts not previously addressed in the NIA-SEIS. f. The decision regarding qualification as a planned action shall be final. 21.60.040 Monitoring and review. A. The city shall monitor the progress of development in the designated planned action area to ensure that development is consistent with the assumptions of this chapter and the NIA-SEIS. Development shall be monitored regarding the type and amount of development,the associated impacts of that development,and the adequacy of the mitigation measures identified in this chapter and the NIA-SEIS. B. The total number of PM peak trips available at the time this ordinance becomes effective is 1,340.The city shall have an internal tracking system for the number of PM peak trips available within the planned action boundary.The tracking system shall reduce available PM peak trips once a TGDL is accepted with an associated complete application.Trips shall be re-introduced if the building permit expires without construction of the project. C. This planned action ordinance shall be reviewed no later than six years from its effective date to determine the continuing relevance of its assumptions and findings with respect to environmental conditions in the planned action area,the impacts of development,and required mitigation measures.The city, based upon this review, may propose amendments to this chapter and/or may supplement or revise the NIA-SEIS. 21.60.050 Conflict. In the event of a conflict between this chapter or any mitigation measure imposed thereto,and any ordinance or regulation of the city,the provisions of this chapter shall control. 21.60.060 Severability. Should any section,subsection, paragraph,sentence,clause or phrase of this chapter or its application be declared to be unconstitutional or invalid by a court of competent jurisdiction,such decision shall not affect the constitutionality or validity of the remaining portions of this chapter or its application to any other person or situation. 21.60.070 Expiration date. The ordinance codified in this chapter shall expire 20 years from the date of adoption unless otherwise repealed or readopted following a public hearing. I Northeast Industrial Area Planned Action Ordinance SEPA Analysis FACT SHEET NAME OF PROPOSAL The City of Spokane Valley Northeast Industrial Area Planned Action Ordinance. PROPOSED ACTION The City of Spokane Valley plans to adopt a Planned Action Ordinance (PAO) to support and streamline environmental permitting in the City's northeast industrial area. The PAO designation would apply to industrial development within the envelope analyzed in this SEIS. PROPONENT City of Spokane Valley LOCATION The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north, the Union Pacific line on the south, and the city limits on the east. The approximate center of the project area can be further located at 47°41'32.2"N 117°09'48.2"W. PREVIOUS ACTION TAKEN The City of Spokane Valley completed an Environmental Impact Statement (EIS) on the 2017- 2037 Comprehensive Plan. This 2017 Planned Action Supplemental EIS incorporates by reference and supplements the analysis contained in the 2017 — 2037 Comprehensive Plan EIS. DATE OF IMPLEMENTATION 2017-2040 —Market driven phased development LEAD AGENCY City of Spokane Valley 10210 E Sprague Avenue Spokane Valley, WA 99206 SEPA RESPONSIBLE OFFICIAL Mike Basinger, AICP, Senior Planner 509-720-5331 mbasinger@spokanevalley.org CONTACT PERSON Chaz Bates,AICP, Economic Development Specialist, 509 720-5315 cbates@spokanevalley.org. REQUIRED APPROVALS AND/OR PERMITS Planned Action Ordinance adoption by Spokane Valley City Council. AUTHORS AND PRINCIPAL CONTRIBUTORS TO THIS EIS This City of Spokane Valley Comprehensive Plan/Final Environmental Impact Statement has been prepared under the direction of the City of Spokane Valley, as SEPA Lead Agency. DATE OF DRAFT SEIS ISSUANCE November XX, 2017 DATE OF COMMENTS DUE January XX, 2018 AVAILABILITY OF THE SEIS Notice of Availability and copies of the Comprehensive Plan/FEIS and supporting development regulations have been distributed to agencies, organizations, and individuals noted on the Distribution List (Section 3.3 of this document). The complete 2017-2037 Comprehensive Plan, FEIS, and supporting regulations are available for download at the project website: www.spokanevalley.org/CP. Copies of these documents are also available for public review at the following location: Spokane Valley City Hall 11707 East Sprague Avenue Suite 106 Spokane Valley, WA 99206 Section 1: Concise Summary of Alternatives Section 1.0: Summary 6 1.1 Introduction 6 1.2 Proposed Action and Location 6 1.3 Discussion of Alternatives and Phasing 7 1.4 Summary of Potential Impacts and Mitigation Measures 7 1.5 Issues to be Resolved 8 1.6 Significant Unavoidable Adverse Impacts 8 Section 2.0: Description of proposal 9 2.1 Introduction 9 2.2 Planned Action Process 9 2.3 Environmental Review 9 2.4 Proposed Action 10 2.5 Benefits and Disadvantages of Delaying the Proposed Action 10 2.6 Major Issues to be Resolved 10 Setion 3.0:Affected Environment, Impacts, and mitigation 11 3.1 Air Quality 11 Affected Environment 11 Impacts 12 Mitigations 13 3.2: Surface Water and Water Runoff 14 Affected Environment 14 Impacts 15 Mitigations 15 3.3 Historic and cultural preservation 15 Affected Environment 15 Impacts 16 Mitigations 16 3.4 Utility Provision and Supply 17 Affected Environment 17 Impacts 19 Mitigations 20 3.5 Transportation 22 Affected Environment 22 Impacts 27 Mitigations 38 Section 4.0: Notices 43 4.1 Determination of Significance and Scoping 43 4.2 Draft EIS and Document Availablity 44 4.3 Distribution List 46 3.4 Final EIS and Document Availablity 47 Section 5.0 Response to Comments 48 5.1 Comments and Responses on the Scope 48 5.2 Comments and Responses on the DEIS 48 Appendix A: Existing Transportation Conditions Report for Spokane Valley Northeast Industrial Area PAO Appendix B: Spokane Valley Northeast Industrial Area PAO Traffic Analysis for Phase i,Phase 2, and Phase 3 Appendix C: Infrastructure Plan for the Spokane Valley Northeast Industrial Area PAO SECTION 1.0: SUMMARY 1.1 Introduction This section summarizes the information contained in the Planned Action Supplemental Environmental Impact Statement (SEIS) for the City's Northeast Industrial Area (NIA-SEIS). It contains a summary of impacts, mitigation measures, and significant unavoidable adverse impacts. The summary is intentionally brief; the reader should consult individual sections of the SEIS for detailed information concerning the affected environment, impacts, and mitigation measures. 1.2 Proposed Action and Location Proposed Action An adoption of an ordinance designating a portion of the City of Spokane Valley's Northeast Industrial Area as a Planned Action for the purposes of the State Environmental Policy Act (SEPA) compliance. The Planned Action designation would apply to proposed industrial development within the envelope analyzed in this SEIS. The Planned Action designation would apply to development that occurs through the end of 2040. Location The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north, the Union Pacific line on the south, and the city limits on the east, and includes the south 3/4 of Section 6, the west 1/2 of Section 5, and a north portion of Township 25 North, Range 45 East, Willamette Meridian. The approximate center of the project area can be further located at 47°41'32.2"N 117°09'48.2"W(see Figure 1). PAO- -_ Boundary ii ie g BNSF Mainline U tigik rti • i 1 2. . J ::`_Wont City ei• t'r'' " ` Limits 3 e Y { Figure 1:Northeast Industrial Planned Action Ordinance Area Section 1: Concise Summary Impacts 6 I P as g e 1.3 Discussion of Alternatives and Phasing The SEIS dos not evaluate discrete alternatives since it proposes to use the adopted alternative in the 2017-2037 Comprehensive Plan and FEIS as the ceiling for build-out. Instead, this SEIS provides additional project level detail for a defined geographic area for elements not adequately addressed in the original document (Transportation — systems, traffic, circulation; Water — runoff/absorption, supply; Air — quality, odor). In other words, the Northeast Industrial Area — Supplemental Environmental Impact Analysis (NIA-SEIS) is an implementation to the adopted FEIS instead of offering an alternative to it. 1.4 Summary of Potential Impacts and Mitigation Measures Table 1-1 provides a summary of the environmental impacts for each element of the environment evaluated in Section 3 of the SEIS. For a complete discussion of the elements of the environment considered in this SEIS, please refer to Section 3. Table 1: Summary of Potential Impacts and Miti:ation Measures Environmental Impacts Mitigation Element Air Quality Increased industrial development - Use existing regulations for ambient is likely to increase impacts to air air quality and transportation related quality including ambient air emissions. quality,point source impacts, and - Provide notice to agency(ies) increased motorized transportation responsible for point source pollution emissions. permits Surface Water and Increased development on vacant - Stormwater facilities will comply with Water Runoff land will increase impervious the Spokane Regional Stormwater surface from rooftops,parking Manual and use Best Management area and access drives. Practice (BMP)techniques to address stormwater Historic and Increased development will - Require an inadvertent disturbance Cultural increase land disturbance plan that includes procedures for the Resources activities. The area has been discovery of cultural materials and previously disturbed by human skeletal material homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development. Utility Provision Increased development will require - Various improvements already water, sewer, telecommunication, identified in respective improvement natural gas, and power. programs (water&sewer). - Ensure adequate notice for potential projects during land use or building permit action. Transportation Increased demand on various local - Various transportation improvements, and arterial streets. including grade separation of Barker, widening of Barker, and Barker I-90 interchange Section 1: Concise Summary Impacts '7 I P a - a 1.5 Issues to be Resolved Adoption of the Planned Action Ordinance supports development and expansion of the Northeast Industrial Area (NIA) with industrial development consistent with the City of Spokane Valley Comprehensive Plan 2017-2037. The key environmental issue facing decision makers is the impact of additional traffic on the area roadways and the mitigating measures to address such impacts. 1.6 Significant Unavoidable Adverse Impacts Transportation The development of the NIA would generate additional traffic volumes on the area's transportation network. Increases in congestion at intersections and along corridors will result in significant, unavoidable, adverse impacts on the transportation system. However, the improvements proposed will increase capacity and mitigate undesired impacts, reducing the impacts on the system to an acceptable level. Section 1: Concise Summary Impacts 8 I P a g e SECTION 2.0: DESCRIPTION OF PROPOSAL 2.1 Introduction The 2017-2037 Comprehensive Plan and FEIS covered the analysis for the industrial designation in the proposed area through the year 2037. This SEIS adds additional information to support the adoption of a Planned Action for industrial development in the area. The proposal assumes an approximate total of 4,000 employees within the project area; 3,200 more over existing conditions. The employees generally translates to approximately 4 to 6 million square feet of building area. 2.2 Planned Action Process Planned Action Overview WAC 197-11-164 defines a Planned Action. The City proposes to designate the Northeast Industrial Area as a Planned Action, pursuant to SEPA and implementing rules. As shown in Figure 1, the project area is generally bounded Flora Road on the west, Trent Avenue on the north, the City limits on the east, and the Union Pacific mainline and Euclid Avenue on the south. Spokane Valley will follow applicable procedures, described generally below, to review proposed projects within the project area through the land use review process associated with each project to determine their impacts and impose any appropriate development conditions. Planned Action EIS The significant environmental impacts of projects designated as Planned Actions must be identified and adequately analyzed in an EIS (WAC 197-11-164). The City anticipates supplementing the 2017-2037 Comprehensive Plan and FEIS with additional project level detail for elements not adequately addressed in the original document for the Planned Action. This supplement includes transportation analysis, water, runoff/absorption, supply; and air quality and odor. Planned Action Ordinance According to WAC 197-11-168, the ordinance designating the Planned Action shall: • Describe the type(s) of project action being designated as a Planned Action; • Describe how the Planned Action meets the criteria in WAC 197-11-164 (including specific reference to the EIS that addresses any significant environmental impacts of the planned action); • Include a finding that the environmental impacts of the Planned Action have been identified and adequately addressed in the EIS, subject to project review under WAC 197-11-172; and • Identify any specific mitigation measures other than applicable development regulations that must be applied to a project for it to qualify as the Planned Action. Following the completion of this SEIS process, Spokane Valley will adopt the Planned Action designation by ordinance in 2017. 2.3 Environmental Review 2017-2037 Comprehensive Plan and FEIS The City of Spokane Valley completed the 2017-2037 Comprehensive Plan and Environmental Impact Statement in December of 2016. The elements of the environment that were considered in the EIS included economic welfare, land use, transportation, housing, and natural environment. This Planned Action Supplemental EIS incorporates by reference and Section 1: Concise Summary Impacts 9 I P a g e supplements the analysis contained in the 2017-2037 Comprehensive Plan and Environmental Impact Statement. 2.4 Proposed Action The proposal is to adopt a Planned Action for the City of Spokane Valley's northeast industrial area. The area that would be the subject to the Planned Action is seen in Figure 1. The proposal assumes the build-out proposed in the Comprehensive Plan EIS, roughly an additional 4-6 million square feet of industrial development and 4,000 employees (3,200 over existing conditions) over the 20 year plan horizon. These growth levels are consistent with the adopted comprehensive plan and represent the analysis celling for the Planned Action. Since the Planned Action assumes the same level and type of growth analyzed in the comprehensive plan, this analysis does not contain distinct alternatives. 2.5 Benefits and Disadvantages of Delaying the Proposed Action The Proposed Action includes adoption of a Planned Action Ordinance for future development in the Northeast Industrial Area. There is no benefit to delaying the implementation of the Proposed Action. The expected and planned for growth in the area is allowed under existing policy and regulation, and the Planned Action allows for a comprehensive analysis of impacts of the planned for growth and a more efficient permit process. 2.6 Major Issues to be Resolved Adoption of a Planned Action Ordinance would support development and re-development of the area to an industrial character consistent with the comprehensive plan. The key environmental issue facing decision-makers is the impact of additional traffic on area roadways and mitigating measures to address such impacts. Section 1: Concise Summary Impacts 10 I Page SETION 3.0: AFFECTED ENVIRONMENT, IMPACTS, AND MITIGATION 3.1 Air Quality Affected Environment Ambient Air Quality The Clean Air Act (CAA), as amended in 1990, governs air quality in the United States. Its counterpart in Washington State is the Washington Clean Air Act of 1991. These laws set standards for the concentration of pollutants that can be in the air. At the federal level, the Environmental Protection Agency (EPA) administers the CAA. The Washington Clean Air Act is administered by Ecology at the state level and by local clean air agencies at the regional levels. Spokane Regional Clean Air Agency (Spokane Clean Air) enforces federal, state and local regulations to reduce air pollution for areas within Spokane County. The U.S. EPA sets National Ambient Air Quality Standards (NAAQS) for six criteria pollutants: Carbon Monoxide, Lead, Nitrogen Dioxide, Ozone, Particle Pollution, and Sulfur Dioxide. The purpose of these standards is to prevent air pollution from reaching levels that harm public health and welfare. The CAA requires states to develop plans for protecting and maintaining air quality in all areas of the state. It also requires states to develop specific plans for bringing nonattainment areas back into attainment. The plans are called State Implementation Plans (SIPs). In the past, the Spokane region has been in nonattainment for carbon monoxide (CO) and Particulate Matter (PM1o) and as such Spokane Clean Air in conjunction with the Washington State Department of Ecology have developed a SIPs for both PM10 and CO. The SIP for PM10 explains how the area will continue to meet the federal standard for PM10 through 2025. The SIP for CO demonstrates that the area will be in compliance with the NAAQS (40 CFR part 50) through 2025. Ground-level ozone poses health risks to humans, animals, and plant life. Primarily a concern during the hot summer months, ozone is formed as a result of photo-chemical reactions between nitrogen oxides and volatile organic compounds in the presence of sunlight and heat. Both nitrogen oxides and volatile organic compounds can be emitted directly from industrial, mobile, and consumer sources. Transportation Air Quality Regionally significant transportation projects (regardless of the source of funding) proposed for construction within nonattainment areas or maintenance areas are subject to the Transportation Conformity regulations specified under federal regulations (EPA 40 CFR Parts 51 and 93) and state regulations (Chapters 173-420 of WAC). The Spokane Regional Transportation Council (SRTC) classifies a project as regionally significant as, in part, projects that serve roads federally classified as a principal arterial, highway or freeway and alters the number of through-lanes for motor vehicles for a length greater than a half mile, or impacts a freeway or freeway interchange (other than maintenance projects federally classified as a principal include constructing or widening new roadways and widening signalized intersections; the SRTC Policy Board can also determine a project as regionally significant. SRTC's Metropolitan Transportation Plan, Horizon 2040, demonstrates that future carbon monoxide (CO) emissions from the 2010, 2030, and 2040 future project conditions are all well below the CO Motor Vehicle Emissions Budget (MVEB) of 558,000 lbs/day as required by the approved CO Maintenance Plan. In December of 2016, SRTC certified that the Section 1: Concise Summary Impacts 11 I Page transportation related provisions in the City's adopted Comprehensive Plan are generally consistent with the Revised Code of Washington, including the Growth Management Act, and SRTC's RTP Horizon 2040. The plan included the 2017-2022 TIP roadway projects with the Northeast Industrial Area. • Barker and Trent Burlington Northern Santa Fe Railroad Grade Separation, • Barker Road street widening 3 lane urban arterial from Spokane River to Euclid Avenue, • Interstate 90 and Barker Interchange improvements Point Source Air Quality While the single largest contributor to most criteria pollutant emissions is derived from on- road vehicles, secondary sources of emissions are derived from commercial and industrial land uses. Additional point pollution sources include space heating equipment (e.g., gas and diesel) and wood-burning appliance emissions. Spokane Clean Air issues three types of permits: • Notice of Intent(NOI) — Required for a portable source installed at a specific site temporarily, not to exceed 12 consecutive months. NOC required the first time a portable source is installed and operated • Notice of Construction (NOC) - construction, installation, replacement or modification of air contaminant sources, emissions units or air pollution control equipment; required to register the permit annually • Air Operating Permit(AOP) - Issued to major sources of air pollution and other sources identified by EPA; required to register the permit annually Spokane Clean Air maintains a list of classes of stationary sources that require a permit, which are identified in Regulation I,Article IV Exhibit R' of the Spokane Regional Clean Air Agency. Below is a partial list of the types of operations regulated based on air emissions: • Asphalt Plant • Baghouse • Boiler • Chrome Plating • Coffee Roaster • Concrete Batch Plant • Crematory • Crushing Operations • Emergency Generator Sets • Furnaces/Ovens • Lithographic Printing • Paint Booth • Resin/Gelcoat Operations • Solvent Cleaning, Stripping Impacts Ambient Air Quality Increased industrial and commercial development within the Northeast Industrial Area are likely to have minimal in impacts to NAAQS criteria pollutants (Carbon Monoxide, Lead, Nitrogen Dioxide, Ozone, Particle Pollution, and Sulfur Dioxide). The SIP for PM10 explains how the area will continue to meet the federal standard for PM10 through 2025. The SIP for CO demonstrates that the area will be in compliance with the NAAQS for CO through 2025 and meets EPA requirements for a Limited Maintenance Plan (LMP). 1 www.spokanecleanair.org/documents/regulation_docs/ARTICLE-IV.pdf Section 1: Concise Summary Impacts 12 I Page Transportation Air Quality The single largest contributor to most criteria pollutant emissions is derived from on-road vehicles. The SRTC Metropolitan Transportation Plan for Spokane County concludes that the on-road mobile source CO emissions estimates will remain below the CO Motor Vehicle Emissions Budget of 558,000 lbs./day as required by the approved CO Maintenance Plan. The emissions decreased by 53% from 2010 to 2020 and decreased significantly between 2020, 2030, and 2040. The decrease in emissions are attributed to technological advances in vehicles since VMT is projected to increase over the planning horizon 2010 to 2040. The increases in VMT should be mitigated by vehicle technology allowing the modeled emissions to stay below the MVEB. The City's adopted Comprehensive Plan was certified by SRTC and found generally consistent with the Revised Code of Washington, including the Growth Management Act, and SRTC's RTP Horizon 2040. Point Source Air Quality As of May 2017 the Northeast Industrial Area has 9 registered commercial and industrial facilities that require a NOC permit and portion of the Kaiser Aluminum Washington facility registered for an Air Operating Permit. The 9 registered facilities area: • Wagstaff, Inc. • US Wax & Polymer • Eastside Electric • Greenacres Gypsum & Lime • Eclipse Screen Printing Company • UTEC Metals / Gillingham Best • MOCO Engineering • Spur Industries • Avista Utilities The adopted Comprehensive Plan and this analysis anticipates a range of industrial type development of 2.9-3.9 million square feet. The exact type of industrial development is unknown. Increased industrial development is likely to increase point source air pollution, and all new point source pollution will be required to comply with Spokane Clean Air permit requirements. Mitigations Ambient Air Quality The SIP for PM10 and CO explains the area will be in compliance with the NAAQS. No mitigations beyond those already required from existing regulations are required. Transportation-Air Quality Transportation project conformity may be required for certain projects. In order to facilitate a streamlined process, projects that could trigger project conformity shall be forwarded to SRTC. This process will be conducted through the evaluation of projects in determining whether they are consistent with the thresholds analyzed in the PAO. Point Source Air Quality Spokane Regional Clean Air Agency (Spokane Clean Air) enforces federal, state and local regulations to reduce air pollution for areas within Spokane County. Spokane Clean Air receives notice of potential commercial and industrial facilities that trigger their permit process either through the building permit notice or SEPA notice. In order to facilitate a streamlined process, projects that could trigger a Spokane Clean Air permit shall be forwarded to Spokane Clean Air. This process will be conducted through the evaluation of projects in determining whether they are consistent with the thresholds analyzed in the PAO. Section 1: Concise Summary Impacts 13 I P a a k 3.2:Surface Water and Water Runoff Affected Environment The majority of the City is underlain by an extensive, sole-source aquifer that provides high quality drinking water and provides some return flows to the Spokane River. The entire Northeast Industrial Area lies within the Aquifer Sensitive Area (ASA).A single developed parcel (55075.0231) south of Euclid and Eden sits within the shoreline jurisdiction but outside the shoreline buffer area which is limited by the Union Pacific railroad. Development on parcel 55075.0231 will be subject to the adopted Shoreline Master Program. No other parcels are within the shoreline jurisdiction or any other surface water. The City of Spokane Valley does not have a centralized storm collection or treatment system and generally requires that all stormwater be managed on-site. The soils within the Northeast Industrial Area are generally well draining and have good to high infiltration rates. The table and figure below display the hydrologic soil groups that occur within the Northeast Industrial Area. Development projects within the Northeast Industrial Area are expected to have stormwater management facilities that discharge runoff below the ground surface through Best Management Practice (BMP) techniques such as bioswales and dry wells. The stormwater management facilities will comply with the City of Spokane Valley regulations and the Spokane Regional Stormwater Manual. VAANOrkta 2 _144 :0opeirio_ 71m aw a..use - I P .I Y r � k 111 Hyrfrologrc Soils Map PHO Boundary HydrOWpic Sou Group N ..an,. =Camsco HAG i A. Phoebe HSG rareesH HSG Figure 2: Hydrologic Soil Group Map Section 1: Concise Summary Impacts 14 I P a g e Table 2: Infiltration Rate and Percent Soils in Northeast Industrial Area Hydrologic Soil Type Infiltration Rate Acres Percent Garrison Good 685 83% Phoebe High 113 14% Hardesty Very slow 26 3% Total 824 Impacts The Northeast Industrial Area is expected to grow in industrial development. The development will generally occur on vacant land increasing impervious surfaces within the study area from rooftops, parking areas, and access drives. Stormwater will infiltrate the ground and likely enter the groundwater from onsite stormwater management facilities. Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater. Stormwater from parking lots, access drives, and roads will use oil-water separators and bioswales for treatment prior to infiltration. Non-pollution generating surfaces like rooftops will use infiltration galleries or dry wells. The BMPs must be capable of treating flows up to the 10 year 24-hour storm event. Mitigations No mitigations beyond those required by exiting City regulations are proposed. 3.3 Historic and cultural preservation Affected Environment Historic and cultural resources are protected by a variety of state and federal laws. Federal law applies to all projects that involve federal money, permits and/or licenses, and state law applies to local projects. State law includes the Governor's Executive Order o5-05 (EO 05- 05), statutes regarding the protection of cultural resources (WAC 197-11, RCW 27.44, and RCW 27.53), and SEPA. Both RCW 27.44 and RCW 27.53.060 require permits from the Washington State Department of Archaeology and Historic Preservation (DAHP) before excavating, removing, or altering Native American human remains or archaeological resources in Washington. Failure to obtain a permit is punishable by civil fines and other penalties including criminal prosecution. According to the publically available information from DAHP's online database, the Washington Information System for Architectural and Archaeological Records Data (WISAARD), for cultural resource survey reports, archaeological site records, and cemetery records there are no registered or eligible properties within the project area. The databased did identify 27 properties derived from County Assessor building records imported by DAHP into WISAARD in 2011. These assessor derived properties were part of a project to facilitate community and public involvement in stewardship, increasing data accuracy, and providing a versatile planning tool to Certified Local Governments (CLGs) and does not necessarily identify a designated historic property. Section 1: Concise Summary Impacts 15 1 Page Impacts The Northeast Industrial Area is primarily vacant and is likely to see increased development over time. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development, including a recent gravel mining operation on the north termination of Eden Road. The DAHP predictive model indicates that the Northeast Industrial Area is primarily is situated in a High to Very High Risk probability area, likely because of the proximity to the Spokane River. However, the modifications to the landscape within the Northeast Industrial Area there is likely low to moderate probability of intact cultural resources within the area. Mitigations Land disturbing and construction activities shall submit an inadvertent disturbance plan in their scope of work. The inadvertent disturbance plan shall include procedures for the discovery of cultural materials and human skeletal material. • Inadvertent Discovery of Cultural Materials In the event that archaeological deposits are inadvertently discovered during construction in any portion of the AI, ground-disturbing activities should be halted immediately in an area large enough to maintain integrity of the deposits and DAHP should be notified directly. DAHP would then contact the Spokane Tribe of Indians, depending on the nature of the find. • Procedures for the Discovery of Human Skeletal Material Any human remains that are discovered during project-related construction, maintenance, or operation activities will be treated with dignity and respect. In the event that human remains are discovered during construction the following procedures are to be followed to ensure compliance with RCW 68.60: Abandoned and Historic Cemeteries and Historic Graves, and RCW 27.44: Indian Graves and Records. If ground disturbing activities encounter human skeletal remains during the course of construction, then all activity must cease that may cause further disturbance to those remains and the area of the find must be secured and protected from further disturbance. In addition, the finding of human skeletal remains must be reported to the county coroner and local law enforcement in the most expeditious manner possible. The remains should not be touched, moved, or further disturbed. The county coroner will assume jurisdiction over the human skeletal remains and make a determination of whether those remains are forensic or non-forensic. If the county coroner determines the remains are non-forensic, then they will report that finding to DAHP, who will then take jurisdiction over those remains and report them to the appropriate cemeteries and affected tribes. The State Physical Anthropologist will make a determination of whether the remains are Indian or non-Indian and report that finding to any appropriate cemeteries and the affected tribes. DAHP will then handle all consultation with the affected parties as to the future preservation, excavation, and disposition of the remains. Section 1: Concise Summary Impacts 16 I Page 3.4 Utility Provision and Supply Affected Environment Water Water service within the Northeast Industrial Area is provided by Consolidated Irrigation District (CID). The Bureau of Reclamation owns the physical system but CID operates and maintains the system. CID is divided into two independent systems defined by the Spokane River; the North System includes the West Farms, Otis Orchard, East Farms, Granite, and Chinook pressure zones. The Northeast Industrial Area is within the North System in the West Farms pressure zone. The West Farms pressure zone is within well field 5 and has three wells and one reservoir. CID's retail service area extends beyond the Northeast Industrial Area and the City of Spokane Valley city limits. CID has coordinated with the City of Spokane Valley, Spokane County, and the City of Liberty Lake in order to ensure that the CID water system plan is consistent with locally adopted plans. The City of Spokane Valley found the water system plan to be consistent with the adopted comprehensive plan and development regulations. CID anticipates that undeveloped areas within Spokane Valley will change from agricultural areas to urban or suburban areas. It is expected that CID will provide service to all new connections within the retail service area when the District's conditions for water service and District Bylaws are met, generally the conditions include: 1. The municipal water supplier has sufficient capacity to serve water in a safe and reliable manner. 2. The service request is consistent with adopted local plans and development regulations. 3. The municipal water supplier has sufficient water rights to provide service. 4. The municipal water supplier can provide service in a timely and reasonable manner. j„ ._. ;.r.-_i _-.,' •�"� * met- - i % tm .. • .....! •.._ �"t n-� r` ."64.� 411 .�}�.l.a. Tit - E lie j: JFI .. _J 4 • aj nruuwsb4A "� 1 _ rt IJ _ 40<1 I, `mss a 'I ; Water Distribution SystemINl "r-Iir • • Figure 3:Existing Water Infrastructure Section 1: Concise Summary Impacts 17 I Page Sewer The County provides wastewater collection, conveyance, treatment, and disposal for areas within the City of Spokane Valley, based on an inter-local agreement established in 2009. In areas where sewer is not currently installed, developer extensions may be required. The adopted level of service standard within the City of Spokane Valley is that public sewer is required for new development consistent with its sewer concurrency requirements. Most of the Northeast Industrial Area is presently unserved by sewer. In 2017, a mainline sewer was installed in Euclid Avenue along the southern border of the planned action boundary and serves as a start to bringing sewer service to the area. Spokane County designs the collection and transport systems for peak flow conditions so that overflows, backups, and discharges from the system do not occur under normal operating situations. Generally, the collection and transport system will use gravity flow where possible. In areas where use of gravity flow is not possible, pump stations, force mains, and low-pressure sewer mains are used to pump the sewage to a location where gravity flow can be used. Specific design criteria shall conform to the requirements of the Washington State Department of Ecology and Spokane County Environmental Services. The Northeast Industrial Planned Action Area is located in the North Valley Interceptor sewer basin and served by Drainage Basins 7 and 8. Drainage Area 7 is bounded by BNSF on the north, the city limits on the east, Euclid Avenue on the south, and Barker Road on the west. Generally, sewer flows generated in this basin can drain south by gravity in the proposed Barker Road sewer main to the Euclid Avenue sewer main. Easements may be needed for the proposed development to construct sewer and connect to Barker Road. The southern triangular portion of Drainage Area 7 will tie into Barker Road via Euclid Avenue south of the UPRR tracks. Drainage Area 8 is bounded by BNSF to the north, Barker Road on the east, Euclid Avenue on the south, and Flora Road on the west. Tschirley Road and Eden Lane are existing north/south roads that are also in this basin. Sewer flows generated within this drainage area will drain south based on the existing topography. When future gravity sewer mains are constructed in Tschirley Road, Flora Road, or the future east-west Flora/Barker connectors within the basin, these sewer flows would be conveyed south to the North Valley Interceptor through the Euclid Avenue sewer main and Flora Pit sewer extension. Drainage Basin 8 includes the residential platted property at the northwest corner of Barker Road and Euclid Avenue. The residential area is not part of the Northeast Industrial Area. This residential plat would be served by the proposed Barker Road sewer line draining south or the Euclid Avenue Sewer Main draining west. Drainage Basin 8 also includes a pump station owned by Wagstaff Industries, LLC. The private pump station flows west across Flora Road to the Spokane Business and Industrial Park(SBIP) private sewer system, then south in a force main to an existing manhole and 10" sewer line. The whole Northeast Industrial Area drains southwest through the new Flora Pit sewer extension line paralleling the Spokane River and connecting to the existing North Valley Interceptor, which drains to the Spokane County Regional Water Reclamation Facility (SCRWRF). The SCRWRF provides treatment to most of Spokane Valley's wastewater. SCRWRF is located at the old Stockyards site east of Freya and south of Trent. The SCRWRF currently has a rated capacity of 8 mgd, but is expandable up to approximately 24 mgd on an average daily basis. Spokane County also has an agreement with the City of Spokane for an additional 10 mgd of treatment capacity at the Riverside Park Water Reclamation Facility Section 1: Concise Summary Impacts 18 I P a - e (RPWRF). The combination of these two treatment facilities has been estimated to handle 20 years of future growth in Spokane Valley. Power,Natural Gas,Telecommunications Avista Utilities provides power to the Northeast Industrial Area.Avista is statutorily obligated to provide reliable electricity service to its customers at rates, terms, and conditions that are fair, just, reasonable, and sufficient. To determine how to best meet the future electric needs of its customers, Avista produces an Electric Integrated Resource Plan (IRP). The IRP looks ahead 20 years to identify resource strategies and portfolios that will cost-effectively meet customers' long-term needs. Avista Utilities provides power to the Northeast Industrial Area. To determine how to best meet the future natural gas energy needs of its customers,Avista produces a Natural Gas IRP. The IRP looks ahead 20 years to identify resource strategies and portfolios that will cost effectively meet customers' long-term needs. Internet service is available through multiple providers. CentruryLink and Comcast are the primary cable television and Internet providers. CenturyLink provides Internet service via telephone lines and Comcast provides Internet service via cable. However, numerous cable providers serve the area, and generally, include Internet access service options Impacts Water The Northeast Industrial Area will see increased industrial development; however, this development is consistent with the adopted comprehensive plan. Consolidated Irrigation District's water system plan indicates that the North System which includes West Farms as an adequate supply to meet 20-year max day demand and peak hour demand needs. CID plans no improvements to North System supply facilities at this time. The water system plan also includes an alternate design concept analysis that shows the North System has adequate physical storage to meet current and projected 20-year needs. At this time CID plans no storage improvements for the North System. The water system plan does identify deficiencies within the Northeast Industrial Area related to the distributions system not meeting the fire flow and pressure criteria in the vicinity of Flora Rd and Tschirley Road. Sewer The planning and design for wastewater treatment and effluent disposal facilities is based on the 20-year projections of population growth and current water quality criteria as established by the Washington State Department of Ecology. In the case of Northeast Industrial Area, forecasts are based on the City of Spokane Valley's Comprehensive Plan. While the County's Comprehensive Wastewater Management Plan was last updated in 2014 and the City's Comprehensive Plan was adopted in 2016 both plans forecast industrial land uses within the Northeast Industrial Area. For this analysis it's assumed that the increased development in the Northeast Industrial Area is anticipated by County's 2014 Comprehensive Wastewater Management Plan (CWMP) and planned for in the October 2015 Flora-Euclid Sewer Basin Pre-design Report. According to CWMP, the County's current treatment capacity at the SCRWRF and RPWRF are sufficient to accommodate projected 20-year flows. However, additional treatment capacity will likely be needed to support long-term buildout needs of the County's service area. When flows reach 85% of the design and/or contractual capacities for three consecutive months, Section 1: Concise Summary Impacts 19 I Page facility planning will begin (if it will have not already been started) to determine the optimal method to address treatment facility needs for future flow increases. Ongoing maintenance of conveyance and distribution lines will be necessary. No conflicts with proposed plans, policies, or regulations are expected. No improvements to add capacity are necessary and only the new collection line along Barker Road is planned. Additionally, the existing dry-line in Eden Lane, installed in 1990, was connected to the Euclid Avenue main in 2017. Typically Spokane County Environmental Services, the agency administering the CWMP, receives notice of development projects via State Environmental Policy Act (SEPA) noticing. If the Northeast Planned Action Ordinance is adopted the standard SEPA noticing would not occur. Spokane County Environmental Services uses its comments to provide sewer design and construction requirements, including details related to easements, dedications, and sewer connections. Power,Natural Gas,Telecommunications According to Avista's Electrical Integrated Resource Plan (IRP), over the next 20 years, Avista anticipates adding almost 90,000 retail customers with a 0.6 percent annual growth in electric demand. The IRP includes plans and strategies to meet future demand. The IRP is updated every two years and looks 20 years into the future. Natural gas also has an IRP that includes plans and strategies to meet future demand. New industrial development will place increased demand on electrical and possibly natural gas needs within the Northeast Industrial Area.Avista reviewed and commented on the City's adopted comprehensive plan that anticipated industrial uses in the area. While the review was done at a very high level, the Planned Action Ordinance does not change the anticipated land use. Industrial users that would place a significant demand on electrical and/or natural gas may require additional consultation with Avista to ensure appropriate level of service. Mitigations Water The Consolidated Irrigation District water system plan identifies three improvements to the distribution system that impact development within the Northeast Industrial Area. These improvements are aimed at addressing the low pressure and fire flow impacts identified above. The water system plan includes improvements for both 20-year and 50-year horizons because water mains typically have a longer lifespan than 20-years and the CID aims to prevent installation of a main that might require replacement prior to reaching its full service life due to capacity limitations. The three improvements within the West Farms pressure zone that impact the Northeast Industrial Area are seen in the table below. Table 3:West Farms 20 and 50 year Distribution Improvements Type of Location 20-year Improvement 50-year Improvement Deficiency Low Vicinity of Flora Rd and None Improvements (a) and (b) Pressure Tschirley Rd North of Euclid Ave and South of Trent Ave Fire Flow Vicinity of Flora Rd and (a) Replace Campbell Rd 20-year improvements and Tschirley Rd North of from Euclid Ave to Euclid Ave and South of Wellesley Ave with 16" Trent Ave Section 1: Concise Summary Impacts 20 I Page (b)Construct 12" loop (c) Replace north side of parallel to south side of Trent Ave from Tschirley Rd Trent Ave from Barker Rd to Flora Rd with 10" to Tschirley Rd Sewer Spokane County develops a 6-year Capital Improvement Program (CIP) summary as a part of its sewer planning. In the Northeast Industrial Area the City of Spokane Valley and Spokane County have an agreement to coordinate the installation of sewer improvements with transportation system improvements. Barker Road is slated to be widened to a 3-lane urban cross section in a phased project beginning in 2020 and the installation of a sewer line ranging from 8-10 inches is planned at that time. In addition to the proposed Barker Road project, Spokane County has completed a number of sewer projects scoped in the 2014 CWMP to facilitate industrial development within the Northeast Industrial Area, these include: • SM-6.1: Euclid Avenue Gravity Sewer Main (Flora to Barker). Constructed in 2017, this project includes a new 15-inch sewer main. Flows will be collected at the intersection of Barker Road and Euclid Avenue and in Flora Road on the east side of the Spokane Business Industrial Park, south of Euclid Avenue.All flows will drain in Euclid Avenue to the Flora Pit Sewer Extension (see Project SM-6.2). This project is designed to deliver sewer flows generated between Barker Road, Flora Road, Euclid Avenue, and the BNSF Railroad. The purpose of this project is to provide future sewer service to a potentially developable commercial area in the northeast portion of the City of Spokane Valley. • SM-6.2: Flora Pit Sewer Extension. Constructed in 2016-2017, this project includes a new 18-inch sewer main that collects sanitary sewer flows between Barker Road and Flora Road in Euclid Avenue (see Project SM-6.1). Flows will drain southwest through this new sewer line paralleling the Spokane River and connect to the existing North Valley Interceptor Extension at the Flora Pit Road and Sullivan Road intersection. The purpose of this project is to collect flows draining to Euclid Avenue and provide future sewer service to a potentially developable commercial area in the northeast portion of the City of Spokane Valley. While improvements in capacity are not necessary at this time, the 2014 CWMP does mention monitoring treatment capacity at SCRWRF to assist in predicting when design for upgrades will be required. • WWTP-20.1: Longer-term Expansions/Upgrades to SCRWRF. This project is a placeholder for longer-term expansions/upgrades to the SCRWRF, such as treatment process construction that may be necessary to increase its capacity and/or treatment capabilities. Appropriate expansions will be done in phases, maybe before, but probably beyond the next 20 years. All projects that desire to participate in the PAO shall connect to public sewer consistent with adopted County regulations and policies. In order to facilitate a streamlined process, notice shall be provided to Spokane County Environmental Services as part of the process used to evaluate a project's consistency with the thresholds analyzed in the PAO of the project. As part of the PAO request, applicants shall complete Spokane County's general sewer packet, including a signed sewer planning requirements form. Section 1: Concise Summary Impacts 21 I Page Telecommunications,Natural Gas,Power In order to address the potential loss of SEPA comment period, as part of a potential project's review for consistency with this analysis notice shall be provided to Avista Utilities and Comcast Communications of the project. 3.5 Transportation Affected Environment For a full detail of the existing conditions related to transportation please see Appendix A: Existing Transportation Conditions Report for Spokane Valley Northeast Industrial Area PAO. Streets The street network within the study area is fairly coarse compared to other parts of the City, as much of the land is undeveloped and there are few local streets. There are three existing collector and arterial streets within the study area each spaced about a mile apart. All streets within the study area have two lanes, there are no signalized intersections and only a few streets segments contain curb and gutter. Major(collector and arterial)Streets • Barker Road — Barker is the primary north-south street through the study area. It is the only street in the study area that crosses the Spokane River, thus providing direct access to I-90 and Appleway Boulevard to the south. It also connects with Trent Avenue to the north.As a result this street has the highest existing traffic volumes in the study area averaging about 5,500 vehicles per day. Barker is designated as a minor arterial within the study area. The posted speed is 45 mph in the study area and 35 mph south of Euclid. • Flora Road — Flora Road is parallel to Barker Road and located one mile to the west of Barker. This street provides connections between Trent Avenue and Euclid Avenue, but does not connect across the Spokane River. It becomes a private road south of Euclid. • Euclid Avenue — This is the only continuous east-west street through the study area providing connections between Liberty Lake to the east and Sullivan Road to the west. However, the street dog-legs where it intersects Barker Road (crossing the UP railroad tracks) and Flora Road in the study area. Local Streets Excluding the small residential development on the northwest corner of Barker Road and Euclid Avenue (which is not part of the study area), the study area contains just three publicly accessible local streets (Dalton Avenue, Tschirley Road and Eden Street) combining for just over 1 mile in total length. Eden Street is one of the only streets in the study area with a curb and gutter. Major Regional Roadways Nearby There are several major regional roadways that, while outside the study area, provide access to the state and national highway system. Connections to these roadways will be critical to employee and freight access as part of future land development. • Trent Avenue (SR 290) — Trent is a major east-west connection and freight artery through the Spokane region. It is a five lane principal arterial road just north of the study area with a 50 mph posted speed. There are side street stop controlled intersections where both Flora Road and Barker Road intersect Trent. The intersection Section 1: Concise Summary Impacts 22 at Barker and Trent is currently in design for a round-about and the improvements are fully funded. • Interstate-90 — I-90 is the major east-west interstate highway across the state of Washington and is one of the principal interstates spanning the country from coast to coast. This highway is an important artery for freight and interstate travel in the region. An interchange to I-90 is located 1.5 miles south of the study area with an interchange at Barker Road. • Appleway Boulevard — Appleway/Sprague is the major east-west corridor through the heart of Spokane Valley. Barker Road intersects Appleway Boulevard about 2 miles south of the study area. • Sullivan Road — Sullivan Road is a major north-south arterial located just to the west of the study area. Euclid Avenue intersects Sullivan about 1 mile west of the study area. Sullivan Road also provides access to Trent Avenue and I-90. Traffic Operations The Spokane Valley Comprehensive Plan adopts the following Level of Service Standards (LOS): • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) As part of this analysis the City conducted a LOS for 18 intersections critical to the development of the Northeast Industrial Area.As shown in the table below, under the existing conditions, most intersections included in this study currently meet LOS criteria in both the AM and PM peak periods. Intersections that do not meet the LOS criteria are shown in bold text. Table 4:Existin: LOS for NIA Critical Intersections Intersection Type Approach AM Peak PM Peak Reported Delay LOS Delay LOS (AM/PM) (secs) (secs) Barker Rd/Trent Ave Side-Street Stop 59 F* 41 E NB Barker Rd/Euclid Ave (north) Side-Street Stop 10 A 11 B EB Barker Rd/Euclid Ave (south) Side-Street Stop 12 B 17 C WB Barker Rd/Buckeye Ave Side-Street Stop 13 B 10 B WB Barker Rd/Riverway Ave Side-Street Stop 16 C 20 C WB Barker Rd/Indiana Ave (north) Side-Street Stop 11 B 12 B EB Barker Rd/Indiana Ave (south) Side-Street Stop 14 B 15 B WB Barker Rd/Mission Ave Signal 13 B 17 B Barker Rd/Boone Ave Side-Street Stop 22 C 18 C EB/WB Barker Rd/Westbound I-90 Ramps Signal 68 E 43 D Barker Rd/Eastbound I-90 Ramps Signal 44 D 113 F Flora Rd/Trent Ave Side-Street Stop 129 F 124 F SB/NB Flora Rd/Euclid Ave (north) Side-Street Stop 11 B 11 B WB Flora Rd/Euclid Ave (south) Side-Street Stop 10 A 10 A EB Section 1: Concise Summary Impacts 23 Sullivan Rd/Trent (north) Signal 16 B 12 B Sullivan Rd/Trent (south) Signal 13 B 21 C Sullivan Rd/Euclid Ave Signal 51 D 60 E** Del Rey Dr/Trent Ave Side-Street Stop 23 C 18 C SB Source: Fehr&Peers * Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant **LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor-wide Transit Network Spokane Transit Authority (STA) provides public transit service within Spokane Valley, no fixed-route transit service is provided in the study area. The closest bus stop is about a mile south of the study area at the Barker Road/Mission Avenue intersections. This stop is served by route 98 which operates at 30 minute frequencies during weekdays between Liberty Lake and the Valley Transit Center. Route 96 also stops just over a mile west of the study area at the Sullivan Road/Euclid Avenue intersection. This route also operates at 30 minute frequencies weekdays and connects North Sullivan Road with the Mirabeau mixed-use commercial area, Pines Road and the Valley Transit Center. As the study area densifies, STA may provide transit service in the future and all arterial roadways will be designed to accommodate transit vehicles. Bicycle Network There are no existing bicycle facilities within the study area. However, some bicycle facilities exist just south of the study area. These include a bicycle lane on Barker Road just south of the study area (that extends for about 2/3 of a mile) between the Spokane River Bridge and Boone Avenue and the Centennial Trail multiuse path on the south side of the Spokane River also just south of the study area. This Centennial Trail spans about 7 miles across the City of Spokane Valley and beyond connecting the Pasadena Park area with Liberty Lake. Bicycle lanes are planned to be constructed along Barker Road between the Spokane River and Trent Avenue and between Boone Avenue and Appleway Boulevard by year 2021 as part of the City's Barker Road Improvement Project. As part of the City of Spokane Valley's Bike and Pedestrian Master Program, bicycle lanes are also proposed on Flora Road and a multi- use trail is proposed parallel to Trent Avenue just north of the study area. No funding or timeline has been identified for these projects. Pedestrian Network The majority of the streets within the study area do not have sidewalks, curbs or gutter. There are two exceptions, a 0.3 mile stretch of Eden Avenue north of Euclid Avenue and a short segment (about 360 feet) along the west side of Barker Road. The Eden Avenue sidewalk is a 5 foot sidewalk and curb on both sides of the street. The sidewalk on the east side is detached from the curb, while on the west side it is attached except for the northern section. The Barker Road is a detached sidewalk and curb that was constructed as part of a recent development. There are no signalized pedestrian crossings in the study area and no painted crosswalks. Truck Routes&Volumes There is a high percentage of truck traffic on the major streets in the study area compared to other parts of Spokane Valley. Truck traffic on the three major streets in the study area (Barker Road, Flora Road and Euclid Avenue) accounts for about 12-17% of the average daily vehicle traffic, and 3-13% of the peak hour traffic. The three major streets are classified as T-3 based on the annual freight tonnage they carry (between 300,000 and 4 million tons of freight per year). The major corridors around the study, Trent Avenue, I- 90, Sullivan Section 1: Concise Summary Impacts 24 I Page Avenue and a section of Barker Road just south of I-90 support even higher volumes of freight and are classified as T-1 or T-2, carrying more than 4 million tons of freight per year. Several businesses operating in the industrial area support existing larger industrial businesses and generate internal trips related to business interaction. For example, there are Kaiser Aluminum suppliers that shuttle materials back and forth within the existing Industrial Park and within the study area. Rail Operations The Northeast Industrial Area is also flanked by two mainline railroads. The Burlington Northern Santa Fe (BNSF) mainline parallels the northern edge of the study area and the Union Pacific (UP) mainline parallels the southern boundary of the study. The BNSF route is one of the company's main transcontinental lines between west coast ports and the interior of the country and hosts Amtrak's twice daily Empire Builder between Chicago and Seattle/Portland. Both rail companies also have rail spurs to industrial land uses west of the study area.While no rail spurs currently exist in the study area, preservation of access to both rail lines will be important to future industrial development within the study area. Federal Railroad Administration (FRA) data indicates that the BNSF line hosts about 54 trains per day, mostly long-haul freight trains passing quickly through the area, and the UP line hosts about 9 trains a day, including a combination of short-haul freight, long-haul freight, and short trains performing switching operations. The table below describes some basic operating characteristics, including a list of crashes since 1975. Table 5:Operatin: characteristics of at-:rade rail crossin:s Railroad Street Avg Trains Typical Gates Down Typical Crashes 1975-2016 Crossing per day Frequency avg/max mins Speed Barker 54 10-90 mins 3:00 /4:30 1-79 mph 1991 - fatality BNSF Flora 54 10-90 mins No data 1-79 mph 1975 - no injury 1990 - no injury Barker 9 1-4 hours 2:00 /4:00 24-49 mph 1989 - fatality UP None Flora 9 1-4 hours No data 24-49 mph Source: Fehr&Peers; Federal Railroad Administration At-Grade Rail Crossings There are four at grade railroad crossing within the Northeast Industrial Area: BNSF at Flora; BNSF at Barker; UP at Flora; and UP at Barker. Traffic queueing impacts related to railroad crossings were analyzed as part of this analysis for the crossings on Barker Road. Flora Road crossings were not analyzed because the grade separation project on Barker and BNSF would close the BNSF crossing at Flora. Additionally, the UP traffic is about 5 times less BNSF traffic. The queuing analysis was done using Synchro, a traffic analysis software, and are based on observed gate down times and traffic volumes during both the AM and PM peak hour. Trucks are assumed to be the equivalent of three passenger vehicles and each passenger vehicle is assumed to be 25 feet in length. The table below shows the queuing lengths at both the average gate down time and the longest gate down time at peak travel times. The longest gate down time at peak travel times is likely to occur only a few times a year but can occur more frequently on the BNSF crossings. Section 1: Concise Summary Impacts 25 1 Page Table 6:Vehicle Queue Len:the at Barker Road Railroad Crossin:s Vehicle Queue Length(feet) Trains per Gate Down AM Peak PM Peak Frequency day Time NB SB NB SB BNSF Crossing Average (50th percentile) 54 3 minutes 150 250 275 275 Worst Case(95th percentile) 54 4.5 minutes 275 425 475 475 UP Crossing Average (50th percentile) 9 2 minutes 300 250 225 500 Worst Case(95th percentile) 9 4 minutes 700 250 525 1,050 Source Fehr&Peers In the southbound direction at the Barker Road crossing there is only about 100 feet between the railroad crossing stop bar and the Trent Avenue intersection, which is enough space for about 4 cars (or 1 truck and 1 car). This means the queue typically extends about 175 feet along Trent Avenue (and can be as long as 375 feet during the worst case scenario). Vehicles queued on Trent would be in either the westbound left turn pocket, which is about 200 feet long or the eastbound right-turn lane, which is about 300 feet long. Currently these lanes are long enough to store vehicles queued on Trent during the worst case scenario without spilling into the thru lanes. When gates are down at the UP crossing during the PM peak hour, queues typically build up to about 500 feet southbound and 225 feet northbound (with the queue typically spilling onto both directions of Euclid Avenue). During the worst case scenario queues can be 1,075 feet in the southbound direction during the PM peak and 700 feet in the northbound direction during the AM peak. Lastly, because there are no grade-separated rail crossings in the study area, there are times that the gates are down on both the UP and BNSF line at the same time. This could delay access into or out of the site for emergency vehicles by as much as 4 minutes. The nearest alternative route would be via Sullivan Road (2 miles west of Barker Road), which is grade- separated from both railroads, and Euclid Avenue. Programmed Transportation Projects Several streets within the study area and surrounding intersections are programmed for improvement as part of the Spokane Valley Six-Year Transportation Improvement Program (TIP) and/or as a part of the Spokane Regional Transportation Council (SRTC) financially constrained project list in the Horizon 2040 Plan. Programmed projects that will impact transportation in the study area are listed in the table below. These projects, because they have been programmed prior to the Northeast Industrial Area PAO, are assumed to occur regardless of the action and do not appear as a mitigation. Table 7: Existin: Transportation Projects Impactin: Study Area AgencyIn ProgramStudy Project Description g Year (Project#) Responsible Area. Reconstruct intersection in Sullivan/Euclid - City of Spokane Concrete Intersection concrete pavement (slight 6-year TIP 2018 Valley No change in lane configuration) Barker Road — Euclid to Reconstruct to 3-lane urban City of Spokane Garland section 6-year TIP 2021 Valley Yes Barker Road — Garland Reconstruct to 3-lane urban 6-year TIP 2023 City of Spokane Yes to Trent section Valley Section 1: Concise Summary Impacts 26 I Page AgencyIn ProgramStudy Project Description g Year (Project#) Responsible Area. Barker Road Widen and improve to 5-lane Improvement Project — urban section; roundabout @ 6-year TIP 2024 City of Spokane No Appleway to I-90 Broadway; realign east leg of Valley Broadway Barker Road Reconstruct and widen to 3- City of Spokane Improvement Project — lane urban section 6-year TIP 2023 Valley No Spokane River to Euclid Barker Road/BNSF Construct grade separation at ,-year of Spokane Grade Separation Barker/BNSF RR/Trent 6-year TIP 2022 Valley Yes I-90/Barker Road Construct general purpose Horizon 2020 WSDOT No Interchange lanes and replace Barker Rd I/C 2040 Plan Sullivan Road Bridge Construct new bridge over Horizon 2031- City of Spokane No over Trent Trent and BNSF railroad tracks 2040 Plan 2040 Valley, BNSF Impacts The Northeast Industrial Area is likely to see increased development resulting in impacts to the transportation network not only within the area's boundary but to intersections and roadways beyond the project boundary. Improvements to the transportation network represent one of the largest investments related to increased development and one that is easily linked to the pace and intensity of development. In order to provide a predictable and flexible impact analysis, the transportation impacts have been separated into three phases, described below. Each phase includes a technical memorandum and is included as Appendix B: Spokane Valley Analysis for Phase 1,Phase 2, and Phase 3. • Phase 1 — 2017-2019. Consists of two adjacent industrial developments proposed on approximately 80 acres of currently undeveloped land on the northeast corner of Barker Road and Euclid Avenue in Spokane Valley. The two projects are estimated to have a combined total of 375 employees when they open. • Phase 2 — 2020-2032. Consists of the widening of Barker Road to five lanes south of Mission Avenue to I-90. This project is the only large scale mitigation project needed in Phase 3 that was not tied to another project with a pre-defined timeline. • Phase 3 — 2032-2040. Consists of all the remaining projects needed to accommodate approximately 3,2002 additional employees in the Northeast Industrial Area. The level of intensity expected is consistent with the adopted 2017 Comprehensive Plan. Phase 1 Impacts New vehicle trips associated with the two projects in Phase 1 were estimated for the morning and afternoon peak hour on a typical weekday using the ITE Trip Generation Manual, 9th Edition. Trip rates were calculated based on the number of employees. The land use of both sites was assumed to be General Light Industrial (ITE Code 11o) as this land use type best matched the anticipated trip rates and directional distribution by time of day for the two proposed developments. Note that Manufacturing (ITE Code 140) was also considered, 2 Employment forecast is based on the 2017 Comprehensive Plan.An updated version of the SRTC model assumes less growth for the area;however,an updated analysis completed after initial review the DSEIS indicated the impacts are similar, so the Comprehensive Plan numbers are being used for consistency. Please see Appendix- Spokane Valley Northeast Industrial Area Planned Action Ordinance — Spokane Regional Transportation Council Model Update;April 4, 2018 Section 1: Concise Summary Impacts 27 1 Page however, the General Light Industrial use resulted in slightly more conservative (higher) trip generation rates, so that land use category was used. The table below shows the estimated vehicle trips that will be generated from Phase 1. Phase 1 is anticipated to generate a total of 1,198 new trips per weekday, including 131 in the morning peak hour and 160 during the afternoon peak hour. The number of trucks is 13% and is based on 2017 traffic counts. Table 8: Phase 1 Vehicle Trip Generation AM Peak Hour PM Peak Hour Weekday Trip Generator Land Use Employees ` Total In Out In Out Project #1 Light Industrial 150 56 10 13 50 473 Project #2, 1st Shift Light Industrial 125 46 9 11 42 399 Project #2, 2nd Shift Light Industrial 100 0 0 37 7 326 Total 375 112 19 61 99 1,198 Trip Distribution The distribution of trips in Phase 1 was estimated using existing peak hour traffic volumes and turn movements along Barker Road. Traffic data were collected in either June, 2016 or February, 2017. The estimated distribution of trips from Phase 1 is shown in the list and figure below: • Trent Avenue, west of Barker Road: 28% • Trent Avenue, east of Barker Road: 18% '_="+ • Euclid Avenue, west of Barker Road: 2% • Euclid Avenue, east of Barker Road: 8% � • Mission Avenue, west of Barker Road: = _ 16x, 8% 5 8-- • Mission Avenue, east of Barker Road: 2% • I-90, west of Barker Road: 19% • I-90, east of Barker Road: 5% >, • Barker Road, south of I-90: 10% ", ump Figure 4: Phase 1 Trip Distribution Level of Service Results Traffic operations, including vehicle delay and level of service (LOS) at each intersection under Phase 1 were analyzed using Synchro (a transportation planning software). The results of the LOS analysis, including a comparison of existing (2017) and future (2019) conditions under Phase 1, for each of the six major intersections on Barker Road are shown below. Section 1: Concise Summary Impacts 28 1 Page Table 9: Phase 1 Intersection Level of Service Results Existing(2017) Phase 1(2019) Intersection along AM Peak PM Peak AM Peak PM Peak Barker Control' Approach Delay LOS Delay LOS Delay LOS Delay LOS Trent Ave SSSC 59 F2 41 E 139 F2 90 F2 NB Site Access Rd SSSC n/a n/a n/a n/a 11 B 12 B SBL/WB Euclid Ave (north) SSSC 10 B 11 B 11 B 13 B EB Euclid Ave (south) SSSC 12 B 15 C 14 B 20 C WB Mission Ave Signal 13 B 17 B 14 B 15 B I-90 westbound Signal 68 E 43 D 92 F 46 D I-90 eastbound3 Signal 44 D 113 F 50 D 122 F 1. SSSC = Side Street Stop Control 2. Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines 3.Based on HCM 2000 methodology Results show that under Phase 1 there would be minimal change in vehicle delay from today at the Barker Road/Euclid Avenue (north and south) and the Barker Road/Mission Avenue intersections. Those intersections would continue to achieve LOS B or C, well within the acceptable LOS threshold established by the Spokane Valley Comprehensive Plan. The intersections with the most significant traffic impacts under Phase 1 include: • Barker Road/Trent Avenue • Barker Road/I-90 Westbound • Barker Road/I-90 Eastbound At Grade Railroad Crossings The impacts of queuing vehicles at the two at-grade railroad crossings along Barker Road were analyzed using Synchro under Phase 1 conditions. The table below shows the queuing lengths for the average gate down time and the longest gate down time at peak travel times. Table 10:Vehicle queue length on Barker Road at-grade rail crossings when gates are down Vehicle Queue Length(feet) Railroad Trains Gate Down Crossing Condition per Day Time' AM Peak PM Peak NB SB NB SB Average (50th percentile) 54 3 minutes 175 300 375 325 BNSF Worst Case (95th percentile) 54 4.5 minutes 325 525 650 525 Average (50th percentile) 9 2 minutes 400 275 300 650 UP Worst Case (95th percentile) 9 4 minutes 950 275 650 1,350 1 Duration and frequency of gate down times was recorded at both the BNSF and UP rail crossings along Barker Road between 7AM and 6PM Tuesday,February 14,2017 The queues at the UP crossing will likely back up onto Euclid Avenue in both directions, but beyond being a little longer than observed today, are not anticipated to have any additional traffic impacts. However, because there is only about 100 feet of space along Barker Road Section 1: Concise Summary Impacts 29 I Page between the BNSF railroad crossing stop bar and Trent Avenue the Barker Road/BNSF rail crossing a more detailed analysis was performed to see if there would be any impacts to traffic on Trent Avenue. In most cases during the peak period, vehicles will end up queued along Trent Avenue, either in the eastbound right-turn pocket (about 300 feet of storage space) or the westbound left- turn pocket ( about 225 feet of storage space). During the AM peak, the percentage of vehicles turning left or right off of Trent Avenue onto southbound Barker Road is split close to 50/50 (eastbound/westbound). During the PM peak the split is 75/25 (eastbound/westbound). These ratios were applied to the estimated queue length during the average and worst case scenarios. Table 11:Vehicle queues on Trent Avenue at Barker and BNSF Railroad Crossing Vehicle Queue Length(feet) Trent Ave Condition Total Barker Queue Road Turn Lanes Unused Storage Need EBL WBL EBL WBL Existing Vehicle Storage Space 100 300 200 n/a n/a Average (5oth percentile)AM 300 100 100 100 200 125 Average (50th percentile) PM 325 100 175 50 125 175 Worst Case (95th percentile)AM 525 100 225 200 75 25 Worst Case (95th percentile) PM 525 100 325 100 -25 125 The table above demonstrates that during the average scenario there would be sufficient storage space in both the westbound left-turn pocket and eastbound right-turn pocket along Trent Avenue during the peak hours. In the worst case scenario there would be sufficient capacity in both the westbound left-turn pocket and eastbound right-turn pocket along Trent Avenue during the AM peak hours. During PM peak the westbound left-turn pocket has sufficient capacity but the eastbound right-turn pocket exceeds capacity by 25 feet (about 1 car) during the PM peak. It is estimated (based on the frequency of 4.5 minute gate down times) that this scenario would occur about 9-10 times per year. Phase 2 Impacts Phase 2 was developed after Phase 3. Where Phase 3 identifies the impacts out to 2040, the City desired to identify an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040). Of the recommended projects to mitigate traffic impacts associated with Phase 3 development (see section below), the largest and most expensive would be widening Barker Road to five lanes from Mission Avenue to I-90. Unlike some of the other recommended projects, the timeline for widening Barker Road to five lanes is not tied to other projects, but would be based on the pace of nearby development and associated growth in traffic Section 1: Concise Summary Impacts 30 I Page Traffic forecasts show that Barker Road between Mission Avenue and I-90 will likely need to be widened to five lanes at some point between the year 2025 and 2032. This forecast assumes steady growth in background traffic on this corridor over the next 20 years at a rate of about 1.33% per year. The variability in timing in this analysis is based on how rapidly the Northeast Industrial Area is developed. If no new industrial development in the Northeast Industrial Area occurs over the next 14 years, background traffic growth alone on Barker Road — caused by other nearby and regional developments — would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032. Alternatively, if there were to be rapid buildout of the Northeast Industrial Area over the next 5-10 years, the earliest year that widening would likely be needed is in 2025. Using the City's adopted LOS, the approximate year in which traffic growth along Barker Road south of Mission Avenue would trigger the need for the City of Spokane Valley to widen the section of Barker Road between Mission Avenue and I-90 to five lanes is shown in the table below for three different development scenarios in the Northeast Industrial Area. Table 12: Forecast year Barker Road would exceed LOS south of Mission Avenue Phase 2 Development Scenario Year LOS D threshold would be exceeded With no new development in the Northeast Industrial Area 2032 With 75% of the 2015-2040 forecast •rowth in the Northeast Industrial Area 2026 With 100% of the 2015-2040 forecast •rowth in the Northeast Industrial Area 2025 Phase 3 Impacts Traffic volumes under Phase 3 were estimated using the same regional travel demand model that was used for the recent update (2017) to the Spokane Valley Comprehensive Plan. Prior to running the model, input was gathered from the project's technical advisory committee (TAC) to identify future land use and transportation network changes that were not already incorporated in the model. The TAC is comprised of representatives from Spokane Valley, Spokane County, Liberty Lake, the Spokane Regional Transportation Council (SRTC), Washington State Department of Transportation (WSDOT), developers, utility providers, and the railroads. After consulting with the TAC, a few changes were made to the regional travel demand model in the vicinity of the Northeast Industrial Area before running the model: • The 2015 and 2040 land use, including the number of dwelling units and employees, in the seven TAZs within Liberty Lake (442, 445, 446, 447, 448, 449 & 450) were updated based on information provided in the Liberty Lake Network Analysis Transportation Study (February, 2017). • Indiana Avenue was connected between Barker Road and Harvard Road in the 2040 model • A new east-west connector road between Flora Road and Barker Road was added between Euclid Avenue and Trent Avenue to reflect a developer funded planned connection for the area • Reconfiguration of the Barker Road/Trent Avenue intersection, including a scenario both with and without Flora Road open across the BNSF Railroad south of Trent Avenue After the TAC's initial review, it was identified that the 2015 and 2040 travel demand models used for the Spokane Valley Comprehensive Plan (and Northeast Industrial Area PAO) differ from the land use assumptions in the most recent version of the SRTC 2015 and 2040 regional travel demand model (updated in December of 2017). In early 2018, an analysis was conducted to identify if any different infrastructure needs would have been identified for the Spokane Valley Northeast Industrial Area PAO using the recently updated SRTC land use Section 1: Concise Summary Impacts 311 Page forecasts and travel model compared to the land use forecasts assumed in the DSEIS. The analysis of infrastructure based on the new forecasts show that there would be no change in infrastructure recommendations identified previously.3 2040 Street Network Assumptions The 2040 Synchro network(used to analyze level of service at each intersection) assume the following changes to the street network from what they are today. These were also reflected in the Spokane Regional Transportation Council (SRTC) 2040 travel demand model. These assumptions based on projects that were programmed in the Spokane Valley Six-Year Transportation Improvement Program (TIP) or the SRTC financially constrained project list from the Horizon 2040 Plan when this study started: • Northbound and southbound left turn lanes were added at all intersections along Barker Road to reflect the planned upgrade of Barker Road to a 3-lane urban section • The Barker Road/I-90 interchange was reconfigured to a standard diamond interchange with two-lane roundabouts plus slip ramps for right-turn movements at both ramps (as reflected in I-90/Barker Rd the Interchange Justification Report) • Five lanes were added along Barker Road between I-90 and Appleway Boulevard • The existing partial interchange at I-90/Appleway Boulevard was replaced with a new, full interchange at I-90/Henry Road4 • New northbound and southbound left turn lanes were added on Sullivan Road at the Trent Avenue ramps Trip Generation Based on land use assumptions from the 2017 Spokane Valley Comprehensive Plan, the Northeast Industrial Area will grow by about 3,200 employees between 2015 and 2040. The 2040 travel demand model forecasts the Northeast Industrial Area to generate about 1,500 PM new peak hour trips, with about 1,340 of those generated by land uses east of Flora Road. The table below shows employment growth and PM peak hour trip generation from new employees within the Northeast Industrial Area boundary. The travel demand model assumes an average PM peak hour trip generation rate of about 0.46 trips per employee, with 37% of trips inbound and 63% of trips outbound during the PM peak. This trip rate is similar to ITE's trip rate for General Light Industrial uses (ITE Code 110). Table 13:Trip Generation within NIA Section of NIA 2015-2040 Employment Growth In' Out' Total' West of Flora 340 60 100 160 Between Flora and Barker 1,460 250 430 680 East of Barker 1,420 245 415 660 Total 3,220 555 945 1,500 1: PM Peak hour trips 3 Spokane Valley Northeast Industrial Area Planned Action Ordinance — Spokane Regional Transportation Council Model Update; April 4, 2018 4 This configuration is consistent with the existing SRTC plan and was assumed when this study was initiated. However, since this study was initiated WSDOT completed their modeling for a new Henry Road interchange and found it did not show purpose and need. Potential strategies to address future traffic if the Henry Road/I-90 interchange is not built by 2040 are addressed in the mitigations section. Section 1: Concise Summary Impacts 32 1 Page Trip Distribution There is no public access across the railroad spur west of Flora Road. Therefore the portion of the Northeast Industrial Area west of Flora Road will load primarily onto Sullivan Road and Euclid Avenue, while the area east of Flora Road will primarily load onto Flora Road, Barker Road and Euclid Avenue. The distribution of trips from land uses within the Northeast Industrial Area is described in the table below and mapped in the figures below. Table 14:Trip Distribution within the NIA Direction Via primary road/street West of Flora' East of Flora' - Flora Road (north) 0% 8% Northwest - Trent Avenue (west) 24% 20% - Sullivan Road (north) 22% 3% - Mission or I-90 (west of Barker) N/A 11% Southwest - Mission/Indiana or I-90 (west of Sullivan) 11% N/A - Sullivan Road (south of Marietta) 33% 14% - Sullivan Road (south of I-90) 22% N/A - Wellesley Avenue (east) 2% 11% East - Trent Avenue (eastbound) 3% 2% - Euclid Avenue (eastbound) 6% 10% - Mission/Indiana Avenue (eastbound) or 5% 4% South I-90 (east of Barker) - Barker Road (south) 2% 7% Local - Nearby local streets 3% 13% 1: Percent trips by trip end location Source:Fehr and Peers �:w 2'0 fir° i9 4 stip r_ ? % 2A°ia 122% �° 3'° rl, -C local trims), .-__ ,',.,.t om—r %local trips) .—- •.. l/ ■ ......------- 77---3/4*--------____ 7`).> .-------.........* r:, i'.... s 2 , V r J • i Figure 5: 2040 Trip Distribution West of Flora Figure 6:Trip Distribution East of Flora Local Capture Rate Section 1: Concise Summary Impacts 33 1 Pa g e The 2040 local capture rate of 13% was derived from the SRTC approved travel model. The local capture rate accounts for all trips that begin or end within the PAO boundary and within the area roughly bound by Sullivan Road, Trent Avenue, the east City limits, and Mission Avenue. The other 87% of trip that begin or end within the PAO boundary pass through all the other road segments identified in Table 14: Trip Distribution above. Several businesses operating in the industrial area support each other and shuttle materials back and forth. It is likely that these types of supportive industries will continue to co-locate in the Northeast Industrial Area. All these local trips were considered as part of the mitigation measures identified in this analysis. Overall, the total trips that growth in the PAO area will add to the roadway system were reviewed and the results from the SRTC model were post- processed to ensure future growth in traffic that is consistent with recent trends and that all future traffic volumes are notably higher than current conditions. Level of Service Standard Results Traffic operations, including intersection vehicle delay and level of service (LOS) at each intersection under both existing conditions (2017) and Phase 3 conditions (204o) were analyzed using Synchro (a transportation planning software). The table below shows the results of that analysis. The results show that by 2040 under Phase 3 of development in the Northeast Industrial Area the majority of intersections studied would operate at an acceptable LOS. These results assume all projects included in the Spokane Valley Six-Year TIP and the SRTC financially constrained project list from the Horizon 2040 Plan are operational by 2040. However, two intersections are forecast to fail the City's LOS standards by 2040, a significant transportation impact: Barker Road/Boone Avenue and Flora Road/Trent Avenue.Additional transportation impacts were also identified along Barker Road south of Mission Avenue and at the Barker Road/UP Railroad at-grade crossing, both discussed below. Table 15: Intersection LOS Results for Phase 3(year 2040) Intersection Control' AM Peak PM Peak A roach Delay LOS Delay LOS PP la. Barker Rd/Wellesley Ave2 Signal or 28 C 25 C Roundabout 1b. Wellesley Ave/Trent Ave2 Signal or 26 C 25 C Roundabout 2. Barker Rd/ Euclid Ave (north) SSSC 12 B 16 C EB 3. Barker Rd/ Euclid Ave (south) SSSC 14 B 19 C WB 4. Barker Road/ Buckeye Ave SSSC 14 B 17 C WB 5. Barker Road/ Riverway Ave SSSC 26 D 40 E WB 6. Barker Rd/ Indiana Ave (north) SSSC 13 B 17 C EB 7. Barker Rd/ Indiana Ave (south) SSSC 23 C 26 D WB 8. Barker Rd/Mission Ave Signal 20 C 25 C 9. Barker Rd/ Boone Ave SSSC 139 F4 >300 F5 WB 10. Barker Rd/ I-90 Westbound Roundabout 30 C 13 B Ramps 11. Barker Rd/ I-90 Eastbound Roundabout 12 B 25 C Ramps 12a. Flora Rd/ Trent Ave SSSC >300 F5 >300 F5 SB/NB (if Flora Rd/BNSF rail crossing is open2) 12b. Flora Rd/Trent Ave SSSC 174 F5 >300 F5 SB Section 1: Concise Summary Impacts 34 1 Page (if Flora Rd/BNSF rail crossing is closed3) 13. Flora Rd/ Euclid Ave (north) SSSC 15 B 15 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 11 B 12 B EB 15. Sullivan Rd/Trent Westbound Signal 39 D 53 D Ramps 16. Sullivan Rd/ Trent Eastbound Signal 12 B 38 D Ramps 17. Sullivan Rd/ Euclid Ave Signal 52 D 51 D 18. Del Rey Dr/ Trent Ave SSSC 35 E 29 D SB 1. SSSC = Side Street Stop Control. 2. This scenario assumes Barker Road will be diverted 1/2 mile east to a new intersection with Wellesley Road just south of the BNSF Railroad 3.This scenario assumes Barker Road will intersect Trent Avenue via a new grade separated BNSF Railroad crossing 4.Does not satisfy peak hour signal warrant using MUTCD guidelines,thus would technically still meet the City's LOS standard. 5. Does not meet City LOS standards. Intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines. While the forecast trip distribution in 2040 was pulled from the SRTC model, the city also conducted a sensitivity analysis to review a 50/50 split of trips between trips heading north and trips heading south on Barker, similar to trip distribution seen on Sullivan. The analysis showed that Barker Road would still operate within WSDOT and City of Spokane Valley standards in 2040 with the recommended mitigations in place. The intersection of Barker and Mission was used to conduct the sensitivity analysis since it was found to have the worst delay in the 2040 analysis. The analysis increased northbound through movements by 30 vehicles and southbound through movements by 105 vehicles during the PM peak over the original 2040 forecasts; about a 10% increase in traffic generated from the study area going to and coming from the south. The analysis showed that with the increase volume the intersection would continue to operate at LOS C during the PM peak hour and average delay at the intersection would increase from 25 to 31 seconds. Barker Road/Boone Avenue Intersection By 2040 the Barker Road/Boone Avenue intersection is forecast to operate at LOS F (as measured by the westbound approach) during both the AM and PM peak — and traffic volumes peak would be high enough on Barker Road and Boone Avenue during the PM peak to meet the peak hour signal warrant using MUTCD5 criteria. The 2040 travel demand model used for this analysis assumes that Cataldo Avenue - which is a local road that provides access to several industrial sites just east of Barker Road and north of I-90 - would be rerouted (as part of the Barker Road/I-90 interchange reconstruction planned by WSDOT) north to intersect Boone Avenue just east of Barker Road instead of intersecting Barker Road at the I-90 westbound ramps as it does today. This would effectively shift all of the traffic currently (and in the future) along Cataldo Avenue to instead use the Barker Road/Boone Avenue intersection. This would be sufficient by 2040 to cause the Barker Road/Boone Avenue intersection to fail the City's LOS threshold. Barker Road (I-90 to Euclid Avenue) The 2016 Spokane Valley Comprehensive Plan recommended widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040. That recommendation was re-examined as part of 5 Manual on Uniform Traffic Control Devices(MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Section 1: Concise Summary Impacts 35 1 Page this study.Average daily traffic (ADT) and the peak hour one-way volumes on Barker Road were forecast for 2040 between I-90 and Euclid Avenue based on the updates to the travel demand model described previously. Results are shown in the table below. Table 16.Traffic volumes on Barker Road Existing(2017) 2040 Peak Hour Peak Hour Barker Road Segment Volume Volume ADT (highest ADT (highest approach) approach) Boone Avenue — Mission Avenue 13,400 640 18,400 780 Mission Avenue — Euclid Avenue 10,200 510 16,000 715 The industry standard threshold for the amount of vehicles one thru-lane of traffic can accommodate before significant delays occur ranges from about 600-900 vehicles per hour. The variation depends on driveway/intersection frequency, access control, travel speed, intersection control, concentration of traffic during the peak hour and other factors. The results of the updated analysis, above, demonstrate that volumes would be high enough on Barker Road between I-90 and Mission Avenue (combined with the presence of signalized intersections and frequent driveways/intersections) to have a significant transportation impact. Traffic volumes on Barker Road north of Mission are forecast to be a lower and, while being on the cusp of warranting mitigation, are not forecast to have a significant transportation impact. Flora Road/ Trent Avenue By year 2040, without any improvements, delay would increase substantially during both the AM and PM peak and thus continue to fail the City's LOS standards. Since this is a side- street stop controlled intersection, LOS is measured based on the approach with the highest delay. Under an alternative where the Flora Road/BNSF Railroad crossing remains open, the highest delay during the AM peak would be from the southbound approach, where traffic originates primarily from residential development north of Trent Avenue (outside the study area). In the PM peak, the highest delay would occur from the northbound approach, where traffic originates from the industrial sites south of Trent Avenue. Despite the added delay, the SRTC travel model predicts the deviation in Barker Road would cause a substantial number of drivers to opt for Flora Road instead of Barker Road to access Trent Avenue. Under and alternative where the Flora Road/BNSF Railroad crossing is closed, delay from the southbound approach would still be well above LOS F during both the AM and PM peak hours. Under both alternatives, peak hour traffic volumes would be high enough on Flora Road and Trent Avenue to meet the peak hour signal warrant using MUTCD6 criteria. Impacts at the At-Grade Rail Crossings The impacts of queuing vehicles from the Union Pacific (UP) railroad at-grade crossing at Barker Road were analyzed using Synchro in year 2040. The UP Railroad crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. No grade- separation projects are currently planned at this crossing, thus is it assumed there will still be an at-grade rail crossing at this location in year 2040. Based on data provided by the Federal Railroad Administration (FRA), the UP line hosts about 9 trains per day on average. 6 Manual on Uniform Traffic Control Devices(MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Section 1: Concise Summary Impacts 36 I Page No information is provided on whether or not UP anticipates the number of trains a day to change in the future. Thus, the same number of trains on average per day today was also assumed to also occur in 2040. If the frequency of trains were to increase in the future this would not impact the queue length (unless the average length of trains or speed of trains changed), but instead, would affect the frequency of queueing. The table below shows the estimated vehicle queue lengths in 2040 at the Barker Road/UP railroad at-grade crossing. Table 17.2040 vehicle queue len: h, Barker Road/UP at-:rade rail crossin: when :ates are down Gate Vehicle Queue Length(feet) Condition Trains Down IAPeak PM Peak per Day Time NSB NB SB Average (50th percentile) 9 2 minutes 600 375 400 975 Worst Case Thru Trains (95th percentile) 9 4 minutes 1,275 800 875 2,025 Worst Case Trains Accessing unknown 6 minutes875 1,200 1,275 3,000 Future Spur' (95th percentile) 1. This scenario is what could occur if a train were to be backing into or out of the new rail spur planned by developers east of Barker Road during a particularly high surge in peak hour traffic. The queues at the UP crossing are forecast to be about 50-100% longer than they are today. The longest queues are anticipated to occur in the northbound direction in the AM peak and southbound direction during the PM peak. Vehicle queueing will occur both on Barker Road and Euclid Avenue. Based on the forecast approach volume from each of those streets, close to 80 percent of the queue during the AM peak heading northbound would be on Barker Road, with the remaining on Euclid Avenue south of the tracks (heading westbound to turn onto Barker Road). Therefore it is anticipated that the average vehicle queue during the AM peak on Barker Road heading northbound would be about 475 feet, but about 3-4 times per year could be as long as 975 feet. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (northbound) Barker Road during the AM peak in this scenario could be as long as 1,450 feet. About 10 percent of the vehicles heading north on Barker Road would be making a right turn onto Euclid before the railroad tracks and about 40 percent of vehicles heading west on Euclid Avenue would be making a left turn onto Barker Road and not crossing the railroad tracks. Thus, about 20 percent of the traffic south of the rail crossing in the AM peak would not actually be heading across the tracks, but most of these vehicles would get stuck in the queue. These vehicles would not only lengthen the queues in AM peak by an additional 20 percent, but this occurrence would add to driver frustration and increase the likelihood of drivers performing risky maneuvers to get around the queues. While the northbound queues would be shorter during the PM peak, the percentage of vehicles likely to get caught in the queue not intending to cross the tracks (heading northbound right or westbound left at Barker Road/Euclid Avenue [south]) would be even higher during the PM peak, representing about 35 percent of traffic. Therefore, the long northbound queue is determined to be a significant transportation impact. During the PM peak the longest queues will occur north of the tracks from vehicles heading southbound on Barker Road (or eastbound on Euclid Avenue). During this time about 50 percent of the queue will be on Barker Road and about 50 percent will be on Euclid Avenue. Therefore it is anticipated that the average vehicle queue during the PM peak would be about 500 feet on both Barker Road heading southbound and Euclid Avenue heading eastbound, but Section 1: Concise Summary Impacts 37 1 Page about 3-4 times per year could be as long as 1,000 feet on both streets. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (southbound) Barker Road and (eastbound) Euclid Avenue during the PM peak in this scenario could be as long as 1,500 feet on each street. Fewer than 25 vehicles per hour are forecast to be heading either southbound right or eastbound left at this intersection, thus about 95 percent of the vehicles in the queue would be waiting to cross the tracks. As part of the Phase 1 development, a new rail spur is planned off the Union Pacific mainline just north and east of the Barker Road/Euclid Avenue (north) intersection to provide rail access to the planned industrial development. In the future (as part of Phase 3 of development), land owners are considering extending that rail spur west across Barker Road at-grade to provide access to developable land between Barker Road and Flora Road. Given that train movements on the spur are planned to be infrequent and short, no significant impacts to traffic operations on Barker Road are anticipated as long as the mitigation criteria are met. Harvard Road/Wellesley Avenue and Harvard Road/Euclid Avenue These intersections are about 1.5 miles east of the Northeast Industrial Area, and Spokane County has identified that by 2040 both intersections will need improvements to meet their LOS standards.At the time this document was prepared, no improvements for the two intersections have been identified. To determine the impact of development within the Northeast Industrial Area a select zone analysis was performed for both intersections using the SRTC 2040 regional travel demand model updated in December, 2017. The model was updated using the roadway network adjustments discussed above in the Phase 3 assumptions. The results show that by 2040 about 12% of traffic passing through the Harvard Road/Wellesley Avenue intersection and about 12% of traffic passing through the Harvard Road/Euclid Avenue intersection would be generated by the Northeast Industrial Area. Ensuring these intersection continue to function at adopted LOS will require cooperation and coordination with Spokane County. Trent Avenue/ Del Ray The analysis assumed the forecast land use that is currently in the SRTC model for the area north of Trent Avenue, which assumes the large TAZ in this area would grow by about 800 dwelling units between 2015 and 2040. At the time when traffic analysis for the PAO was completed, the Highland Estates project, accessed from the intersection, has approximately 11 lots left to plat and 40-50 lots that are currently platted but vacant, and an approved 120 unit apartment building. As part of the Barker/BNSF Grade Separation project the City is studying how many additional trips to/from the north would lead to LOS issues at the reconfigured Barker/Trent intersection. Mitigations The table below identifies the mitigation measures needed to support the 2040 development of the Northeast Industrial Area. Several of the projects needed are either already programmed as part of the Spokane Valley 6-year TIP, will be implemented by other agencies (such as WSDOT), or will be built by developers as the area gets developed (these projects are indicated below). The traffic analysis completed for the NIA-SEIS demonstrated that several other mitigation projects will be needed by 2040 to meet LOS standards and are not yet programmed that are identified by "Identified Mitigation Measures". Section 1: Concise Summary Impacts 38 I Page Table 18:Needed and Existin: Projects to Meet LOS Project Description Timeframe Identified Mitigation Measures Cataldo Avenue Reroute Cataldo Avenue to intersect Boone Avenue realignment instead of Barker Road; add a cul-de-sac to Cataldo 2018-2023 Avenue at existing intersection with Barker Road Interim signal at Barker Add an interim signal 2018-2023 Road/Boone Avenue Barker Road —Mission Reconstruct to a 5-lane urban section 2025-2032 Avenue to I-90 Flora Road/Trent Avenue Add a signal with left turn lanes on Flora Road or 2021 convert to a roundabout Barker Road/Euclid Add northbound right-turn lane and westbound Avenue(south) left-turn lane and sign/strip "do not block By 2040 intersection" Barker Road/Boone Add a permanent signal with northbound left and Avenue right turn pockets or a roundabout accommodating By 2040 two lanes of traffic on Barker Roadl Existing Programed Improvements Barker Road Widen and improve to 5-lane urban section; Improvement Project — roundabout @ Broadway; realign east leg of 2021 Appleway to I-90 Broadway Barker Road Improvement Project — Reconstruct and widen to 3-lane urban section 2021 Spokane River to Euclid Barker Road/BNSF Grade Construct grade separation at Barker/BNSF 2021 Separation RR/Trent I-90/Barker Road Construct general purpose lanes and replace Barker 2020 Interchange? Rd I/C Sullivan Road Bridge over Construct new bridge over Trent and BNSF railroad Trent tracks (to accommodate an additional mainline 2031-2040 track) 1.A roundabout is provided as the highest cost option At-Grade Rail Crossings In order to mitigate the impacts of vehicle queues from Barker Road/ UP Crossings the following mitigation strategies are recommended: • To mitigate the potential for blocked streets and high-traveled driveways, it is recommended to strategically sign and paint "Do Not Block Intersection/Driveway" at locations where vehicles are likely to get blocked.We also recommend restricting (or discouraging) the construction of new driveways to medium or large scale developments on Barker Road or Euclid Avenue within 1,000 feet of the UP at-grade crossing. • To limit the number of vehicles that may get caught in the queue, but are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 500-foot long northbound right turn lane and 300-foot eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. 7 Funding for the Barker Road Roundabout at the north ramp terminal has been secured. Design work will commence in the fall of 2018, the construction schedule has yet to be identified. The Barker Road south roundabout will be constructed in 2019. Section 1: Concise Summary Impacts 39 I Page • The rail spur across Barker Road should be located sufficiently far from the existing Barker Road/UP at-grade crossing and from the Barker Road/Trent Avenue intersection so as not to risk vehicle queues from those locations backing into the rail spur or interfering with the planned Barker Road/BNSF grade separation project. It is recommended that the planned rail spur be located at least 1,500 feet from the Barker Road/UP at-grade crossing and at least 2,000 feet from the Barker Road/Trent Avenue intersection. This leaves about 1,300 feet of area along Barker Road in which the spur crossing could be located. • In order to address delay from train movement along the planned rail spur across Barker Road, it is recommended that as a condition of construction of the new rail spur, the City coordinate with owners of the rail spur along with the UP Railroad to agree to limit movement of trains across Barker Road along the rail spur to non-peak hours. Or to at least limit the time the gates are down during the peak hours to be less than two-minutes. The extension of the new rail spur would add a new rail crossing across Barker Road, which is designated as an arterial street by the City of Spokane Valley. This will require the owner of the rail spur to file a petition (RCW 81.53.030 and WAC 480-62-150(1)(a)) with the State Utilities and Transportation Commission (UTC). It would also require an on-site safety assessment with UTC staff, Union Pacific Railroad, and the City of Spokane Valley at a minimum as well as a feasibility study as decided by the UTC Commissioners to demonstrate why a grade separation would be impractical at this location. Non-project Mitigations In order to mitigate the impacts of traffic from the Northeast Industrial Area at the intersection Harvard &Wellesley and Harvard & Euclid, the it is recommended that the City of Spokane Valley and Spokane County develop a memorandum of understanding (MOU) that clearly identifies the planned projects at the two intersections to improve traffic operations and the estimated costs of those projects. The MOU would also identify the estimated cost per PM peak hour trip generated by the Northeast Industrial area by multiplying the total estimated project cost (agreed on and documented in the MOU) by the percentages identified above (12%) and dividing by the forecast number of PM peak hour trips that would be generated by the Northeast Industrial Area east of Flora Road (1,340). Consideration within the MOU may also consider broader locations and traffic impacts where development in Spokane Valley impacts Spokane County infrastructure, and vice-versa, other impacts and mitigation costs could also be included in the MOU. Once the MOU is signed by all parties, a future developer will develop a trip letter and calculate the fee owed to add necessary capacity at the Spokane County intersections. Transportation Infrastructure Financing Strategy In order to offset the costs of future infrastructure projects needed to mitigate the traffic impacts identified, Spokane Valley has developed an infrastructure plan to identify a fair- share cost estimate for needed improvements and is included for reference as Appendix C. The table below shows the fair-share financial contribution that traffic the Northeast Industrial Area is expected to contribute to each of the intersections or streets where needed projects were identified. Section 1: Concise Summary Impacts 40 1 Page Table 19:Northeast Industrial Area Fair-share Cost of Improvements Associated Portion of Estimated Northeast Project Location Development future traffic Total Project Industrial Phase from Northeast Cost(2017 Area Fair- Industrial Areal dollars) Share Cost Interim signal at Barker Rd/Boone Ave Phase 1 only 4.0%2 $ 198,000 $7,920 Cataldo Avenue realignment Phases 1&3 10.3% $ 1,377,000 $ 142,003 Barker Road-Mission Avenue to 1-90 Phase 2 11.3% $2,818,000 $317,300 Flora Road/Trent Avenue Phase 3 21.4% $2,163,000 $463,686 Barker Road/Euclid Avenue(south) Phase 3 29.5% $244,000 $71,933 Barker Road/Boone Avenue(Phase 3) Phase 3 10.3% $2,214,000 $228,319 Barker Road-Euclid to Trent Planned (2021) 33.6% $4,184,000 $ 1,404,691 Barker Road-Spokane River to Euclid Planned (2022) 22.1% $3,302,000 $728,628 Sullivan Bridge over Trent Planned (by 2040) see below' Total Northeast Industrial Area Fair-Share Cost $3,364,480 1. Rounded to the nearest tenth percentage 2. Since this project will only apply to Phase 1,the proportion of traffic in Phase 1 was used here 3. Since only a portion of this project is to be funded by Spokane Valley and development in the Northeast Industrial Area primarily west of Flora Road will have the most significant traffic impacts at this location, the fair-share cost of this project was calculated separately The table below shows how the fair-share costs were factored into a final PM peak hour trip cost for Phase 1 and Phase 2 & 3 development. If developers agree to participate in the Northeast Industrial Area Planned Action Ordinance they will meet their SEPA obligations to mitigate traffic congestion impacts through a mitigation contribution of up to $156 per PM peak hour trip for development associated with Phase 1 and $2,831 per PM peak hour trip for all future developments after Phase 1. After making this mitigation payment developers will not have to conduct another traffic study, outside of a site access and circulation study, which may be required by Spokane Valley to ensure safe access for all modes into and within the development site. The City may opt to shoulder the cost of the Phase 1 development impact fee. Table 20:Cost per PM peak hour trip by development phase Fair-Share Forecast Phase 1 Cost per Phase 3 Cost per Projects by Phase Cost PM Peak PM peak hour trip PM peak hour trip Trips Projects that benefit Phase 1 only $7,920 160 $50 N/A Projects that benefit Phase 2&3 only $3,214,558 1,180 N/A $2,725 Projects that benefit Phase 1,2 and 3 $142,003 1,340 $ 106 $ 106 Total $3,364,482 1,340 $156 $2,831 If developers opt not to participate in the PAO, they will be responsible for conducting their own traffic impact analysis following the guidelines set forth by Spokane Valley. They will Section 1: Concise Summary Impacts 41 1 P a g e also be responsible for funding any found during that process that will be needed to meet concurrency standards. Utility impacts from future development and costs associated with that were not factored into the mitigation fee. Developers will still be required to follow the Spokane Valley approval process for utilities and will pay for those costs separately. Spokane Valley will use other financing strategies to pay for the remaining costs of the projects identified above that will not be covered by developers. One potential strategy includes applying a broader-based impact fee program in collaboration with surrounding jurisdictions to collect fair-share fees from residential developments in Spokane Valley, Liberty Lake and unincorporated Spokane Valley. Other financing strategies Spokane Valley might consider include implementing a local improvement district or transportation benefit district, applying for grants, leveraging Federal Aid Road designation and leveraging other State and regional resources. Section 1: Concise Summary Impacts 42 I Page SECTION 4.0: NOTICES 4.1 Determination of Significance and Scoping City of Spokane Valley Notice of l)etermination of Significance(1)S)and Request for Comments on Scope of Supplemental Environmental Impact Statement(SEIS) PROJECT NAME: Northeast Industrial Area Planned Action Ordinance DE:SCHIP•L ION OF PROPOSAL: The City of Spokane Valley plans to adopt a Planned Action.Ordinance(PAO)to support and streamline environmental permitting in the City's northeast industrial area.The northeast industrial area was identified as a community priority in the 2017-2037 Comprehensive Plan and 1,inal Environmental Impact Statement(EELS).The PAO will implement the community priority by identifying mitigation measures including a phased infrastructure plan for transportation and utilities. The proposal applies to approximately 840 acres(277 acres developed and 563 acres undeveloped).The types of projects anticipated are new and expanded heavy and light industrial uses as described below_The PAO will identify the impacts and necessary mitigations for foreseeable industrial developments.The amount of new industrial development is unknown at this time but will be described in the SEIS. • Industrial, heavy use: Establishments that assemble, manufacture, package, or process raw or semi-finished materials to produce goods. Heavy industrial uses can have the potential to be dangerous or to have significant impacts to surrounding properties with noise,odor,nuisance,or vibration. • Industrial, light use: Establishments that assemble,manufacture, package,or process semi-finished materials to produce goods. All processing, fabricating, assembly, or disassembly of items takes place within an enclosed building.Light industry uses tend to be consumer oriented as the products are for end users and typically not to be used in an intermediate step by another industry. The lead agency has preliminarily identified the following elements for analysis in the Supplemental Environmental Impact Statement(SEIS): Transportaiion—systems,traffic,circulation; Water—runoff/absorption, supply;.`lir—quality,odor. Land Use,Housing,Economic Welfare,and Natural Environment were analyzed in the 2017-2037 Comprehensive Plan and Final Environmental Impact Statement(FES)and will be referenced as relevant and necessary. APPLICANT: City of Spokane Valley LOCATION OF PROPOSAL:The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north,the Union Pacific line on the south, and the city limits on the cast. The approximate center of the project area can be further located at 47541'32.2"N 117°09'48.2"W. DE.li RaIINATION: EIS Required. The City of Spokane Valley,as the lead agency,has determined this proposal is likely to have a significant adverse impact on the environment. An F.iS is required under RCW 43.210.0030 (2)(c) and will he prepared The City anticipates supplementing the 2017-2037 Comprehensive Plan and FEIS with additional project level detail for elements not adequately addressed in the original document.The Comprehensive Plan and PETS was adopted on December 13,2016. SCOPING AND COMMENTINiG:Agencies,affected tribes,and members of the public are invited to comment on the scope of the SE1 S. 'lou may comment on alternatives,mitigation measures,probable significant adverse impacts,and licenses or other approvals that may he required.Comments on the scope of the FES must he received on or before 5:00 pm April 3, 2017.Send comments to Chaz Bates at City of Spokane Valley, 11707 E Sprague Avenue,Suite 106,Spokane Valley,WA 99210 or via entail to cbates(atspokanvalley.org AVAILABILITY OF COMPREHENSIVE PLAN AND FMS: The City of Spokane Valley 2017-2037 Comprehensive Plan and FE1S can be read online at www syjokancvalley.orelcn.A hard copy is available for viewing between$:00 am and 5:00 pm at Spokane Valley City Hall located at 11707 East Sprague,Suite 106. STAFF CONTACT: Chaz Bates, AR?, Economic Development Specialist, PH: (509) 720-5315 or email cbatespokanev al ley.oaa_. RESPONSIIII.E OFFICIAL: Mike Basinger, AIC'P, Senior Planner. PIH (509) 720-5331 or email m basinger(ispokanevallcy.org. DATE iSSUFD:March 3,21717 APPEAL: An appeal of this determination must be submitted to the Community Development Department within fourteen (14)calendar days after the date issued. This appeal must he written and make specific factual objections to the City's threshold determination. Appeals shall be conducted in conformance with Chapter 17.90(Appeals)of the Spokane Valley Municipal Code and the required fees pursuant to the City's adopted Fee Schedule shall be paid at time of appeal submittal. Carrie Koudelka,CMC Spokane Valley Deputy City Clerk PUBLISH:03-03-2017 Page l of l Section 3: Notices 43 I Page 4.2 Draft EIS and Document Availablity NOTICE OF ISSUANCE AND AVAILABILITY ADOPTION OF EXISTING DOCUMENT OF THE CITY OF SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT AND PLANNED ACTION ORDINANCE Notice is hereby given that the City of Spokane Valley has issued the Northeast Industrial Area Supplemental Impact Statement and associated Planned Action Ordinance. The City of Spokane Valley is the Lead Agency for the SEIS. The analysis was undertaken to meet the direction of the State Environmental Policy Act(SEPA). The non- project SEIS evaluates the environmental impacts of new industrial development in the City's northeast quadrant. PROPONENT: City of Spokane Valley LOCATION OF PROPOSAL: The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west,Trent Avenue on the north,the Union Pacific line on the south,and the city limits on the east.The approximate center of the project arca can be further located at 47°41'32.2"N 117°09148.2"W. LEAD AGENCY: City of Spokane Valley DOCUMENT BEING ADOPTED and ADOPTION DATE City of Spokane Valley has adopted the 2017-2037 Comprehensive Plan and Final Environmental Impact Statement. Adopted on December 13,2016. AGENCY THAT PREPARED DOCUMENT BEING ADOPTED City of Spokane Valley DESCRIPTION OF DOCUMENT(OR PORTION)BEING ADOPT The Comprehensive Plan and FEIS are an integrated document as such the.entire document and analysis is being adopted for the proposal:however,the analysis as it relates to the location of the proposal and the goals and policies related to industrial lands arc especially relevant. Additionally, Appendix A:SEPA analysis is also relevant. DRAFT CONTENTS: The City prepared a SEIS for the northeast industrial area.The NIA-SEIS evaluates the growth and land use for a 20 year planning horizon established in the Comprehensive Plan.The SEIS reviews potential impacts to air quality,historic and cultural resources,water,and transportation.The NIA-SEIS also identifies potential mitigation measures to address identified impacts. DRAFT PLANNED ACTION ORDINANCE/SDEIS DATE OF ISSUANCE: 8 REVIEW PERIOD: Following the issuance of the NIA-SEIS and related Planned Action Ordinance,a 60-day comment period commences. The public and other reviewers are invited to comment on the draft document.You may submit written comments on the document no later than 5:00 p.m. All written comments must be received by that date and time. Written comments via mail or email must be submitted to: Community and Economic Development Department 10210 East Sprague Ave. Spokane Valley,WA 99206 Email: mbasinger@spokanevalley.org Please note that comments received in response to the draft document,including names and addresses of those who comment,will be considered part of the public record on this proposed action and will be available for public inspection. PUBLIC HEARINGS SCHEDULED: Septemb arming Commission scheduled) Novem ty Council scheduled) DOCUMENT AVAILABILITY: The complete NIA-SEIS, 2016-2036 Comprehensive Plan and DEIS are available for download at: Section 3: Notices 44 I P a g e www.spokanevalley.org/CP. Copies of these documents arc also available for public review at the following location: Spokane Valley City Hall 10210 East Sprague Avenue Suite 106 Spokane Valley, WA 99206 44, Copies are also available for purchase upon advanced notice for the cost of printing(estimated at ) from the City of Spokane Valley at 11701 East Sprague Ave., Suite 106, Spokane Valley,WA 99206. If you have special accommodation needs,please contact the City of Spokane Valley at(509)-921-1000. SEPA RESPONSIBLE OFFICIAL: Mike Basinger,MCP,Economic Development Manager CITY CONTACT: Chaz Bates, AICP, Economic Development Specialist Carrie Koudelka.CMC Spokane Valley Deputy City Clerk Section 3: Notices 45 4.3 Distribution List City of Spokane Valley City Officials Community and Economic Development Mayor and City Council Director Planning Commission Human Resources Director City Manager Finance Director City Clerk Parks &Recreation Director City Attorney Police Chief Public Works Director Other Agencies Local City of Liberty Lake City of Millwood City of Spokane County Spokane County Fire District No. 1 Spokane County Division of Utilities Spokane County Fire District No. 8 Spokane County Water District No. 3 Spokane County Building and Planning State Department of Archeology&Historic Department of Fish&Wildlife Preservation Department of Natural Resources Department of Resource and Conservation Department of Transportation Department of Commerce Department of Health Department of Ecology&SEPA Register Tribal Spokane Tribe of Indians Federal Federal Aviation Administration (FAA) — Seattle U.S. Department of Agriculture, Natural District Resources Conservation Service (NRCS) Federal Emergency Management Agency U.S. Environmental Protection Agency, Region (FEMA), Region X X National Marine Fisheries Service - NOAA U.S. Department of Homeland Security, Region U.S.Army Corps of Engineers — Seattle District X Utilities CenturyLink Consolidated Irrigation District No. 19 Avista Utilities Comcast Media Spokane Valley Herald Spokesman Review Schools Central Valley School District No. 356 West Valley School District No. 363 East Valley School District No. 361 Other Spokane County Joint Aquifer Board Holiday Trailer Court Spokane Regional Health District Kaiser Aluminum Spokane Regional Transportation Council Pinecroft Mobile Home Park Spokane Transit Authority Spokane Business &Industrial Park Spokane County Library District Spokane Regional Clean Air Agency Section 3: Notices 46 I Page 3.4 Final EIS and Document Availablity [To be inserted after adoption] Section 3: Notices 47 I P a g e SECTION 5.0 RESPONSE TO COMMENTS 5.1 Comments and Responses on the Scope A comment letter from Spokane Valley Fire Department was received on scope it contained two comments: • Coordination with Consolidated Irrigation District No. 19 regarding water availability is recommended. • All specific Fire Department requirements shall be conditioned on future commercial permits These comments are noted and do not require an adjustment to the scope of the Supplemental Environmental Impact Analysis. 5.2 Comments and Responses on the DEIS [To completed after the 60-day notice] Name Comment Response ■ Section 4: Response to Comments 48 1 P =o g e APPENDIX A: EXISTING TRANSPORTATION CONDITIONS REPORT FOR SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PAO Existing Transportation Conditions Report Spokane Valley Northeast Industrial Area PAO Prepared for: City of Spokane Valley Updated June 2016 SE17-0508 FEHR g PEERS Contents Study Area 3 Land Use Context 3 Street Network 4 Traffic Operations 6 Transit Network 9 Bicycle Network 10 Pedestrian Network 11 Freight & Rail Access 12 Programed Transportation Projects 15 Key Findings 16 DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Study Area The study area for the Northeast Industrial Area Planned Action Ordinance (PAO) is mapped in Figure 1. The study area is approximately 1.23 square miles of largely undeveloped land located in the northeast corner of the City of Spokane Valley.The area is generally bound by Flora Road on the west (with the exception of a small area to the north where the western boundary extends across Flora Road to 4th Street), the Burlington Northern Santa Fe Railroad on the north, the Spokane Valley city limits on the east and Euclid Avenue and the Union Pacific Railroad to the south. The study area excludes an existing residential development on the northwest corner of Barker Road and Euclid Avenue. Figure 1.Northeast Industrial Area PAO Location Broad Av —J -- - Wellesley Av Heroy Av '..*m `1 • • Rich Avr s Trent Av -} ry i - rt I F I f3NSF RR Industrial Parky%t. . . I Industrial Park B St -a. a I II v Industrial-Park-C-St+ �'-' �I 0 - I I r I f—+-4,I u ?I. s MI II 0 R aI I I i i I i USW t -- t ~ I - I M 1 R I. S. Euclid Av o I r a c L - Buckeye Av Marietta Pv z spukatrr R4F,,,,,, Montgomery Av .4 2 pG ,, 0. —'' m Knox Av Liberty Lake vi a otc ''^"Art Rd a c . Mission Av v Indy,la y i �i ,Sintn Av a w Sharp Av aoapa A'v 4 c Cataldo Av E a .- 2 Broadway Av — - _ E. Mkt Av v rw m wi F 2 PPP�eHaV P I. .I Study Area(PAO) a Valleyway Av 00°1 Spokane Valley City Limits CI O2S 0.5 tM ies u° 541 Py T..te Av Land Use Context The study area consists of 277 acres of developed land and 563 acres of undeveloped land. The majority of developed land is located in the southwest portion of the study area flanking Flora Road and Euclid Avenue and is primarily used for industrial and warehouse related uses (see Figure 2). Based on 2015 transportation analysis zone (TAZ) data, there are currently about 700-800 employees in the study area. Under the City's future land use map, within the recently adopted 2016 Comprehensive Plan, all of the land within the study area is designated industrial. Existing Transportation Network Wage DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 2.Study area aerial view c - C -4,,t,,, � .�;. ." � Y+r'a"4' ,7I-`' -Vit-i', ,.'ft. _ -, 11 416 1 _ ter - I� , II�I , r-o r 3 riF am 1 {{ i . , 4--Iii 1 ,i 7 _ --- 0 11 �+ _ �~ b _,.., 4 +,4 4,Ee i 1 4 . d ; y6 ' y b-ip . "V'',15,:,i; • - , 1"1640.0. 1. ''. • ' ilatZttilt %. ' .,- . '11 � �(-' �. +1 ,4'1+ e L 1 i ab" .: , ; M 4 •5tutl gree Street Network The street network within the study area is fairly coarse compared to other parts of the City, as much of the land is undeveloped and there are few local streets.There are three existing collector and arterial streets within the study area each spaced about a mile apart (see Figure 3 and Figure 4). All streets within the study area have two lanes,there are no signalized intersections and only a few streets segments contain curb and gutter. Euclid Avenue on the south edge of the study area provides the only east-west connection across the study area. Figure 3.Arterial&Collector Streets in the Study Area Miles in %curb Street Dir. Class #of Posted ADT study & Major intersecting Lanes Speed (%trucks) area gutter streets nearby Barker Road N S Minor 2 45 5,500 0.9 3% Trent Avenue, 1-90, Arterial mph (12%) Appleway Avenue Flora Road N-S Minor 2 35 1,900 0.9 0% Trent Avenue Arterial mph (16%) Euclid E W Collector 2 35 2,800 1.5 0% Barker Road, Flora Avenue mph (17%) Road, Sullivan Road Existing Transportation Network Wage DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 4.Existing street classification and average daily traffic(ADT) w I v L.roa[1 A, �- I W 3500 19100 � 3506 ':°v-leEdzy ..•"w CC S 1 Z15p0 r F a. ■ Rich As -{rent Ay w• ■ in 19_,.....„....=.77......,-------. s ■ a 23000 4 r _ ■ c ■ �BSSF RR Industrial ParktAX.. r ■ pp Industrial Park 0 St - i 2 II c ■ 4 $ Industrial-Pa t'St 17-1 1 a', r r - U I I _i I +n—r rn paclflc :ri 11UrtonI I i �'°--�' 2400 - ■ - 1 2300 '2400 Euclid cvr., •,,,� c =4100o + _c ■ Buckeye Av aJ Marietta VI 2 sp aree Rrr,,," 9z k''', S Montgomery As / m w v R 9a- 7 g a C Knox As Liberty 2 Lake7v$ - a C Pit Rd 1600 4600 0 Missdon As 4100 -c m s S a .. 47 ++d ana 4 a Sinto Ay'� J 00 x .. 13700 a m Sharp As Boone Pv cc 3860 ii c 7 o 63 g Catalda As Collector `n .. 8 410 _ ��$ MinorArlerial 9500 9300 1 21000 6100 900 .- �- - -- Broadway AV %�Iki P. PnncipalArterial o $ c 40 42000 as Pv Study Area g o = $ Valleyway Av`+F- c Rv r...0) + ■ ■ e ;, o as < a CO3j\eI ,00Q c Spokane Valley City Limits .__ �+ Main AV t ti+x Av Major Streets • Barker Road—Barker is the primary north-south street through the study area. It is the only street in the study area that crosses the Spokane River,thus providing direct access to 1-90 and Appleway Avenue to the south. It also connects with Trent Avenue to the north. As a result this street has the highest existing traffic volumes in the study area averaging about 5,500 vehicles per day. Barker is designated as a minor arterial within the study area.The posted speed is 45 mph in the study area and 35 mph south of Euclid. • Flora Road—Flora Road is parallel to Barker Road and located one mile to the west of Barker.This street provides connections between Trent Avenue and Euclid Avenue, but does not connect across the Spokane River. It becomes a private pit road south of Euclid. • Euclid Avenue — This is the only continuous east-west street through the study area providing connections between Liberty Lake to the east and Sullivan Road to the west. However, the street dog-legs where it intersects Barker Road (crossing the UP railroad tracks) and Flora Road in the study area. Local Streets Excluding the small residential development on the northwest corner of Barker Road and Euclid Avenue (which is not part of the study area),the study area contains just three publicly accessible local streets (Dalton Avenue,Tschirley Road and Eden Street) combining for just over 1 mile in total length. Eden Street is one of the only streets in the study area with a curb and gutter. Existing Transportation Network 5 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Major Regional Roadways Nearby There are several major regional roadways that,while outside the study area, provide access to the state and national highway system. Connections to these roadways will be critical to employee and freight access as part of future land development. • Trent Avenue (SR 290)—Trent is a major east-west connection and freight artery through the Spokane region. It is a five lane principal arterial road just north of the study area with a 50 mph posted speed.There are side street stop controlled intersections where both Flora Road and Barker Road intersect Trent. • 1-90— 1-90 is the major east-west interstate highway across the state of Washington and is one of the principal interstates spanning the country from coast to coast.This highway is an important artery for freight and interstate travel in the region. An interchange to 1-90 is located 1.5 miles south of the study area along Barker Road. • Appleway Avenue—Appleway/Sprague is the major east-west corridor through the heart of Spokane Valley. Barker Road intersects Appleway Avenue about 2 miles south of the study area. • Sullivan Road—Sullivan Road is a major north-south arterial located just to the west of the study area. Euclid Avenue intersects Sullivan about 1 mile west of the study area. Traffic Operations The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic(LOS A)to highly-congested conditions (LOS F).The description and intersection delay thresholds of each LOS category are described in Figure 5. These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. Figure 5.Level of service description and delay thresholds at intersections Level of Signalized Unsignalized Service Description Intersection Delay Intersection Delay (seconds) (seconds) A Free-flowing conditions. 0-10 0-10 B Stable operating conditions. 10-20 10-15 Stable operating conditions, but individual motorists 20-35 15-25 are affected by the interaction with other motorists. D High density of motorists, but stable flow. 35-55 25-35 E Near-capacity operations,with speeds reduced to a low 55-80 35-50 but uniform speed F Over-capacity conditions with long delays. >80 >50 Source: Highway Capacity Manual 2010,Transportation Research Board The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors Existing Transportation Network 6 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) Figure 6.Intersections included in LOS analysis Broad Av _— Wellesley Av r _ I�. Heroy A: -0• 1 Rich Av t F 1 TrentAv ��YC �•• 1 _....15..___ r 1 BNSF RR Industrial ParktA 5t. . .t. 1 III Industrial Park B 5t s 1 . ^ 1 V IndustnahPark-CSt'+ +''v I v I I L I. ,n-1-12 1 r°o r i 1= -.m 1 1PacfIL c RH 7.'_ 1 "' ,/, 1 Z 11 1 uoroo IIII ~ 1 11111111111 13 3 a 1- -. Euclid Av DBuckeye Av 1 Marietta Av 55,ioka,ae Ripe, Montgomery A: L k er 0. ''"� m Knox Ay Liberty Like a-cl 2 d Pit Rd a cc 4 l55ion Av Hrli dyna u a _---.7-, 1' 51 rico AV ¢2 y Sharp Av oone Av ma c Cataldct A: ty N E 12 - m r Broadway A: --CV — m Alki Avv • • • o g pv P4P�WaV P 1� �1 Study Area(PAD) a. Valleyway A: c �w1e`I Spokane Valley City Limits 5 0.25 OS 1 -e P4 �,xpn Av Wes A total of 18 intersections in and around the study area (shown in Figure 6) were identified by Spokane Valley staff as important to describing existing traffic operations and to use as a baseline for forecasting potential traffic impacts from future land use changes within the study area.Traffic counts were collected at all 18 intersections during both the AM and PM peak hour on a weekday (either in June, 2016 or February, 2017). Synchro (a transportation planning software) was used to analyze traffic operations, including LOS, at each intersection based on traffic volumes,turn movements, and average percent truck traffic during the peak hour on each road segment. The results of the existing conditions LOS analysis, including delay in seconds, for each intersection are shown in Figure 7. Figure 7.Existing LOS at selected intersection in and around the study area AM Peak PM Peak Approach Intersection Type Delay Delay reported (secs) LOS (secs) LOS (AM/PM) 1 - Barker Rd/Trent Ave Side-Street Stop 59 F* 41 E NB 2 - Barker Rd/Euclid Ave (north) Side-Street Stop 10 A 11 B EB 3- Barker Rd/Euclid Ave(south) Side-Street Stop 12 B 17 C WB 4- Barker Rd/Buckeye Ave Side-Street Stop 13 B 10 B WB 5- Barker Rd/Riverway Ave Side-Street Stop 16 C 20 C WB 6- Barker Rd/Indiana Ave(north) Side-Street Stop 11 B 12 B EB 7- Barker Rd/Indiana Ave (south) Side-Street Stop 14 B 15 B WB Existing Transportation Network 7 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO AM Peak PM Peak Approach Intersection Type Delay Delay reported (secs) LOS (secs) LOS (AM/PM) 8- Barker Rd/Mission Ave Signal 13 B 17 B 9- Barker Rd/Boone Ave Side-Street Stop 22 C 18 C EB/WB 10- Barker Rd/Westbound 1-90 Ramps Signal 68 E 43 D 11- Barker Rd/Eastbound 1-90 Ramps Signal 44 D 113 F 12- Flora Rd/Trent Ave Side-Street Stop 129 F 124 F SB/NB 13- Flora Rd/Euclid Ave(north) Side-Street Stop 11 B 11 B WB 14- Flora Rd/Euclid Ave(south) Side-Street Stop 10 A 10 A EB 15-Sullivan Rd/Trent(north) Signal 16 B 12 B 16-Sullivan Rd/Trent(south) Signal 13 B 21 C 17-Sullivan Rd/Euclid Ave Signal 51 D 60 E** 18- Del Rey Dr/Trent Ave Side-Street Stop 23 C 18 C SB Source: Fehr&Peers *Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant **LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor-wide As shown in Figure 7, under the existing conditions, most intersections included in this study currently meet the City of Spokane Valley's LOS criteria in both the AM and PM peak periods. However, the following intersections do not currently meet the City's LOS standards resulting in noticeable delays for some drivers during the peak hour: • Barker Rd/Trent Ave AM Peak (northbound approach) • Barker Rd/ 1-90 WB Ramps AM Peak • Barker Rd/I-90 EB Ramps PM Peak • Flora Rd/Trent Ave AM Peak (southbound approach) and PM Peak (northbound approach) Barker Road/Trent Avenue The Barker Road/Trent Avenue intersection does not meet the LOS standards identified in the City of Spokane Valley Comprehensive Plan. This is because this intersection operates at LOS F (as measured by the delay to vehicles in the northbound approach) during the AM peak-and peak hour traffic volumes are sufficient to meet the peak hour signal warrant using MUTCD1 criteria. The City is planning to grade- separate Barker Road with the BNSF railroad (just south of Trent Avenue) as part of the 6-year TIP, which would change the configuration of this intersection in the future(see Programmed Transportation Project section below), however the final design for the grade separation still needs to be identified. Barker Road/I-90 Intersection Improvements are planned as part of the City's 6-year Transportation Improvement Program along Barker Road at the 1-90 interchange (see Programmed Transportation Projects section below). In addition, WSDOT recently finalized an Intersection Justification Report (IJR) to reconstruct the Barker Road/I-90 intersection to include a roundabout at each on-ramp and a new bridge over 1-90. These and other planned improvements will improve LOS at the Barker Rd/I-90 intersections and will be factored into future year traffic analyses. 1 Manual on Uniform Traffic Control Devices(MUTCD),Federal Highway Administration,https://mutcd.fhwa.dot.gov Existing Transportation Network 8 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Flora Road/Trent Avenue Analysis shows that the Flora Rd/Trent Ave intersection currently operates at LOS F during both the AM and PM peak. Since this is a side-street stop controlled intersection, LOS is measured based on the approach with the highest delay.The highest delay during the AM peak is from the southbound approach, where traffic originates primarily from a residential development north of Trent Avenue(outside the study area). In the PM peak,the highest delay occurs on the northbound approach,where traffic originates from the industrial sites south of Trent Avenue. In addition to operating at LOS F,an analysis of peak hour traffic volumes indicate that this intersection meets the peak hour signal warrant.As a result of operating at LOS F and meeting the peak hour signal warrant, this intersection does not currently meet the City's LOS standards. Future analysis will consider either signalizing this intersection to meet LOS standards or potentially closing the Flora Road at-grade railroad crossing over the BNSF tracks(just south of Trent)and diverting traffic to Barker Road as part of a new grade-separated crossing planned at that location. Sullivan Road/Euclid Avenue The Sullivan Rd/Euclid Ave intersection operates at LOS E during the PM peak. However, because Sullivan Road is a major arterial the LOS is measured corridor-wide. According to the City's Comprehensive Plan, Sullivan Road currently meets the LOS D standard when assessed corridor-wide and thus LOS E is considered acceptable at the Euclid intersection based on the City's standards. This intersection is also slated for reconstruction in 2017 as part of the City's 6-Year TIP, which will include minor improvements to the lane configuration. WSDOT LOS Standards Trent Avenue is a State Highway (SR 290) maintained and operated by Washington State Department of Transportation (WSDOT). Trent Avenue is not defined as a Highway of Statewide Significance (HSS) by WSDOT and therefore has a LOS standard that is established by SRTC and WSDOT, which is set at LOS D. The Barker Road/Trent Avenue and Flora Road/Trent Avenue intersections currently operate at LOS F during the peak hour and the peak hour signal warrant is met at both these intersections. Ultimately, Spokane Valley is considering modifications at both intersections, which could include closing the Flora Road section south of Trent Avenue (which could also include channelization changes to improve the operations of the north leg) and a grade separation of the BNSF railroad at Barker road (which could include a new traffic signal, roundabout, or interchange at Barker/Trent). Transit Network Spokane Transit Authority(STA) provides public transit service within Spokane Valley. However, no fixed-route transit service is provided in the study area.The closest bus stop is about a mile south of the study area at the Barker Road/Mission Avenue intersections.This stop is served by route 98 which operates at 30 minute frequencies during weekdays between Liberty Lake and the Valley Transit Center. Route 96 also stops just over a mile west of the study area at the Sullivan Road/Euclid Avenue intersection.This route also operates at 30 minute frequencies weekdays and connects North Sullivan Road with the Mirabeau mixed-use commercial area, Pines Road and the Valley Transit Center. As the study area densifies, STA may provide transit service in the future and all arterial roadways will be designed to accommodate transit vehicles. Existing Transportation Network 9 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 8.Existing transit network nim Broad As — ' Wellesley Av .I ro a • ••• Mercy Av r A. ■ r r r ■ Rich Av r • r I Trent Av •r• I • r r a„roe __,__, r I BfvSF RR Industrial Parivx r r r ■ ■ v 1 Industrial Park B St Zr'■ ac • • ■ .: 6ndustnal-Park-C-S't'+L `Ct I r r I R all -A rs i } 1 i « L. c ° ' I Jet'5 Peciflc R • ` } ~ K l m � I 1 _• _ To I I 11, u L Euclid As 1 I • Buckeye As *Marietta Pv spokane Rip 4 m to Montgomery As I m O m 1. A a. 0Knox Av Liberty • a -a Lake • • e ,q • India 'Prt Rd 3 '• Route 98• e a - • na v ,fission `v a 41, a Snto A n a Sharp A., pporte F'`' m t -a y -0 a p Route 174 Cataldo Av , E Q p EC , _ 0 STA Bus Stops mr U. 'c • Broadway As a Aiki Av R STA Bus Routes l aV °' o c Av PO*" 4..,Study Area a • Valleyway Av o,N1eY o yy ►hv. Nix°n Av Spokane Valley City Limits — Bicycle Network There are no existing bicycle facilities within the study area. However, some bicycle facilities exist just south of the study area.These include a bicycle lane on Barker Road just south of the study area (that extends for about 2/3 of a mile) between the Spokane River Bridge and Boone Avenue and the Centennial Trail multiuse path on the south side of the Spokane River also just south of the study area. This Centennial Trail spans about 7 miles across the City of Spokane Valley and beyond connecting the Pasadena Park area with Liberty Lake. Nearby bicycle facilities are mapped in Figure 9. Bicycle lanes are planned to be constructed along Barker Road between the Spokane River and Trent Avenue and between Boone Avenue and Appleway Avenue by year 2021 as part of the City's Barker Road Improvement Project(see the Programmed Transportation Projects section below). As part of the City of Spokane Valley's Bike and Pedestrian Master Program, bicycle lanes are also proposed on Flora Road and a multi-use trail is proposed parallel to Trent Avenue just north of the study area. No funding or timeline has been identified for these projects. Existing Transportation Network 10 1 Page DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 9.Existing bicycle network Broad Av ---' Wellesley Av Illi 11 heroy Av r r r ' 1 w ►r 1 Rich Av . r r I Trent Av ...'r 1 _,--+ I �BNSF RR Industrial ParkiAt.. - I 1 industrial Park B St 1,1 — I 7ii cc I rc ti Industrial-Park-C"St'+£� t I ., -6'_ I I I I i_.r41 _y r$•rri ' I Unlmrav GFRMill 1 I n. 1 1 I c Euclid Av I If. Buckeye Av JI Liberty Marietta AvS kaa"p Ri'•� Lake ry 9 l_ °i Morrtgorn As ' m rr c �F- T Knox Av i 9 ? 0 — 0 FibE 'Pft Rd < n ission As b ',liana4, '' ' a '� _ �,Sintn Av —.6011a m Sharp A Boone Av FE a Bike Friendly Route Cataldo As a gp - Existing Bike Lane x Broadway Av -- _m_„c9,--, -. Existing Shared Use Path g I Alki Av Ay . m o -o tie1'- g — 1 Study Area s Valleyway Av w Spokane Valley City Limits '�_ a ( *Av aR Av tltx Pedestrian Network The majority of the streets within the study area do not have sidewalks, curbs or gutter.The two exceptions are shown in Figure 10. These include a 0.3 mile stretch of Eden Avenue north of Euclid Avenue that has a 5 foot sidewalk and curb on both sides of the street. The sidewalk on the east side of is detached from the curb, while on the west side it is attached except for the northern section.There is also a short segment (about 360 feet) along the west side of Barker Road with a detached sidewalk and curb that was constructed as part of a recent development. There are no signalized pedestrian crossings in the study area and no painted crosswalks. Existing Transportation Network 11 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 10.Existing sidewalk network Iiii 11 Broad AW a Wellesley Av _ • eray Au — -,l ► ►O -■ 1. Rich Av .► Trent Av .► I BNSF RR Industrial ParkeA5t-- 1 II- Industrial Park B St sI Industrial-Park"C"St�r�^'� m I j -` f Union P S6c1711 III i Euclid Av I , _ I Buckeye Au MariettaaAv 2 oIQV1e Rri. ,--=- c. SP k d Montgomery Av 2 Y B 1 m. Knox./5a LI ': 1I��: Lark y Ake Y d Prr Rd UrfaISSiOn Av � Irya rad fI-n ; • .-- C 14 SI nto Av il Sharp A ?pc, pv '%27::-''' ''' 7111111411 I Cataidta Av cc -�,' ! Be _ — — Existing Sidewalks a rr Brolad�vray]A� — --- —. -- - om ."' —2��r Alki Av P I. -I Study Area °�° } - y, e A9Pie'"ay� Railroads ,° Valle ay Av u _ CAw�y �Pv1 Av Spokane Valley City Limits II �,��ry I oto c, �l l � Barker Road and Euclid Avenue both have pedestrian facilities just outside the study area.There are sidewalks on both sides of Barker Road just south of the study area (beginning at the bridge over Spokane River) and on both sides of Euclid Avenue just west of the study area. Sidewalks are planned to be constructed along Barker Road from the Spokane River to Trent by year 2021 as part of the City's Barker Road Improvement Project(see the Programmed Transportation Projects section below). Freight& Rail Access The developed land within the study area and the land just west of the study area are mostly industrial in nature. In addition, future land use of the entire study area is designated as industrial as part of the City' Comprehensive Plan and zoning code.Thus, truck and rail access are critical to the day-to-day needs of existing businesses and will be important for future developments. Truck Routes& Volumes There is a high percentage of truck traffic on the major streets in the study area compared to other parts of Spokane Valley. Figure 3 shows that truck traffic on the three major streets in the study area (Barker Road, Flora Road and Euclid Avenue) account for about 12-17%of the average daily vehicle traffic, and 3-13%of the peak hour traffic. Figure 11 shows that these streets are classified as T-3 based on the annual freight tonnage they carry (between 300,000 and 4 million tons of freight per year). Several major corridors around the study area support even higher volumes of freight, including Trent Avenue, I- 90, Sullivan Avenue and a section of Barker Road just south of 1-90.These roadways are classified as T-1 or T-2, carrying more than 4 million tons of freight per year. Existing Transportation Network 12 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 11.Truck route classification and at-grade railroad crossing locations Broad A., :i.,-----' L� i 1—" Wellesley AV - . 1 Heroy Ay i •r ~ ' '1 II '• 1 Rich Ay ,M ' I Trent Av___ - . -r* 1 � � I I onsF FiR Industrial ParkSA St.. a 1 a Industrial Park B StI -a I ; ^' ,7i 11 industriad-ParkC'S't'+ m I r,-. -__ Y +'I } I i " I V ? I - - I PaG*RP y�-•/t I I lln I I i -I I I K I �r § 1 v Euclid AY 1 L Buckeye Ay Marietta Py ,)kuneRd, � 1_ w Montgomery Ay m Knox Ay Liberty Lake -,2 Y tic Fir E m 2 c Ph Rd `x o Mission Ay a.1,, w X Sinto AV a Z Sharp A $pope P'-' Route Classification b aT-17:=10million tonslyear Cath Id o Av co ,..,T-r:4-td million tonslyear E s Broadway As �T-3=301,00d-0mitlion tanrAyear —m r' Arid Ac 4 iga At-Grade Railroad Crossings 3 m a 1e,Nay F Raikciads Valleyway Au c s CoHle4 i''' [PP =1 Study Area(PAO) s3 V 4a�Ni lyYx-1' An Spokane Valley City Limits Rail Operations In addition to the major truck routes in the area, the study area is also flanked by two mainline railroads. The Burlington Northern Santa Fe (BNSF) mainline parallels the northern edge of the study area and the Union Pacific (UP) mainline parallels the southern boundary of the study. The BNSF route is one of the company's main transcontinental lines between west coast ports and the interior of the country and hosts Amtrak's twice daily Empire Builder between Chicago and Seattle/Portland. Both rail companies also have rail spurs to industrial land uses west of the study area.While no rail spurs currently exist in the study area, preservation of access to both rail lines will be important to future industrial development within the study area. There are four at-grade crossings of the mainline railroads within the study area illustrated in Figure 11, one for each rail line on both Barker Road and Flora Road. Figure 12 illustrates some basic operating characteristics for each of these at-grade crossings. Federal Railroad Administration (FRA) data indicates that the BNSF line hosts about 54 trains per day, mostly long-haul freight trains passing quickly through the area, and the UP line hosts about 9 trains a day, including a combination of short-haul freight, long- haul freight, and short trains performing switching operations. Historic crash data indicates that the grade crossings on Barker and Flora Road for both rail lines have operated safely over the last 25 years. Figure 12 shows that despite the high train volumes, it has been over 25 years since a crash occurred at any of the four at-grade rail crossings in the study area. Existing Transportation Network 13 I Page DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Figure 12.Operating characteristics of at-grade rail crossings in the study area Average Typical Gates Down Railroad Street Trains Train Average/Max Typical List of Crashes Crossing Train Speed (1975-2016) per Day Frequency (minutes) Barker Road 54 10-90 mins 3:00/4:30 1-79 mph • 1991- Fatality BNSF • 1975—no injury Flora Road 54 10-90 mins No data 1-79 mph • 1990 no injury UP Barker Road 9 1-4 hours 2:00/4:00 24-49 mph • 1989- Fatality Flora Road 9 1-4 hours No data 24-49 mph None Source: Fehr&Peers; Federal Railroad Administration Traffic Impacts of At-Grade Rail Crossings Based on data collected on February 14, 2017 the gates at the Barker Road/BNSF crossing were down for an average of about 3 minutes per train crossing, but ranged anywhere from 30 seconds to 4.5 minutes. At the Barker Road/UP crossing, gates were down an average of about 2 minutes per train crossing and ranged from 30 seconds to 4 minutes. Figure 13 shows the estimated vehicle queue length in feet on Barker Road during both the AM and PM peak hour when the gates are down at both the BNSF and UP crossing. Trucks are assumed to be the equivalent of three passenger vehicles and each passenger vehicle is assumed to be 25 feet in length. Queues were calculated using Synchro and are based on observed gate down times and traffic volumes. The estimates include both the average, which is the 50th percentile queue length during an average gate down time and the worst case, which is the 95th percentile queue length during the peak hour during the longest gate down time observed.The latter likely only occurs a handful of times per year, although is about five times more likely to occur on the BNSF line than the UP line because trains are five times more frequent on the BNSF line. Figure 13.Vehicle queue lengths at the Barker Road at-grade rail crossings when gates are down during the peak hour Vehicle Queue Length(feet) Trains Gate Down AM Peak PM Peak Frequency per day Time NB SB NB SB BNSF Crossing Average (50th percentile) 54 3 minutes 150 250 275 275 Worst Case(95th percentile) 54 4.5 minutes 275 425 475 475 UP Crossing Average (50th percentile) 9 2 minutes 300 250 225 500 Worst Case(95th percentile) 9 4 minutes 700 250 525 1,050 Source: Fehr&Peers Figure 13 shows that queues are typically longer during the PM peak(when traffic volumes are greater) and are longer at the UP crossing than the BNSF crossing, although much less frequent (because trains are much less frequent at the UP crossing than the BNSF crossing). During the PM peak hour, the vehicle queue is typically about 275 feet long on either side the BNSF crossing along Barker Road (about 11 vehicles queued in each direction). During the worst case scenario, queues can be as long as 475 feet on either side of the BNSF crossing(about 19 northbound and 19 southbound vehicles). It should be noted that in the southbound direction there is only about 100 feet between the railroad crossing stop bar and the Trent Avenue intersection, which is enough space for about 4 cars (or 1 truck and 1 car).This means Existing Transportation Network 14 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO the queue typically extends about 175 feet along Trent Avenue (and can be as long as 375 feet during the worst case scenario). Vehicles queued on Trent would be in either the westbound left turn pocket, which is about 200 feet long or the eastbound right-turn lane, which is about 300 feet long. Currently these lanes are long enough to store vehicles queued on Trent during the worst case scenario without spilling into the thru lanes. When gates are down at the UP crossing during the PM peak hour, queues typically build up to about 500 feet southbound and 225 feet northbound (with the queue typically spilling onto both directions of Euclid Avenue). During the worst case scenario queues can be 1,075 feet in the southbound direction during the PM peak and 700 feet in the northbound direction during the AM peak. Lastly, because there are no grade-separated rail crossings in the study area, there are times that the gates are down on both the UP and BNSF line at the same time.This could delay access into or out of the site for emergency vehicles by as much as 4 minutes.The nearest alternative route would be via Sullivan Road (2 miles west of Barker Road), which is grade-separated from both railroads, and Euclid Avenue. Programed Transportation Projects Several streets within the study area and surrounding intersections are programmed for improvement as part of the Spokane Valley Department of Public Works' Six-Year Transportation Improvement Program (TIP) and/or as a part of the Spokane Regional Transportation Council (SRTC)financially constrained project list in the Horizon 2040 Plan. Programmed projects within the study area that will impact intersections analyzed as part of this project are listed in Figure 14. Figure 14.Programmed transportation projects located in the study area or at key intersections nearby Project Description Program Year Agency In Study (Project#) Responsible Area? Euclid Avenue Replace roadway and widen Spokane Valley Reconstruction—Flora shoulders as part of new 2017 CIP 2017 &Spokane Yes to Barker sanitary-sewer installation County Reconstruct intersection in Sullivan/Euclid- 6-year TIP City of Spokane Concrete Intersection concrete pavement(slight (#16) 2017 No Valley change in lane configuration) Barker Road—Euclid to Reconstruct to 3-lane urban 6-year TIP City of Spokane Trent section (#36) 2021 Valley Yes Barker Road Widen and improve to 5-lane urban section; roundabout @ 6-year TIP City of Spokane Improvement Project— 2021 No Appleway to I-90 Broadway; realign east leg of (#37) Valley Broadway Barker Road Reconstruct and widen to 3-lane 6-year TIP City of Spokane Improvement Project— 2021 No Spokane River to Euclid urban section (#41) Valley Barker Road/BNSF Construct grade separation at 6-year TIP City of Spokane Grade Separation Barker/BNSF RR/Trent (#42) 2021 Valley Yes -90/Barker Road Construct general purpose lanes Horizon Interchange and replace Barker Rd I/C 2040 Plan 2020 WSDOT No (#12) Existing Transportation Network 15 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Project Description Program Year Agency In Study (Project#) Responsible Area? Horizon Sullivan Road Bridge Construct new bridge over Trent 2040 Plan 2031- City of Spokane No over Trent and BNSF railroad tracks (#29) 2040 Valley Key Findings The following list provides a summary of key findings from the existing transportation conditions analysis of the Northeast Industrial Area Planned Action Ordinance. It will be important to consider these findings when planning the future transportation network within and around the study area. • Street connectivity is limited (especially east-west connections), but there is opportunity for improvement.The street network within the study area is fairly coarse and there is only one continuous east-west connection (Euclid Avenue).This level of connectivity is sufficient today given the lack of existing development and low traffic volumes, but additional connections will be provided as new development occurs within the study area.The three major streets within the study area (Euclid Avenue, Flora Road and Barker Road) provide a solid foundation for future connectivity.All three streets are part of the City's existing arterial/collector network and are aligned with the City's existing north-south/east-west grid structure.They are each spaced about a mile apart and provide key connections to other roads outside the study area. Given that most of the land within the study area is undeveloped, there is ample opportunity to plan a connected street network as the area is built-out. • Existing traffic volumes are relatively low,while truck volumes are relatively high. Because much of the land is undeveloped, all of the streets within the study area carry relatively low traffic volumes today. Barker Road has the highest traffic volumes with just over 5,000 vehicles per day. Because of the industrial nature of the area, truck activity represents about 12%-17%of daily traffic in the study area, and less during the peak hour. • Most area intersections currently meet the City's LOS standards for traffic congestion. An analysis of 18 intersections in and around the study area during the morning and afternoon peak periods found that traffic in all but four locations currently meets the City's level of service (LOS) standards for traffic congestion. Three of these intersections are planned for improvement in the next several years, either by WSDOT or as part of the City's 6-year TIP. These include the Barker Road/I-90 eastbound and westbound ramps and at Barker Road/Trent Avenue.The other intersection failing the City's LOS standard is at Flora Road/Trent Avenue. Future analysis will consider either a signal at this intersection or potentially closing the southern approach across the BNSF tracks in conjunction with the planned intersection improvement at Barker Road/Trent Avenue. • There is minimal existing multimodal infrastructure. Non-auto transportation infrastructure (pedestrian, bike, and transit facilities) are nearly non-existent within the study area. However, several planned projects will improve walking and bicycle access to and within the study area. Barker Road is slated to be widened to a three-lane urban section through the study area by 2021.This project will add continuous bike lanes and sidewalks, which will connect to the pedestrian and bicycle network to the south. Bike lanes are also planned along Flora Road, and a new multiuse trail is planned parallel to Trent as part of the City's Pedestrian and Bicycle Master Program, although no timeline or funding has been identified for these projects. Existing Transportation Network 16 I Page DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO • Good access to freight routes.The location of study area provides good access to regional and interstate truck routes and the national rail network. Both the BNSF and UP railroads have mainline tracks running through the study area,with potential for new spurs. Several regional roads and highways important to freight and employee access are within 1.5 miles or less of the study area, including Trent Avenue, 1-90,Appleway Avenue, and Sullivan Road. Connections are provided from the study area to these regional corridors primarily by Barker Road, but also Flora Road and Euclid Avenue. • Vehicle queues on Barker Road at the at-grade rail crossings.Analysis shows the average vehicle queue on Barker Road when the gates are down at the BNSF rail crossing is 275 feet(on either side of the crossing), but can be as much as 475 feet when the gates are down longer than usual during a spike in peak hour traffic. Queues sometimes extend north onto Trent Avenue, but analysis show that even during the worst case scenario would be contained to the right-and left-turn lanes (and not the through lanes). While queues are typically longer at the UP crossing, they occur about five times as frequently at the BNSF crossing which hosts about 54 trains per day. At the UP crossing during the worst case scenario (long gate down times during a spike in peak hour traffic) analysis shows that queues can be as long as 1,075 feet in the southbound direction and 700 feet in the northbound direction. • Barker Road provides a critical connection to the study area. Barker Road has the highest existing traffic volumes in the study area, is the only street through the study area that crosses the Spokane River(connecting Trent Avenue with 1-90 and Appleway Avenue) and provides access to most of the undeveloped land in the study area. As such, this will be an important corridor for future development. Several capital improvement projects are also planned along Barker Road over the next five years that will greatly enhance multimodal access to land within the study area.These projects include: o Converting Barker to a three-lane urban section (with bike lanes, sidewalks and curb and gutter)from the Spokane River to Trent Avenue o Reconstructing the Barker Road interchange with 1-90 o Improving the Barker Road/Trent Avenue intersection to create a grade-separation with the heavily trafficked BNSF mainline and to better connect Barker Road and Trent Avenue Existing Transportation Network 17 I P a g e APPENDIX B: SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PAO TRAFFIC ANALYSIS FOR PHASE 1, PHASE 2,AND PHASE 3 FEHR4' PEERS MEMORANDUM Date: December 21, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO— Phase 1 Traffic Analysis 5E17-0508 INTRODUCTION This memo presents traffic operations findings associated with the first phase (Phase 1) of land use growth in the Spokane Valley Northeast Industrial Area. Phase 1 consists of two adjacent industrial developments proposed on approximately 80 acres of currently undeveloped land on the northeast corner of Barker Road and Euclid Avenue in Spokane Valley. The two projects are estimated to have a combined total of 375 employees when they open. For purposes of this analysis, opening day for these projects is assumed to be in 2019. The focus of this analysis is on traffic impacts at the major intersections on Barker Road between I-90 and Trent Avenue as well as traffic impacts the two at-grade rail-crossings along this stretch of Barker Road, which includes the mainlines of the Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) railroads. Intersections analyzed as part of Phase 1 include: • Barker Rd/Trent Ave • Barker Rd/Euclid Ave (west) • Barker Rd/Euclid Ave (east) • Barker Rd/Mission Ave • Barker Rd/I-90 Westbound Ramps • Barker Rd/I-90 Eastbound Ramps 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 PHASE 1 LAND USE DESCRIPTION Information about each project included in Phase 1 relevant to trip generation and distribution is summarized below. This information came from site plans and other information submitted by the developers.The projects are identified for reference as Project#1 and Project#2. Project# 1 • 40 acre site o Manufacturing facility(150,000 square feet) o Storage Space (115,000 square feet) • 150 employees • New rail spur off Union Pacific mainline Project#2 • 40 acre site o Manufacturing facility(350,950 square feet) o Warehouse (45,840 square feet) o Research &development institute (41,470 square feet) o Storage (60,100 square feet) • 225 employees (split shift) o Shift 1: 125 employees (6 AM —4:30 PM) o Shift 2: 100 employees (4:30 PM —3 AM) • New rail spur off Union Pacific mainline • 30 large trucks entering/exiting facility per day METHODOLOGY Trip Generation New vehicle trips associated with the two projects in Phase 1 were estimated for the morning and afternoon peak hour on a typical weekday using the ITE Trip Generation Manual, 9t"Edition.Trip rates were calculated based on the number of employees.The land use of both sites was assumed to be General Light Industrial (ITE Code 110) as this land use type best matched the anticipated trip rates and directional distribution by time of day for the two proposed developments. Note that Manufacturing (ITE Code 140) was also considered, however, the General Light Industrial use resulted in slightly more conservative (higher) trip generation rates and more accurate directional distribution given information provided by the developer about shift changes, so that land use category was used. Project #1 is assumed to have a traditional 8 AM — 5 PM schedule for most employees and thus no adjustments were made to the ITE trip generation rates. However, based on information from the project applicant, Project#2 will have a split shift, with the first shift consisting of 125 employees from 6 AM—4:30 -, 1 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 PM and the second shift consisting of 100 employees from 4:30 PM—3 AM. For Project#2, peak hour trips during the morning were estimated using the number of employees scheduled for the first shift (125) and the ITE trip rate(0.44) and directional distribution (83%in, 17%out)for light industrial during the AM peak. It should be noted that this will result in a conservative estimate of morning trips during the peak hour as most of these trips will actually occur prior to 6 AM.1 To account for the shift change during the PM peak, two different trip rates were used, one for each shift: • For shift 1 (125 employees), the PM peak hour trip rate (0.42) and distribution (21% in, 79% out) for light industrial was used • For shift 2 (100 employees), the AM peak hour trip rate (0.44) and distribution (83% in, 17% out) for light industrial was used Figure 1 illustrates the estimated vehicle trips that will be generated from Phase 1 using the methodology described above. Phase 1 is anticipated to generate a total of 1,198 new trips per weekday, including 131 in the morning peak hour and 160 during the afternoon peak hour. Figure 1:Vehicle Trip Generation AM Peak Hour PM Peak Hour Weekday Trip Generator Land Use Employees Total In Out In Out Project#1 Light Industrial 150 56 10 13 50 473 Project#2, 15t Shift Light Industrial 125 46 9 11 42 399 Project#2, 2nd Shift Light Industrial 100 0 0 37 7 326 Total 375 112 19 61 99 1,198 Truck Trips Truck trips from both project sites are not expected have a significant impact on the percentage of trucks on the adjacent streets. Truck trips from Project #1 are assumed to be the same as or less than what is currently on adjacent roadways. Project#2 is anticipated to generate about 30 truck trips per day, or about 4% of total new trips generated by the project. This is well below the most recent counts (from 2011) of 13% of daily traffic from trucks on Barker Road. However, this is close to the current peak hour truck percentages of traffic on Barker Road, which is 6%in the morning and 3% in the afternoon (based on 2017 counts). Therefore, in order to err on the side of being conservative, the percentage of truck traffic on adjacent streets is assumed to be the same in the Phase 1 analysis as existing conditions. 1 This assumption would also account for a situation where Project#2 operates at a standard shift, ensuring that there will not be any unexpected traffic operations issues even if the plant is at reduced capacity with a single shift. P ; , 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase I Traffic Analysis v6 /4S°15 May 9,2017 Trip Distribution The distribution of trips from the two projects in Phase 1 was estimated using existing peak hour traffic volumes and turn movements along Barker Road. Traffic data were collected in either June, 2016 or February, 2017. The estimated distribution of trips from Phase 1 development is shown in Figure 2 and described here: • Trent Avenue, west of Barker Road: 28% • Trent Avenue, east of Barker Road: 18% • Euclid Avenue, west of Barker Road: 2% • Euclid Avenue, east of Barker Road: 8% • Mission Avenue, west of Barker Road: 8% • Mission Avenue, east of Barker Road: 2% • I-90, west of Barker Road: 19% • I-90, east of Barker Road: 5% • Barker Road, south of I-90: 10% Figure 2: Trip Distribution 18% d - 28% ° - r e r nr I �.w I f PAD Ares 46% 1 -0 I « Project _6,—:pro 1 a Site • o g7 I m '• - Location 118 .u9LL ru union Pacif'c g ~ILA I 5''/o 8o/a l m , - m 2% 3 E 1 Buckeye Av __ PI. SPn kane f'vi:en Do Montgomery Av T Knox Av Liberty Lake cc B cc x e a c 11 a 3 .cc 8% Missi n m ,n Sinto Av 2% L' 5 Sharp Av Boone f" d Cataldo Av 19%. 5% t90 Alki Av Av v 0%tsa, c Co leY pv aPP Page 13 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 Background Traffic Growth The Spokane Valley Comprehensive Plan forecasts a growth rate in traffic along Barker Road between Trent Avenue and Euclid Avenue of about 3.7% per year through 2040. This growth rate is reasonably consistent with recent observed traffic growth along Barker Road between Trent Avenue and I-90.Therefore, a growth rate of background traffic on adjacent streets of 3.7% per year was applied as part of the Phase 1 traffic analysis. RESULTS Level of Service Standards The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic(LOS A)to highly-congested conditions (LOS F). The description and intersection delay thresholds of each LOS category are described in Figure 3. These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. The LOS for signalized intersections is measured by the average delay per vehicle entering the intersection from all approaches, while the LOS for unsignalized intersections is measured by the average delay per vehicle on the approach with the highest average delay. Figure 3 Level of service description and delay thresholds at intersections Level Signalized Unsignalized of Description Intersection Intersection Service Delay(seconds) Delay(seconds) A Free-flowing conditions. 0-10 0-10 B Stable operating conditions. 10-20 10-15 C Stable operating conditions, but individual motorists 20-35 15-25 are affected by the interaction with other motorists. D High density of motorists, but stable flow. 35-55 25-35 E Near-capacity operations, with speeds reduced to a 55-80 35-50 low but uniform speed F Over-capacity conditions with long delays. > 80 >50 Source: Highway Capacity Manual 2010,Transportation Research Board P " 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 //*S°13° May 9,2017 The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) Level of Service Results Traffic operations, including vehicle delay and level of service (LOS) at each intersection under Phase 1 were analyzed using Synchro (a transportation planning software). The results of the LOS analysis, including a comparison of existing (2017) and future (2019) conditions under Phase 1, for each of the six major intersections on Barker Road are shown in Figure 4. Figure 4: Phase 1 Intersection LOS Results Existing(2017) Phase 1 (2019) Intersection along Control' AM Peak PM Peak AM PEAK PM PEAK Approach Barker Road Delay LOS Delay LOS Delay LOS Delay LOS Trent Ave SSSC 59 F2 41 E 139 F2 90 F2 NB Site Access Rd SSSC n/a n/a n/a n/a 11 B 12 B SBL/WB Euclid Ave (north) SSSC 10 B 11 B 11 B 13 B EB Euclid Ave (south) SSSC 12 B 15 C 14 B 20 C WB Mission Ave Signal 13 B 17 B 14 B 15 B 1-90 westbound Signal 68 E 43 D 92 F 46 D 1-90 eastbound3 Signal 44 D 113 F 50 D 122 F 1.SSSC=Side Street Stop Control 2.Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines 3.Based on HCM 2000 methodology Results show that under Phase 1 there would be minimal change in vehicle delay from today at the Barker Road/Euclid Avenue (north and south) and the Barker Road/Mission Avenue intersections. Those P aa ._ 5 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 /3°5 May 9,2017 intersections would continue to achieve LOS B or C under Phase 1,well within the acceptable LOS threshold established by the Spokane Valley Comprehensive Plan. The intersections with the most significant traffic impacts under Phase 1 include: • Barker Road/Trent Avenue • Barker Road/I-90 Westbound • Barker Road/I-90 Eastbound Barker Road/Trent Avenue Intersection Under existing conditions, the Barker Road/Trent Avenue intersection does not meet the LOS threshold as established by the City of Spokane Valley Comprehensive Plan.This is because this intersection operates at LOS F today (as measured by the northbound approach) during the AM peak - and peak hour traffic volumes are high enough on Trent Avenue and Barker Road to meet the peak hour signal warrant using MUTCD2 criteria. Under Phase 1, the average delay in the northbound direction on Barker Road at Trent Avenue would remain LOS F during the AM peak and increase from LOS E to F during the PM peak. Because peak hour traffic volumes at this intersection would continue to be high enough to meet the peak hour signal warrant (using MUTCD criteria), this intersection would not meet the City's LOS thresholds under Phase 1. Barker Road/I-90 Intersections Average vehicle delay would increase slightly at the Barker Road/I-90 intersections under Phase 1 conditions as compared to existing conditions. However, this increase would not be enough to change the LOS from what is observed today with the exception of the Barker Road/I-90 westbound intersection in the AM peak, which would change from LOS E today to LOS F under Phase 1. During the PM peak it would continue to operate at LOS D. The Barker Road/I-90 eastbound intersection would continue to operate at LOS D during the AM peak and LOS F during the PM peak. Barker Road/Site Access Road Two analyses were also performed for the intersection of the new access road to the site and Barker Road to determine: 1. How many westbound lanes would be needed at the Barker Road intersections, and 2. Whether a southbound left turn lane would be warranted on Barker Road into the new development Figure 5 shows the turn movements and volumes forecast at the new Barker Road/site access road intersection. An LOS intersection analysis in Synchro shows that the average delay for outbound vehicles 2 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov P - _ 6 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase I Traffic Analysis v6 May 9,2017 waiting to turn onto Barker Road (assuming one westbound lane) would be 8 seconds in the AM peak and 12 seconds in the PM. These volumes suggest one outbound lane on the access road would be sufficient to handle forecast traffic. Figure 5: Barker Road/site access road peak hour turn volumes—AM (PM) 1. Barker Road/site access road 0 rm C 9(46) 10(53)access road 47[1 07 CO £7 To determine whether a left turn lane is needed on Barker Road at this intersection, a left-turn lane warrant for a two-way stop controlled intersection was used based on the methodology presented in the Transportation Research Board NCHRP Report 4753 and the AASHTO Green Book4. Calibration constants were adjusted to more conservative amounts than is assumed in the AASHTO Green Book based on more recent research published by Fitzpatrick and Wolff in 20035. Critical headway was increased by another 0.5 seconds beyond this to account for the higher than average volumes of heavy trucks. These adjustments resulted in the following calibration constants that were used for the left-turn lane warrant: • Average time for making left turn:4.3 seconds • Critical headway: 6.0 seconds • Average time for left-turn vehicle to clear the advancing lane: 3.2 seconds The results of the left-turn analysis are shown in Figure 6 and Figure 7. Based on the above methodology a left-turn lane would not be warranted under Phase 1 conditions. It should be noted that during the AM peak (and assuming the more conservative calibration values identified above) traffic volumes in Phase 1 would be just below the threshold for a left-turn warrant. 3 Bonneson, J. and M. Fontaine, Engineering Study Guide for Evaluating Intersection Improvements, NCHRP Report No. 457, Transportation Research Board,Washington, DC, 2001. 4 American Association of State Highway and Transportation Officials,A Policy on Geometric Design of Highways and Streets(2011) 5 Fitzpatrick, K. and T. Wolff, Left-Turn Lane Installation Guidelines, Proceedings of the 2nd Urban Street Symposium, Transportation Research Board,Anaheim, CA (2003) P 17 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase I Traffic Analysis v6 May 9,2017 Figure 6:AM peak left-turn lane warrant on Barker Road at future site access road intersection 2-lane roadway(English] INPUT Variable Value 85Th percentile speed,mph: 45 = 800 Percentof left-turns in advancing volume(VA),%: 27% 700 I mit-hen[,aF,nem _ Advancing volume(V,d],vehlh: 193 warrantcn 0 800 Opposing volume(VD),vehlh: 159 a 500 OUTPUT 400 Variable Value j 300 Limiting advancing volume(VA).vehrh: 195 cn Guidance for determiningthe need for a major-road left-turn ba 200 Le71-loan 1 Y 'm trnatmonl not Left-turn treatment NOT warranted. a 100 warrontco O• 4 0 100 200 300 400 500 6110 700 Advancing Volume(VA),vehlh CALIBRATION CONSTANTS Variable Value Average time for making left-turn.s: 4,3 Critical headway,s: 5.0 Average time far left-turn vehicle to clear the advancing lane,s: 32 Figure 7: PM peak left-turn lane warrant on Barker Road at future site access road intersection Variable Value 85v percentile speed,mph: 45 - s 500 m Percent of left-turns in advancing volume IV,1, •; 14% 700 Iefr.lua ereelrnaWwensmad Advancing volume NA),vehlh: 241 v 600 Opposing volume{VU},veh/h: 224 > a 500 OUTPUT I g 400 Variable Value • 300 Limiting advancing volume(VA).vehih: 235 m Guidance for determining the need for a major-road left-turn bay: E 200 LaR + • lrenlmen{RUI Left-turn treatment NOT warranted. a 100 a Q 0 , 0 100 200 300 400 5011 600 700 Advancing Volume(VA),vehlh CALIBRATION CONSTANTS Variable Value Average time for making left-turn,a: Critical headway.s: 6.0 Average time for left-turn vehicle to clear the advancing lane,a; 3,2 Traffic Impacts at the At-Grade Rail Crossings The impacts of queuing vehicles at the two at-grade railroad crossings along Barker Road were analyzed using Synchro under Phase 1 conditions. The two rail crossings include the Burlington Northern Santa Fe (BNSF) Railroad,which crosses Barker Road just south of Trent Avenue, and the Union Pacific (UP) Railroad, which crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. Based on data provided by the Federal Railroad Administration (FRA), the BNSF line hosts about 54 trains per day and the UP line hosts about 9 trains per day on average. The queuing analysis looked at the queue length and associated traffic impacts under two scenarios in which the gates are down during both the AM and PM peak: • Average queue length—This was measured by the 50th percentile queue length during an average 8 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 /3°1 May 9,2017 gate down time and represents the typical queue that would occur when a train crosses Barker Road during the peak commuting period. • Worst case scenario queue length — This was measured by the 95th percentile queue length during the longest observed gate down time6 and represents a queue during the worst case scenario: a particularly high surge in peak hour traffic combined with a long gate down time. Note: based on the observed frequency of long gate down times on each line the worst case scenario is likely to occur 3-4 times per year along the UP line and 9-10 times per year along the BNSF line. The results of the queuing analysis are shown in Figure 8, including the estimated vehicle queue length in feet along Barker Road during the AM and PM peak when the gates are down. The queues at the UP crossing will likely back up onto Euclid Avenue in both directions, but beyond being a little longer than observed today, are not anticipated to have any additional traffic impacts. However, because of the proximity of Trent Avenue to the Barker Road/BNSF rail crossing a more detailed analysis was performed to see if there would be any impacts to traffic on Trent Avenue. Figure 8:Vehicle queue length on Barker Road at-grade rail crossings when gates are down Vehicle Queue Length (feet) Railroad Trains Gate Down Condition AM Peak PM Peak Crossing per Day Time NB SB NB SB Average (50th percentile) 54 3 minutes 175 300 375 325 BNSF Worst Case (95th percentile) 54 4.5 minutes 325 525 650 525 Average (50th percentile) 9 2 minutes 400 275 300 650 UP Worst Case (95th percentile) 9 4 minutes 950 275 650 1,350 There is only about 100 feet of space along Barker Road between the BNSF railroad crossing stop bar and Trent Avenue. Therefore, in most cases during the peak period, vehicles will end up queued along Trent Avenue, either in the eastbound right turn pocket, which has about 300 feet of storage space before the taper begins, or the westbound left-turn pocket, which has about 225 feet of storage space. Under Phase 1, during the AM peak, the percentage of vehicles turning left or right off of Trent Avenue onto southbound Barker Road is split close to 50/50 between the eastbound and westbound directions. During 6 Duration and frequency of gate down times was recorded at both the BNSF and UP rail crossings along Barker Road between 7AM and 6PM Tuesday, February 14,2017 - 9 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 '31" May 9,2017 the PM peak, about 75% of vehicles heading south on Barker Road across the BNSF tracks would have turned right from the eastbound direction of Trent Avenue, and the other 25%would have turned left off Trent Avenue.These ratios were applied to the estimated queue length during the average and worst case scenarios. Figure 9 demonstrates that during the average scenario(represented by the 50th percentile queue length, during an average length of gate down time), there would be sufficient storage space in both the westbound left- and eastbound right-turn pockets along Trent Avenue during the peak hours to prevent vehicles from queuing onto the through lanes. However, in the worst case scenario queues may spill slightly onto the eastbound through lanes.In the AM peak, the westbound left turn pocket would be just long enough during the worst case scenario to store the queue waiting to turn left onto Barker (about 200 feet). During the PM peak, the queue of vehicles waiting to turn right from Trent Avenue to Barker Road in the worst case scenario would be 325 feet. Since the eastbound right turn pocket has 300 feet of storage before the lane begins to taper, the queue would be about 25 feet longer than the length of the eastbound right turn pocket. It is estimated (based on the frequency of 4.5 minute gate down times)that this scenario would occur about 9-10 times per year. Figure 9:Vehicle queues on Trent Avenue at Barker Road from the BNSF railroad crossing Vehicle Queue Length (feet) Trent Ave Condition Barker Total Road Turn Lanes Unused Storage EBR WBL EB WB Existing Vehicle Storage Space 600 100 300 225 n/a n/a Average (50th percentile)AM 300 100 100 100 200 125 Average (50th percentile) PM 325 100 175 50 125 175 Worst Case (95th percentile)AM 525 100 225 200 75 25 Worst Case (95th percentile) PM 525 100 325 100 -25 125 MITIGATION Recommended mitigations at the three intersections that would fail the City's LOS standards under Phase 1 are described below. Recommendations for the BNSF and UP at-grade rail crossings on Barker Road are also discussed. Pa ,_ _ 10 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 Barker Road/Trent Avenue Intersection Results show that this intersection would fail the City's LOS standards under Phase 1 as it currently does today. The City of Spokane Valley is planning to grade-separate Barker Road with the BNSF railroad (just south of Trent Avenue)as part of the 6-year TIP,which would change the configuration of this intersection in the future. It is anticipated that any grade separation project would result in adequate LOS at this intersection as the grade separation would also reconstruct the intersection with Trent and Barker. The City recently hired a consulting engineering team to design the grade separation project beginning in the summer of 2017 and this is a top priority project for the city to complete, however no timeline has been set for construction. Given the technical and financial commitment by Spokane Valley to reconstruct the Trent/Barker intersection, the City is confident that the intersection LOS issue identified here will be mitigated in the near-future. However, given that funding for construction still needs to be secured and the various agencies required to approve the project, Spokane Valley has decided to use a two-tiered mitigation approach. In the near-term, it will be assumed that the grade separation project will move forward in a timely matter. However, if for any reason sufficient progress is not being made on the grade-separation project within the next three years, the City will instead consider installing an interim traffic signal. Under WSDOT design criteria an Intersection Control Analysis (ICA) and approvals from WSDOT will be required for any interim improvement. A span wire signal with video vehicle detection would be a low cost, interim option to address the LOS issue at this location. Based on analysis performed in Synchro (and assuming an actuated, uncoordinated signal with a 110 second cycle length and protected left turn on Trent Avenue) the conversion of this intersection from a two-way stop controlled intersection to a signalized intersection would improve the LOS in Phase 1 from F to B. However, given that this intersection is within 200 feet of an at-grade railroad crossing, a signal at this intersection would also need to be interconnected with the railroad crossing on Barker Road 100 feet south of Trent Avenue. This would require the City to file a petition with the State Utilities and Transportation Commission (UTC). This petition includes an on-site safety assessment with the UTC,WSDOT, and BNSF prior to filing the petition.Interconnection of the traffic signal and the railroad crossing arms would result in some additional costs.An interim signal at this location should also include advance warning signs to alert drivers of the signal from the eastbound and westbound approach to Barker Road. Drivers may not be expecting a signal at this location given both the curvature in the road near Wellesley Avenue (which reduces sight distance) and rural character around the intersection. Barker Road/I-90 Intersections (eastbound &westbound) The Barker Road/I-90 intersections currently operate at LOS F for part of the day. Without any improvements these intersections would continue to operate at LOS F under Phase 1. However, two 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 /311131 May 9,2017 separate improvement projects are planned at this intersection that will improve LOS to an acceptable level under Phase 1. WSDOT is planning to reconstruct this intersection in the next several years. The recently completed Interchange Justification Report (IJR) includes a traditional diamond interchange design with two-lane roundabouts at both eastbound and westbound ramps at Barker Road. The City is also planning to widen Barker Road between I-90 and Appleway Avenue, from 3 to 5 lanes, as part of the 6-year TIP.The combination of these two projects already in the pipeline will sufficiently address LOS at the Barker Road/I- 90 intersections under Phase 1 and no additional mitigations are recommended. Note: Following conclusion of this traffic analysis the original assumption that the Barker Road/I-90 interchange would be reconstructed by 2020 changed.The more recent assumption is that full reconstruction of the interchange (as described above) would occur by 2040. The only project currently funded for the Barker Road/I-90 interchange is construction of a single lane roundabout at the Barker Road/I-90 Eastbound Ramp. Given this change in funding it is recommended that the City of Spokane Valley work with WSDOT to find funding for the earlier proposed interchange reconstruction project (see the 2014 approved IJR). The proposed interchange includes a two-lane roundabout at both the westbound and eastbound ramps that would address existing and future LOS issues through 2040. Barker Road/BNSF Railroad At-Grade Crossing An analysis of vehicle queue length at the BNSF rail crossing on Barker Road shows that, except in the worst case scenario, the turn pockets on Trent Avenue are of sufficient length to store vehicles waiting to turn onto Barker when the gates are down. During the worst case scenario (the 95th percentile queue length during the PM peak, during a particularly long gate down time) the queue of vehicles in the eastbound right-turn pocket may spill 25 feet beyond the storage lane.This situation is likely to occur only about 9-10 times per year and even then there would still be about 100 feet of partial right-turn lane (where the lane tapers) and vehicles can largely pull out of the through lane. Because this scenario would only occur during the PM peak hour when drivers are more accustomed to vehicle queues, and only about 9-10 times per year, no mitigations are recommended at the BNSF crossing as part of Phase 1. Barker Road/UP Railroad At-Grade Crossing An analysis of vehicle queue length at the UP rail crossing on Barker Road shows that vehicle queues will be about 10-35% longer under Phase 1 than they are today. However, no additional traffic impacts (e.g. additional blocked driveways) beyond slightly longer queues on Barker Road and Euclid Avenue are anticipated and thus no mitigations are recommended around the UP railroad at-grade crossing as part of Phase 1. a :. = 12 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 CONCLUSIONS The results of the traffic impact analysis in the Northeast Industrial Area of Spokane Valley demonstrated that the following three intersections would fail the City's LOS standards under Phase 1 of development: • Barker Road/Trent Avenue • Barker Road/I-90 Eastbound Ramps • Barker Road/I-90 Westbound Ramps Results also indicated that there is a possibility that about 9-10 times a year during the PM peak the vehicle queue at the BNSF crossing may get just long enough to partially block the eastbound lane of Trent Avenue. The following mitigations are recommended to address these impacts: • Barker Road/I-90 - WSDOT and the City of Spokane Valley are already planning to make improvements to the Barker Road/I-90 intersections that would improve the LOS at those intersections to acceptable levels within the next several years. Thus no additional mitigations are recommended. • Barker Road/Trent Avenue - The City is also planning to improve the Barker Road/Trent Avenue intersection as part of the Barker Road/BNSF Railroad grade separation project included in the 6- year TIP, which will bring this intersection to an acceptable LOS and would qualify as adequate mitigation. However, given the increased delay resulting from the Phase 1 development, the City will reevaluate this intersection three years after there is development at the Phase 1 site.If at that time sufficient progress is not being made on the grade-separation project, the City will consider a relatively low-cost interim improvement. Adding a wire span signal with video detection would improve LOS to an acceptable level and negate any concern for additional industrial development in the near future. Because the intersection is within 200 feet of an at-grade railroad crossing it would require signal coordination with the crossing gates, filing a petition to the State UTC, and an on-site safety assessment with the UTC, WSDOT, and BNSF prior to filing the petition. • Vehicle Queues from Barker Road Railroad Crossings - Analysis demonstrated that vehicle queues on Barker Road at the BNSF and UP railroad at-grade crossings would increase in length by about 10-35% in Phase 1 from what they are today. The most significant impact identified (beyond the delay already experienced by drivers today waiting to cross the railroad tracks when the gates are down)would be that there is a possibility that about 9-10 times a year during the PM peak the queue at the BNSF crossing may get just long enough to partially block the eastbound 13 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 1 Traffic Analysis v6 May 9,2017 lane of Trent Avenue. Given the infrequent likelihood of this occurrence, that it would only occur in the PM peak in an urban area when commuters would be expecting queues and that the City is planning to grade-separate this crossing as part of the 6-year TIP, no additional mitigations are recommended for the rail crossings as part of Phase 1. 14 FEHR4' PEERS MEMORANDUM Date: June 14, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO— DRAFT Phase 2 Traffic Analysis 5E17-0508 INTRODUCTION This memo presents traffic analysis findings as part of Phase 2 of development in the Spokane Valley Northeast Industrial Area.The intent of defining a Phase 2 of development in the Northeast Industrial Area is to determine an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040) that may trigger the need for a large infrastructure project prior to 2040. Phase 2 of development would thus provide guidance to the City as to when major projects will likely be needed based on growth in the Northeast Industrial Area and growth in background traffic. METHODOLOGY This section describes the methodology used to estimate when Phase 2 of development will likely occur and trigger the need for a major infrastructure project. Key Infrastructure Projects Needed By 2040 Several key infrastructure projects were recommended for implementation by 2040 as part of the traffic analysis for Phase 3 development in the Northeast Industrial Area (see Figure 1). These are in addition to projects already planned as part of City's 6-year Transportation Improvement Program (TIP) and the Spokane Regional Transportation Council (SRTC) Horizon 2040 Plan (fiscally constrained version). The 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates Spokane Valley Northeast Industrial Area PAO—DRAFT Phase 2 Traffic Analysis June 14,2017 following list also assumes that a new east-west local street connecter between Barker Road and Flora Road (north of Euclid Avenue) will be implemented prior to 2040 as the area is developed. 1. Flora Road/Trent Avenue— Signalize the intersection and add northbound and southbound left turn lanes on Flora Road or convert intersection to a roundabout. 2. Barker Rd/UP Railroad at-grade crossing — Add a northbound right turn lane on Barker Road and a westbound left turn lane on Euclid Avenue at the Barker Road/Euclid Ave(south) intersection. Also sign and paint"do not block" at key driveways and intersections on Barker Road approaching the UP Railroad crossing. 3. Barker Road (from Mission Avenue to I-90) —Widen to five lanes 4. Barker Road/Boone Avenue—As part of the Barker Road/I-90 interchange reconstruction project planned by WSDOT, Spokane Valley will either need reroute Cataldo Avenue from Barker Road to Boone Avenue and add a signal/roundabout to the Barker Road/Boone Avenue intersection or convert the Barker Road/Cataldo Avenue intersection to right-in/right-out and accommodate U- turns or build a roundabout at the Barker Road/Boone Avenue intersection. Figure 1: Key transportation projects needed by 2040 (from the Phase 3 analysis) Broad Av Wellesley AvIII I Heroy Av iris r.I i i i I Rich Av ^`�p7 w . ► g 1 F Trent Av i i i 1 1 . r + 1 1 Industrial Park;Lt. . . I ill Industrial Park B St , I trt Industrial-Park-C-St-' 1 u}, °1 a 1m • m1 1 c � Y II v -i s m U�on pScifi ro Y } I R I 1 � I I I I , _ 1 4 1 1 T1: 1 ' 0 1 _' Euclid Av � 1 C o 1 Buckeye Av Marietta Av ii 2: Spokane Rif • Montgomery Av �. m 0 11- a ix 0- m Knox Av Liberty 7 Lake Piora Pit Rd ¢ x Mission Av Indiana v m Sfnto An Sharp A axone Ay ,1174.1141,4164,w44%ivaiiiiiiwasa, L'5 0 Cataldo Av iv Broadway Av ec Alki Av Pv • m c -a te,,al 1 1 Study Area(PAO) Valleyway Av c ley pv PPP P. c�' �� A� Spokane Valley City Limits Page 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO—DRAFT Phase 2 Traffic Analysis June 14,2017 Of the recommended projects to mitigate traffic impacts associated with Phase 3 development, the largest and most expensive would be widening Barker Road to five lanes from Mission Avenue to I-90. Unlike some of the other recommended projects,the timeline for widening Barker Road to five lanes is not tied to other projects, but would be based on the pace of nearby development and associated growth in traffic. Therefore, it is recommended that Phase 2 be defined as when development in the Northeast Industrial Area(combined with growth in background traffic on Barker Road) is sufficient to trigger the need to widen Barker Road from three lanes to five lanes between Mission Avenue and I-90.The approximate timeline for when the other projects should be implemented is listed below: • Flora Road/Trent Avenue — This project should be implemented concurrently with the Barker Road/BNSF Railroad grade separation project which is planned in the next six years. Note:the need for a signal/roundabout at Flora Road/Trent Avenue is contingent on the Flora Road/BNSF Railroad at-grade crossing remaining open.If this grade-crossing is closed in the future as part of the Barker Road/BNSF Railroad grade separation project, the need for a signal will need to be reexamined. • Barker Road/Euclid Avenue (south) — This project is relatively small in scale and could be implemented any time prior to 2040 buildout. The City is planning to widen the section of Barker Road south of Euclid to a three-lane urban section (with curb, gutter, sidewalk and a bike lane) by 2021. This could be a logical time to implement this project. Alternatively the City could monitor queue lengths on Barker Road and Euclid Avenue from the UP Railroad crossing as part of the City's periodic traffic monitoring program and use that to inform a decision on when to implement this project. • Barker Road/Boone Avenue — This project is directly associated with the Barker Road/I-90 interchange project and should be implemented concurrently with that project. Phase 2 Development Scenarios The need to widen Barker Road south of Mission Avenue will be triggered based on a combination of the growth in background traffic in the corridor (regardless of development in the Northeast Industrial Area) and the pace/intensity of development in the Northeast Industrial Area. Given the uncertainty of when development in the Northeast Industrial Area would occur between now and 2040 and the desire from the City to know the amount of development that would trigger the need to widen Barker Road south of Mission Avenue, the following three development scenarios were analyzed to provide a rough gauge for when this project may be needed: • If there were no new development in the Northeast Industrial Area • If 75%of the 2015-2040 forecast development occurred in the Northeast Industrial Area • If 100%of the 2015-2040 forecast development occurred in the Northeast Industrial Area The following four factors were used forecast future growth in traffic along Barker Road given each of the P ; a ._ 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO—DRAFT Phase 2 Traffic Analysis June 14,2017 three scenarios described above: • Existing (2015) ADT—The existing ADT on Barker Road south of Mission Avenue was observed to be 13,400 in 2015. • Background Traffic Growth—Background traffic growth on Barker Road is defined as the growth in traffic not associated with development in the Northeast Industrial Area, which is estimated to be about 1.33% per year between 2015 and 2040. This was estimated by running the 2040 SRTC travel demand model assuming no growth in employees in transportation analysis zones (TAZ's) 318 and 600 (which are the TAZ's where most of the forecast development in the Northeast Industrial Area that will generate trips on Barker road is expected to occur). • Traffic Growth from Development in the Northeast Industrial Area—To estimate traffic growth on Barker Road between Mission Avenue and Boone Avenue from development in the Northeast Industrial Area we compared the 2040 model run assuming no growth in employees in TAZ's 318 and 600 (as described above) with the 2040 model run under Phase 3 of development. Using a select link analysis for the segment of Barker Road south of Mission Avenue, we found that there would be about 1,300 fewer daily trips from TAZ 318 and TAZ 600 on that segment of Barker in the 2040 model with no employment growth in those two TAZ's as compared to the 2040 model under Phase 3 of development. Level of Service Thresholds The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic(LOS A)to highly-congested conditions (LOS F). These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley.The Comprehensive Plan defines LOS D as the acceptable standard on most arterial streets. Using the Highway Capacity Manual, the LOS D threshold for a three lane street on this segment of Barker Road was estimated to be about 16,500 ADT. This is based on a k-factor (the percent of daily traffic in the PM peak) of 0.9, and a d-factor(the percent of peak hour traffic in one direction) of 0.55 and posted speed of 35mph.The k-factor and d-factor were estimated based on observed traffic data.It should be noted that this is a rough estimate of when LOS D conditions would occur for forecasting purposes only. Traffic operations will to some extent depend on other factors, including growth in traffic volumes on Mission Avenue. Traffic conditions on Barker Road should be monitored to determine if and when conditions drop below LOS D.1 1 Spokane Valley generally uses intersection LOS to evaluate traffic operations, however, for this section between Mission Avenue and I-90, a roadway segment analysis is appropriate to consider.The LOS results for the segment and the key intersections at Mission Avenue and I-90 Westbound Ramps are generally consistent with the segment LOS threshold defined above. -, 3 Chaz Bates Spokane Valley Northeast Industrial Area PAO—DRAFT Phase 2 Traffic Analysis June 14,2017 RESULTS Phase 2 Development Thresholds The approximate year in which traffic growth along Barker Road south of Mission Avenue would trigger the need for the City of Spokane Valley to widen the section between Mission Avenue and I-90 to five lanes is shown in Figure 2 for each of the three different development scenarios in the Northeast Industrial Area (as described in the Methodology section). Figure 2: Forecast year Barker Road would exceed LOS D thresholds south of Mission Avenue PhaseYear 2"Developmentnair threshold would be exceeded. With no new development in the Northeast Industrial Area 2032 With 75%of the 2015-2040 forecast growth in the Northeast Industrial Area 2026 With 100% of the 2015-2040 forecast growth in the Northeast Industrial Area 2025 Traffic forecasts show that Barker Road between Mission Avenue and I-90 will likely need to be widened to five lanes at some point between the year 2025 and 2032. This forecast assumes steady growth in background traffic on this corridor over the next 20 years at a rate of about 1.33%per year.The variability in timing in this analysis is based on how rapidly the Northeast Industrial Area is developed. If no new industrial development in the Northeast Industrial Area occurred over the next 15 years, background traffic growth alone on Barker Road —caused by other nearby and regional developments—would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032. Alternatively, if there were to be rapid buildout of the Northeast Industrial Area over the next 5-10 years, the earliest year that widening would likely be needed is in 2025. CONCLUSIONS/RECCOM EN DATIONS The intent of defining a Phase 2 of development in the Northeast Industrial Area is to determine an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040) that may trigger the need for a large infrastructure project prior to 2040. Phase 2 of development would thus provide guidance to the City as to when major projects will likely be needed based on growth in the Northeast Industrial Area and growth in background traffic. Given that the widening of Barker Road to five P ; - - 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO—DRAFT Phase 2 Traffic Analysis June 14,2017 lanes between Mission Avenue and I-90 was the only large scale mitigation project identified in the Phase 3 traffic analysis that was not tied to another project with a pre-defined timeline, the timing of this project was used to define Phase 2 of development. Traffic analysis was performed for the section of Barker Road south of Mission Avenue using the following factors: • Existing traffic volumes, • Assuming a future average annual background traffic growth rate of 1.33%; and • Applying a LOS D threshold based on the HCM guidelines. Results of this analysis showed that depending on the pace of development in the Northeast Industrial Area Barker Road would likely need to be widened to five lanes between Mission Avenue and I-90 sometime between 2025 and 2032. If development in the Northeast Industrial Area occurs at a rapid pace over the next 5-10 years Spokane Valley should plan to widen Barker Road closer to 2025. If development occurs more slowly over the next 5-10 years, this project may not be needed until 2030 or later. Given this project is not likely to be needed for 10-15 years we recommend that Spokane Valley collect fees as development occurs in the Northeast Industrial Area and update the forecast in about 5 years for when this project may be needed. 5 FEHR4' PEERS MEMORANDUM Date: December 21, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO— Phase 3 Traffic Analysis 5E17-0508 INTRODUCTION This memo presents traffic operations findings associated with land use growth under Phase 3 of development in the Spokane Valley Northeast Industrial Area which would occur in year 2040.A total of 18 intersections in the area were analyzed as well as traffic volumes on Barker Road and traffic impacts at the Union Pacific (UP) railroad at Barker Road at-grade railroad crossing. Intersections analyzed as part of Phase 3 include the following,which area also mapped in Figure 1: 1. Barker Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 3. Barker Rd/Euclid Ave (south) 4. Barker Rd/Buckeye Ave 5. Barker Rd/Riverway Ave 6. Barker Rd/Indiana Ave (north) 7. Barker Rd/Indiana Ave (south) 8. Barker Rd/Mission Ave 9. Barker Rd/Boone Ave 10. Barker Rd/I-90 Westbound Ramps 11. Barker Rd/I-90 Eastbound Ramps 12. Del Rey Dr/Trent Ave 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates /if Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 13. Flora Rd/Trent Ave 14. Flora Rd/Euclid Ave (north) 15. Flora Rd/Euclid Ave (south) 16. Sullivan Rd/Trent Ave (north) 17. Sullivan Rd/Trent Ave (south) 18. Sullivan Rd/Euclid Ave Figure 1:Intersections Included in Phase 3 Traffic Analysis Broad Fou Wellesley Au _ - Heroy Ay . r.. 1 NI Rich Ay ► 1 Trent Ay 12 WI a, 15 1 1 BNSF RR Industrial Park,<A�t. . . 1 1v 1 Industrial Park B St -o 1 �' Industrial-Park-C-St�'''^�-�Po 1 = _ _ 1 f1.--.4; 's ? r. ` -' onion Paci(�U RR 1111 ® 3 7213 3 1 Euclid Ay v 14 c 0 Buckeye Ay Marietta Pix spokancibi,e, 4 m Montgomery Ay 3 c. �G p a01---,---'---4-- c Knox Ay Liberty 8 Lake /or'' Pit Rd ¢ Ission Av india,,ain Zt Ry I Sinto ASharp A cc Cataldo Ay m Ecc -6 m `" Broadway Ay W m < E ® c Alki Ay v PPP`eWa, Poi 1. .1 Study Area(PAO) o. Valleyway Ay P o a Co v Spokane Valley City Limits 5 t 25 05 1 'T' U �.r1 P K%"n AL Miles METHODOLOGY This section describes the methodology used to estimate the growth in vehicle trips in the study area as a result of the new employment. Updating the Regional Travel Demand Model Traffic volumes under Phase 3 were estimated using the same regional travel demand model that was used for the recent update to the Spokane Valley Comprehensive Plan. Prior to running the model, input was gathered from the project's technical advisory committee (TAC) to identify future land use and P p q c 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 transportation network changes that were not already incorporated in the model.The TAC is comprised of representatives from Spokane Valley, Spokane County, Liberty Lake, the Spokane Regional Transportation Council (SRTC), Washington State Department of Transportation (WSDOT), developers, utility providers, and the railroads. After consulting with the TAC, a few changes were made to the regional travel demand model in the vicinity of the Northeast Industrial Area before running the model: • The 2015 and 2040 land use, including the number of dwelling units and employees, in the seven TAZs within Liberty Lake (442,445, 446,447,448, 449 &450) were updated based on information provided in the Liberty Lake Network Analysis Transportation Study(February, 2017). • Indiana Avenue was connected between Barker Road and Harvard Road in the 2040 model • A new east-west connector road between Flora Road and Barker Road was added between Euclid Avenue and Trent Avenue to reflect a planned connection for the area. • Reconfiguration of the Barker Road/Trent Avenue intersection, including a scenario both with and without Flora Road open across the BNSF Railroad south of Trent Avenue Barker Road/Trent Avenue Reconfiguration Several alternatives are being studied as part of a separate Baker Road/Trent Avenue intersection reconfiguration. Given that the final alternative is not known at this time, we assumed two scenarios when conducting the 2040 traffic analysis for the Flora Road/Trent Avenue intersection, one in which the Flora Road/BNSF Railroad at-grade crossing would remain open and one in which it would close. Both are being studied as alternatives as part the Barker Road/Trent Avenue reconfiguration. For all other intersections we assumed the scenario that would result in the most conservative (highest) traffic volume that would pass through the intersection (which happens with Flora Road remains open across the BNSF tracks). It should be noted that at most intersections, there was little variability in forecast traffic volumes between the alternatives being studied for Trent Avenue/Barker Road. Applying the Difference Method Instead of using the traffic forecasts directly from the 2040 travel demand, 2040 volumes were estimated using an industry standard approach known as the difference method. Under the difference method, the difference in traffic volumes between the 2015 and 2040 models were added to observed counts at each of the study area intersections to arrive at a 2040 forecast traffic. This method reduces model error by relying as much as possible on observed data rather than model output data. Estimating AM Peak Volumes The regional travel demand model forecasts daily traffic and PM peak traffic, but not AM peak.To estimate P cr 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 traffic growth in the AM peak, 80%of PM peak traffic was used,which is consistent with research published in National Cooperative Highway Research Program Report 3651 and in observed peak hour traffic count data in Spokane Valley. Additionally, the growth in traffic during the AM peak was assumed to be the inverse of growth in traffic in the PM peak (for example, 80% of PM peak volumes for southbound right turn movements were applied to eastbound left movements to get the AM peak traffic forecast). 2040 Street Network Assumptions The 2040 Synchro network (used to analyze level of service at each intersection) assume the following changes to the street network from what they are today.These were also reflected in the Spokane Regional Transportation Council (SRTC) 2040 travel demand model.These assumptions based on projects that were programmed in the Spokane Valley Six-Year Transportation Improvement Program (TIP) or the SRTC financially constrained project list from the Horizon 2040 Plan when this study started: • Northbound and southbound left turn lanes were added at all intersections along Barker Road to reflect the planned upgrade of Barker Road to a 3-lane urban section • The Barker Road/I-90 interchange was reconfigured to a standard diamond interchange with two- lane roundabouts plus slip ramps for right-turn movements at both ramps (as reflected in I- 90/Barker Rd the Interchange Justification Report) • Five lanes were added along Barker Road between I-90 and Appleway Avenue • The existing partial interchange at I-90/Appleway Avenue was replaced with a new,full interchange at I-90/Henry Road2 • New northbound and southbound left turn lanes were added on Sullivan Road at the Trent Avenue ramps Trip Generation The Phase 3 traffic analysis was conducted based on land use assumptions from the 2016 Update to the Spokane Valley Comprehensive Plan. The Comprehensive Plan assumes the Northeast Industrial Area will grow by about 3,200 employees between 2015 and 2040. Based on the 2040 travel demand model, employment growth in the Northeast Industrial Area is forecast to generate about 1,500 PM new peak hour trips, with about 1,340 of those generated by land uses east of Flora Road. Figure 2 shows employment growth and PM peak hour trip generation from new employees by location within the Northeast Industrial Area boundary.The travel demand model assumes an average PM peak hour trip generation rate of about 1 Martin, W., N. McGuckin. Travel Estimating Techniques for Urban Planning. NCHRP Report 365. National Academy Press,Washington, D.C., 1998. 2 Note: This configuration is consistent with the existing SRTC plan and was assumed when this study was initiated. However,since this study was initiated WSDOT completed their modeling for a new Henry Road interchange and found it did not show purpose and need. Potential strategies to address future traffic if the Henry Road/I-90 interchange is not built by 2040 are addressed in the mitigations section. -, 3 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 /3°1 December 21,2017 0.46 trips per employee, with 37% of trips inbound and 63% of trips outbound during the PM peak. This trip rate is similar to ITE's trip rate for General Light Industrial uses (ITE Code 110). Figure 2:2015-2040 employment growth and trip generation within the Northeast Industrial Area 2015-2040 PM Peak Hour Trips Section of the Northeast Industrial Area Employment iGrowth In Out Total West of Flora Road 340 60 100 160 Between Flora Road and Barker Road 1,460 250 430 680 East of Barker Road 1,420 245 415 660 Total 3,220 555 945 1,500 Trip Distribution There is no public access across the railroad spur west of Flora Road.Therefore the portion of the Northeast Industrial Area west of Flora Road will have a very different trip distribution than the rest of the Northeast Industrial Area. The area west of Flora Road will load primarily load onto Sullivan Road and Euclid Avenue, while the area east of Flora Road will primarily load onto Flora Road, Barker Road and Euclid Avenue. The distribution of trips from land uses within the Northeast Industrial Area is described in Figure 3 and mapped in Figure 4 for trips from land uses east of Flora Road, and Figure 5 for trips from land uses west of Flora Road. Figure 3:2040 trip distribution from Northeast Industrial Area %Trips by trip end location Direction Via primary road/street East of Flora Rd West of Flora Rd Flora Road (north) 8% 0% Northwest Trent Avenue (west) 20% 24% Sullivan Road (north) 3% 22% Mission Avenue or I-90 (west of Barker) 11% N/A Mission/Indiana Ave or I-90 (w/o Sullivan) N/A 11% Southwest Sullivan Road (south of Marietta Ave) 14% 33% Sullivan Road (south of I-90) N/A 22% P " - _ 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 '''''S°13° December 21,2017 Wellesley Avenue (east) 11% 2% East Trent Avenue (east) 2% 3% Euclid Avenue (east) 10% 6% Mission/Indiana Ave or I-90 (e/o Barker) 4% 5% South Barker Road (south) 7% 2% Local Nearby local streets 13% 3% Figure 4: 2040 trip distribution from Northeast Industrial Area east of Flora Road Broad Av ° 1 Q/Q Wellesley Av Q414( '. Heroy Av /Q :2:1 " r r II:1 3%Q Rich Av r r i 220% Trent Av .A. r . r . + Y ..,,,,Trent 1 BN-SF RR Industrial Park4Ar5t.. .__ 1 Industrial Park B St 1 1 it Industrial-Park-C-S'tf -i— b 1 v 1 i 1 - ill 1 -1 pacit�c RR a 1 f- 1 1 1 tyn+ O 0 1 1 Euclid At I , — 7 Buckeye Av a ta.l�'i4%i . CYO local trips)m spokaneRlyrt ' Montgomery Av ro I.a wa ��'-- = Knot Av Liberty Lake a cc �ndr F!o`t Pit Rd `= o Mission AvtQ� ars [� a 4r M :/;)41.4n ap Av soon Av v x7%Q Cataldo Av © _ E ro m i c cc Broadway Av .5 m cc Allo Au Av co m -0F +egaY E. .1 Study Area(PAC) a Valleyway Av c I;A�\ey v FP Spokane Valley City Limits o s v 5 025 05 t uu 12P� 0,0D, Av Mks Page 15 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Figure 5: 2040 trip distribution from Northeast Industrial Area west of Flora Road Broad Av _ ' WC) 0/0 1� Wellesley Av Flerey Av � r _ !/"l a 22% 1 Rich Av � + 1 2/r r� Trent Av r t 1IIII BNSF RR Industrial Parkt%t- . . 1 Industrial Park B St 1t ;2l . 1 C fndustrial-Park-C'St�"w'`' "I v _ r1 yo s a a' - 1 {7R W I —I I I -I 1 ' Itn+o Pe ific a f l A 111 TT 1 1.40111111.- Euclid Av 3 c 1 i - u l E Buckeye As Marietta Av Vo local trips) SPnkar ,,,,,, m w Montgomery As i m Ye. A d. Knox Av Libe � /0io I-akey ci cc Fid Pit Rd a Mission Av v h-fl, 2 v 22% �' Sinto Av 5�p a v Sharp Av r,e w. m La z s Ca[a ldU Av Icy E Broadway Av 2% m .L Alki Av Po m o `- v AFP,e s, 1. �1 Study Area(PAO) 2 Valleyway Av o Cpw\ P v Spokane Valley City Limits 0 025 0.5 t 0 0°,r7 P ow As Mises Truck Trips The percent of trips made by heavy trucks in 2040 was assumed to be the same as observed counts in 2017. RESULTS Intersection Traffic volumes The existing (2017) and forecast (2040) lane configurations and AM/PM peak hour turn movements for each of the intersections included in this study are shown in Figure 6 and Figure 7. P 16 Broad Av ) 1.Barker Rd/Trent Ave 2.Barker Rd/Euclid Ave(north) 3.Barker Rd/Euclid Ave(south) 4.Barker Rd/E Buckeye Ave 5.Barker Rd/E Riverway Ave N Wellesley Av • m i _ i • Heroy Av 0•} 1 1 1,023(51 z) N at(20) > 11(e) "« a(z) ♦ 11 Rich Av � •r 1 r65(aa) �'az@a) �'a1(a7I. ) ^�_ '� O Trent Av ® r T,w„� E.e��, me.� .e. .�4 I. e. L� a7(1z)�..,,,� 1 1. 1 • r • r 1 • l 1 17(5) r 387(1,021) 3(9) 0 0 1 96(1az)� 46(172)A �7)�' IndustnafPark�ALt. 17 1 1 KI • • CO 01 ID 01 71 ,o Industrial Park R St 1 1 i Industrlal-Palk"C-S'[+�� �1 v 6.Barker Rd/E Indiana Ave(north) 7.Barker Rd/E Indiana Ave(south) 8.Barker Rd/Mission Ave 9.Barker Rd/E Boone Ave 10.Barker RdNVB I-90 Ramp/Cataldo iI. m a r�}µ1 0 , 1 1 t)ni°n f m i • m • —ia 1 1 1 I .�.. 1 �_ 1 �M rv� •5i .�`. 18(19) �m 3(13) vv. 9(42) .+ A 13 3 <, "To o�' 9 (46) m m v_ x 87(82) ...u� 4--0(0) R 71 4-21(51) j + ,ro4 IL , )1L 180(79) L� 7(4) �4L` 21(63) Euclid Av E�.,�,.,,�.e, E..,., „e. .� EEee.,,� ,,..R—e E 14 f, 5 Buckeye Av )T TI' 0eE41(119) )T( 0)0) i 44(66) )1( Marietta �"� 374(1T1?)4(3)< 41(115) uT 9 SPok a7(1 a) 1(0)� 1a(zz)� N It 43(54) 14(11) 19(26) Montgomery Av °1. • �N N� gym' ® PNS QNr s'_ o_. 11.Barker Rd/EB 1-90 Ramps 12.N Flora Rd/Trent Ave 13.N Flora Rd/Euclid Ave N 14.N Flora Rd/Euclid Ave S 15.Sullivan RdNVB Trent Ave r Knox AvLd— $ $ $ $ $ • CC V� 178(40) 25(28)-o till 107(76) 9- VI a^+ ` r 979(564) r V �”'82(57) c gil ro-i yr 2(0) F/p m -,3 c `I ® r f 1r 59(14) � E iaa: + ++ ( ) `` ♦_ 163 64 in ' Pit Rd ¢ o �ssion Av Pam T, .. E.e„�. .e� wEnmo— an t, m 0 — naj _- _ —a�� Sinto Av Pv �E160(o(0)� 429(1,1(12) ®�� e7)130) SE �� y a` Sharp Av Boone 127(57a) 70(14) m O e SS Cataldo Av GO - 16.Sullivan Rd/EB Trent Ave 17.Sullivan Rd/Euclid Ave 18.Del Rey Dr/Trent Ave Broadway Av cc Alki Av a s +. ._.etas ® o n_ m w 66(98) oro 61,(11681) Ern L4411(127) Tem® (580) em 88(27) ' 27(7+9) ) r 7i 9 77_. 0(0) 4(16) 467(1,209)- 323(206) 31(111) Legend 0 Traffic Signal 0 Stop Sign AM(PM)Peak Hour Traffic Volume Figure 6 FPIPeak Hour Traffic Volumes and Lane Configurations 1111 Existing (2017)Conditions Broad Av „3....,-) ,J la.Barker RdNVellesley Rd lb.Wellesley Rd/Trent Ave 2.Barker Rd/Euclid Ave(north) 3.Barker Rd/Euclid Ave(south) 4.Barker Rd/E Buckeye Ave Wellesley Av •• i 7 Heroy Av *r 1 t 9 • t • •f• 1 215(260) r 830(315) N c m N 105(4) c 20(2) Rich Av . ••" i �35(30) —60(30) ...61055(40)0)65(7) �70(e) Trent Av H ...- 1 4 , E.o� Ea...KAve y " ---inr )( '1' '1* '1* 1 130(175),, 240(82) 10(15) Industrial ParktALt" . . 1 110(100) leo(za)E115(a0 5) Industrial Park B St 1 n N • M ,r;-, N 2 I 1 N Industrial-Palk-C"S't ^+X�III y 5.Barker Rd/Riverway Ave 6.Barker Rd/Indiana Ave North 7.Barker Rd/Indiana Ave South 8.Barker Rd/Mission Ave 9.Barker Rd/Boone Ave -,E.,11 4 a 1" " " 1 Y n ¢1 u 1 a t ' t- _ I 1 1 onion f m • m ® _ m • I t I I , 1 '4 1 p. so 15(10) Eo t „off 80(90) 10(50) {�► ' — 13 3 �� o 5() o r o o _"1802140 m_r u, 205(160) "^''^ 4-0(0) w �L� 0 30) I L ��a.,�.�.,� M a `l` —160 90) �*1L� 100(135) -c Euclid Av a 14 ��ry .�,., .o ��o. oo.. aBuckeye Av 5(10) )T'''. )T T' 80(za) )T' oO '� Marietta 0 Uk 0(0)-f 55(2) 105(260) 5(0) G Sp 25(2) 140(75) 25(30) • 'vN • 'v nm '4'r! • c'1vino_ Montgomery Av �' o 974 a 10.Barker Rd/VVB 1-90 Ramps 11.Barker Rd/EB 1-90 Ramps 12a.Flora Rd/Trent Ave(RR x-ing open) * 12b.Flora/Trent(RR x-ing closed) 13.Flora Rd/Euclid Ave North c Knox Av @ $ $ '72 • rr K o 0 50(215) n o _,o 185(5) , V1 d' m m 01(0) m m 995(575) n o r 300(135) c 40(7) F/o E m ¢ c �I 105(70) NIN • n�� —65(25) ® rl` ~1,000(770) 165(180) P$Rd ¢ J fission Av t + f r lRdlan.gb 11 v, v a zao(aa) I� .,.M,�aS(15)a .'.i* ® ,.. E.o,,„�.o„� .. ,Sinto Av Av 0)0) 440)1,150) a5(15)'r Q v Sharp Av $C1Pf1e 140(745) 160(420) 595(1,155) N 7 e n Cataldo Av , cip14./Euclid Ave South 15.Sullivan RdNVB Trent Ave 16.Sullivan Rd/EB Trent Ave 17.Sullivan Rd/Euclid Ave 18.Del Rey Dr/Trent Ave Broadway Av Alki Av pv 2a— iS (� 2^ ( e __ ”""�V n)2 mII lm _250(150) N o INI N 2100(150) �'I� 15 40 (� ,J © E.,i�a�,..South 4 ++ �0 0)(70) Ea.,m�,... 11L ++L —90(205) .,w® ~1.170(590) Legend 240(250) l ) 105(35) 11' 45(110) stir 20 95 J 10(5) 335(275) 35(165) 61 475(1,22) 11 Traffic Signal 0 Stop Sign AM(PM) Peak Hour Traffic Volume • N Ei ELn Figure 7 Ir011 Peak Hour Traffic Volumes and Lane Configurations IliFuture(2040) Conditions Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Level of Service Standards The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic(LOS A)to highly-congested conditions (LOS F). The description and intersection delay thresholds of each LOS category are described in Figure 8.These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. The LOS for signalized intersections is measured by the average delay per vehicle entering the intersection from all approaches, while the LOS for unsignalized intersections is measured by the average delay per vehicle on the approach with the highest average delay. Figure 8: Level of service description and delay thresholds at intersections i Level Signalized Unsignalized of Description Intersection Intersection Service Delay(seconds) Delay(seconds) A Free-flowing conditions. 0-10 0-10 B Stable operating conditions. 10-20 10-15 C Stable operating conditions, but individual motorists 20-35 15-25 are affected by the interaction with other motorists. D High density of motorists, but stable flow. 35-55 25-35 E Near-capacity operations, with speeds reduced to a 55-80 35-50 low but uniform speed. F Over-capacity conditions with long delays. > 80 >50 Source: Highway Capacity Manual 2010,Transportation Research Board The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) WSDOT also uses LOS thresholds for State Highways. Within the study area intersections with Trent Avenue (SH 290) and I-90 would need to operate at LOS D or better to meet WSDOT LOS standards. P ; a ._ 9 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Level of Service Results Traffic operations, including intersection vehicle delay and level of service (LOS) at each intersection under both existing conditions (2017) and Phase 3 conditions (2040) were analyzed using Synchro (a transportation planning software). The existing LOS results are shown in Figure 9 and the results of the Phase 3 LOS analysis are shown in Figure 10. Results show that by 2040 under Phase 3 of development in the Northeast Industrial Area the majority of intersections studied in this memo would continue to operate at an acceptable LOS. These results assume all projects included in the Spokane Valley Six-Year TIP and the SRTC financially constrained project list from the Horizon 2040 Plan are operational by 2040. However, two intersections are forecast to fail the City's LOS standards by 2040, a significant transportation impact: • Barker Road/Boone Avenue • Flora Road/Trent Avenue Additional transportation impacts were also identified along Barker Road south of Mission Avenue and at the Barker Road/UP Railroad at-grade crossing, both discussed below. Figure 9: Existing (Year 2017) Intersection LOS Results AM Peak PM Peak Intersection Controls Approach Delay LOS Delay LOS 1. Barker Rd/Trent Ave SSSC 59 F2 41 E NB 2. Barker Rd/ Euclid Ave (north) SSSC 10 A 11 B EB 3. Barker Rd/ Euclid Ave (south) SSSC 12 B 17 C WB 4. Barker Road/ Buckeye Ave SSSC 13 B 10 B WB 5. Barker Road/ Riverway Ave SSSC 16 C 20 C WB 6. Barker Rd/ Indiana Ave (north) SSSC 11 B 12 B EB 7. Barker Rd/ Indiana Ave (south) SSSC 14 B 15 B WB 8. Barker Rd/ Mission Ave Signal 13 B 17 B 9. Barker Rd/ Boone Ave SSSC 22 C 18 C EB/WB 10. Barker Rd/ 1-90 Westbound Ramps Signal 68 E 43 D 10 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 311111 December 21,2017 11. Barker Rd/ 1-90 Eastbound Ramps' Signal 44 D 113 F 12. Flora Rd/Trent Ave SSSC 129 F2 124 F2 SB/NB 13. Flora Rd/ Euclid Ave (north) SSSC 11 B 11 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 10 A 10 A EB 15. Sullivan Rd/Trent Westbound Ramps Signal 16 B 12 B 16. Sullivan Rd/Trent Eastbound Ramps Signal 13 B 21 C 17. Sullivan Rd/ Euclid Ave Signal 51 D 60 E4 18. Del Rey Dr/Trent Ave SSSC 23 C 18 C SB 1.SSSC=Side Street Stop Control. 2.Does not meet City LOS standards.Intersection operates at LOS F and volumes satisfy the peak hour signal warrant per MUTCD. 3.Based on HCM 2000 methodology. 4.LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor-wide. Figure 10: Phase 3 (Year 2040) Intersection LOS Results AM Peak PM Peak Intersection Control' Approach Delay LOS Delay LOS la. Barker Rd/Wellesley Ave2 Signal or 28 C 25 C Roundabout lb. Wellesley Ave/Trent Ave2 Signal or 26 C 25 C Roundabout 2. Barker Rd/ Euclid Ave (north) SSSC 12 B 16 C EB 3. Barker Rd/ Euclid Ave (south) SSSC 14 B 19 C WB 4. Barker Road/ Buckeye Ave SSSC 14 B 17 C WB 5. Barker Road/ Riverway Ave SSSC 26 D 40 E WB 6. Barker Rd/ Indiana Ave (north) SSSC 13 B 17 C EB 7. Barker Rd/ Indiana Ave (south) SSSC 23 C 26 D WB 8. Barker Rd/ Mission Ave Signal 20 C 25 C 9. Barker Rd/ Boone Ave SSSC 139 F4 >300 F5 WB 10. Barker Rd/ 1-90 Westbound Ramps Roundabout 30 C 13 B 11. Barker Rd/ 1-90 Eastbound Ramps Roundabout 12 B 25 C 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 /4S°15 December 21,2017 12a. Flora Rd/Trent Ave SSSC >300 F5 >300 F5 SB/NB (if Flora Rd/BNSF rail crossing is open2) 12b. Flora Rd/Trent Ave SSSC 174 F5 >300 F5 SB (if Flora Rd/BNSF rail crossing is closed') 13. Flora Rd/ Euclid Ave (north) SSSC 15 B 15 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 11 B 12 B EB 15. Sullivan Rd/Trent Westbound Ramps Signal 39 D 53 D 16. Sullivan Rd/Trent Eastbound Ramps Signal 12 B 38 D 17. Sullivan Rd/ Euclid Ave Signal 52 D 51 D 18. Del Rey Dr/Trent Ave SSSC 35 E 29 D SB 1.SSSC=Side Street Stop Control. 2.This scenario assumes Barker Road will be diverted 1/2 mile east to a new intersection with Wellesley Road just south of the BNSF Railroad 3.This scenario assumes Barker Road will intersect Trent Avenue via a new grade separated BNSF Railroad crossing 4.Does not satisfy peak hour signal warrant using MUTCD guidelines,thus would technically still meet the City's LOS standard. 5. Does not meet City LOS standards.Intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines. Barker Road/Boone Avenue Intersection By 2040 the Barker Road/Boone Avenue intersection is forecast to operate at LOS F (as measured by the westbound approach) during both the AM and PM peak—and traffic volumes peak would be high enough on Barker Road and Boone Avenue during the PM peak to meet the peak hour signal warrant using MUTCD3 criteria. The 2040 travel demand model used for this analysis assumes that Cataldo Avenue - which is a local road that provides access to several industrial sites just east of Barker Road and north of I-90 - would be rerouted (as part of the Barker Road/I-90 interchange reconstruction planned by WSDOT) north to intersect Boone Avenue just east of Barker Road instead of intersecting Barker Road at the I-90 westbound ramps as it does today.This would effectively shift all of the traffic currently(and in the future)along Cataldo Avenue to instead use the Barker Road/Boone Avenue intersection. This would be sufficient by 2040 to cause the Barker Road/Boone Avenue intersection to fail the City's LOS threshold. It should be noted that traffic analysis completed as part of the I-90/Barker Road Interchange Justification Report (IJR) also assumes Cataldo Avenue would be rerouted to Boone Avenue east of Barker Road. As part of the Methods and Assumptions Memorandum for that project published prior to the IJR, WSDOT proposed three potential scenarios for the Barker Road/Boone Avenue intersection to accommodate traffic 3 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov 12 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 on Cataldo Avenue, Barker Road and Boone Avenue.The three alternatives include: • A five-way roundabout at Barker Road/Boone Avenue/Cataldo Avenue • Converting Barker Road/Cataldo Avenue to a right-in/right-out intersection and Barker Road/Boone Avenue to a roundabout • Rerouting Cataldo Avenue from Barker Road to Boone Avenue east of Barker Road and adding a signal to the Barker Road/Boone Avenue intersection It is anticipated that any of these alternative configurations for Cataldo Avenue would meet the City's LOS standard. Flora Road/Trent Avenue Under existing conditions, the Flora Road/Trent Avenue intersection does not meet the City's LOS standards.Two future alternatives being considered by Spokane Valley were studied for this intersection: 1. Flora Road remains open across the BNSF railroad and Barker Road is diverted one half-mile east to a new intersection with Wellesley Avenue 2. Flora Road is closed across the BNSF railroad (effectively changing this from a four-leg to a three- leg intersection) and Barker Road intersects Trent Avenue via a new grade-separated crossing with the BNSF Railroad in approximately the same location as today's intersection An added delay of 60 seconds was also added to the travel model to all northbound/southbound through and northbound/southbound left movements at Flora Road/Trent Avenue to account for the difficulty in making northbound and southbound left and through movements at this intersection.This change ensured that the travel model did not "overassign" traffic to an intersection that will likely have higher delays for northbound traffic. By year 2040, without any improvements, delay would increase substantially under both alternatives (Flora open or closed across the BNSF tracks)during both the AM and PM peak and thus continue to fail the City's LOS standards. Since this is a side-street stop controlled intersection, LOS is measured based on the approach with the highest delay. Under the alternative where the Flora Road/BNSF Railroad crossing remains open, the highest delay during the AM peak would be from the southbound approach, where traffic originates primarily from residential development north of Trent Avenue (outside the study area).In the PM peak, the highest delay would occur from the northbound approach, where traffic originates from the industrial sites south of Trent Avenue. Despite the added delay, the SRTC travel model predicts the deviation in Barker Road would cause a substantial number of drivers to opt for Flora Road instead of Barker Road to access Trent Avenue. Under the alternative where the Flora Road/BNSF Railroad crossing is closed, delay from the southbound approach would still be well above LOS F during both the AM and PM peak hours. Under both alternatives, 13 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 peak hour traffic volumes would be high enough on Flora Road and Trent Avenue to meet the peak hour signal warrant using MUTCD4 criteria. Barker Road (I-90 to Euclid Avenue) The recently completed Spokane Valley Comprehensive Plan recommended widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040. That recommendation was re-examined as part of this study. Average daily traffic (ADT) and the peak hour one-way volumes on Barker Road were forecast for 2040 on between I-90 and Euclid Avenue based on the updates to the travel demand model described in the methodology section of this Memo. Results are shown in Figure 11. Figure 11:Traffic Volumes on Barker Road Existing(2017) 2040 Peak Hour Peak Hour Barker Road SegmentADT Volume ADT Volume (highest (highest approach) approach) Boone Avenue—Mission Avenue 13,400 640 18,400 780 Mission Avenue—Euclid Avenue 10,200 510 16,000 715 The industry standard threshold for the amount of vehicles one thru lane of traffic can accommodate before significant delays occur ranges from about 600-900 vehicles per hour. The variation depends on driveway/intersection frequency, access control, travel speed, intersection control, concentration of traffic during the peak hour and other factors. The results of this analysis demonstrate that volumes would be high enough on Barker Road between I-90 and Mission Avenue (combined with the presence of signalized intersections and frequent driveways/intersections) to have a significant transportation impact. Traffic volumes on Barker Road north of Mission are forecast to be a little lower and, while being on the cusp of warranting mitigation, are not forecast to have a significant transportation impact. Traffic Impacts at the At-Grade Rail Crossings The impacts of queuing vehicles from the Union Pacific(UP) railroad at-grade crossing at Barker Road were analyzed using Synchro in year 2040. The Union Pacific (UP) Railroad crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. No grade-separation projects are currently planned at this crossing, thus is it assumed there will still be an at-grade rail crossing at this location in year 2040. Based on data provided by the Federal Railroad Administration (FRA), the UP line 4 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov . c, . 14 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 hosts about 9 trains per day on average. No information is provided on whether or not UP anticipates the number of trains a day to change in the future.Thus, the same number of trains on average per day today was also assumed to also occur in 2040.If the frequency of trains were to increase in the future this would not impact the queue length (unless the average length of trains or speed of trains changed), but instead, would affect the frequency of queueing. The railroad crossing analysis looked at the forecast queue length and associated traffic impacts under three scenarios in which the gates across Barker Road would be down during both the AM and PM peak: • Average queue length—This was measured by the 50th percentile queue length during an average gate down time(2 minutes)and represents the typical queue that would occur when a train crosses Barker Road during the peak commuting period. • Worst case scenario queue length (through trains) —This was measured by the 95th percentile queue length during the longest observed gate down times and represents a queue during the worst case scenario: a particularly high surge in peak hour traffic combined with a long gate down time(4 minutes). Note:based on the observed frequency of long gate down times on each line the worst case scenario is likely to occur 3-4 times per year along the UP line. • Worst case scenario queue length (trains backing onto future rail spur) —This was measured by the 95th percentile queue length during a hypothetical situation in which a train would be backing onto the new spur planned just east of Barker Road. This was measured by increasing the longest observed gate down time by 50%to 6 minutes. This would represent a queue during the worst case scenario for non-through train movements: if a train were to back onto the future spur planned just east of Barker Road during a particularly high surge in peak hour traffic. Estimated existing vehicle queue lengths at the Barker Road/UP railroad at-grade crossing are shown in Figure 12.The results of the 2040 queuing analysis are shown in Figure 13, including the estimated vehicle queue length in feet along Barker Road during the AM and PM peak when the gates are down at the UP crossing given each scenario. 5 Duration and frequency of gate down times was recorded at both the UP rail crossings along Barker Road between 7AM and 6PM Tuesday, February 14,2017 15 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Figure 12: Existing vehicle queue length, Barker Road/UP at-grade rail crossing when gates are down Vehicle Queue Length (feet) Trains Gate Down Condition per Day Time AM Peak PM Peak NB SB NB SB Average (50th percentile) 9 2 minutes 300 250 225 500 Worst Case Thru Trains 9 4 minutes 700 250 525 1,050 (95th percentile) Figure 13:2040 vehicle queue length, Barker Road/UP at-grade rail crossing when gates are down Vehicle Queue Length (feet) Trains Gate Down Condition per Day Time AM Peak PM Peak NB SB NB SB Average (50th percentile) 9 2 minutes 600 375 400 975 Worst Case Thru Trains 9 4 minutes 1,275 800 875 2,025 (95th percentile) ' Worst Case Trains Accessing Future unknown 6 minutes 1,875 1,200 1,275 3,000 Spur' (95th percentile) ' 1.This scenario is what could occur if a train were to be backing into or out of the new rail spur planned by developers east of Barker Road during a particularly high surge in peak hour traffic. In general,the queues at the UP crossing are forecast to be about 50-100%longer than they are today.The longest queues are anticipated to occur in the northbound direction in the AM peak and southbound direction during the PM peak. Vehicle queueing will occur both on Barker Road and Euclid Avenue. Based on the forecast approach volume from each of those streets, close to 80 percent of the queue during the AM peak heading northbound would be on Barker Road, with the remaining on Euclid Avenue south of the tracks (heading westbound to turn onto Barker Road).Therefore it is anticipated that the average vehicle queue during the AM peak on Barker Road heading northbound would be about 475 feet, but about 3-4 times per year could be as long as 975 feet. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (northbound) Barker Road during the AM peak in this Pa ,_ _ 16 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 scenario could be as long as 1,450 feet. About 10 percent of the vehicles heading north on Barker Road would be making a right turn onto Euclid before the railroad tracks and about 40 percent of vehicles heading west on Euclid Avenue would be making a left turn onto Barker Road and not crossing the railroad tracks.Thus, about 20 percent of the traffic south of the rail crossing in the AM peak would not actually be heading across the tracks, but most of these vehicles would get stuck in the queue. These vehicles would not only lengthen the queues in AM peak by an additional 20 percent, but this occurrence would add to driver frustration and increase the likelihood of drivers performing risky maneuvers to get around the queues. While the northbound queues would be shorter during the PM peak, the percentage of vehicles likely to get caught in the queue not intending to cross the tracks (heading northbound right or westbound left at Barker Road/Euclid Avenue [south])would be even higher during the PM peak, representing about 35 percent of traffic. Therefore, the long northbound queue is determined to be a significant transportation impact. During the PM peak the longest queues will occur north of the tracks from vehicles heading southbound on Barker Road (or eastbound on Euclid Avenue). During this time about 50 percent of the queue will be on Barker Road and about 50 percent will be on Euclid Avenue.Therefore it is anticipated that the average vehicle queue during the PM peak would be about 500 feet on both Barker Road heading southbound and Euclid Avenue heading eastbound, but about 3-4 times per year could be as long as 1,000 feet on both streets. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (southbound) Barker Road and (eastbound) Euclid Avenue during the PM peak in this scenario could be as long as 1,500 feet on each street. Fewer than 25 vehicles per hour are forecast to be heading either southbound right or eastbound left at this intersection, thus about 95 percent of the vehicles in the queue would be waiting to cross the tracks. MITIGATION Recommended mitigations to address significant transportation impacts at the three intersections that would fail the City's LOS standards under Phase 3 as well as the section of Barker Road from I-90 to Mission Avenue are described below. Recommendations for the UP at-grade rail crossing on Barker Road are also discussed. Barker Road/Boone Avenue Intersection This analysis assumes Cataldo Avenue would be rerouted from Barker Road to Boone Avenue via a new north-south alignment somewhere east of Barker Road with the reconfiguration of the Barker Road/I-90 interchange, which is consistent with what was assumed in the I-90/Barker Road IJR published by WSDOT. Based on a review of parcel boundaries from Spokane County's SCOUT map,this may require right-of-way 17 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 from property owners, or the utilization of potential right-of-way on the border of Spokane Valley and Liberty Lake,along with a short extension of Boone Avenue to the east.This would also require construction of a cul-de-sac on the west end of Cataldo Avenue. Assuming that Cataldo Avenue is rerouted from Barker Road to Boone Avenue as part of the Barker Road/I-90 interchange reconstruction, the Barker Road/Boone Avenue intersection would fail the City's LOS standards in 2040. To address this LOS impact, it is recommended that Spokane Valley add a signal or roundabout to this intersection. Analysis using Synchro shows that the addition of an actuated uncoordinated signal would improve the LOS at this intersection in 2040 from F to A during both the AM and PM peak.A roundabout would also operate acceptably. If a signal is implemented, the intersection should be designed to include a separate northbound left turn pocket of at least 125 feet, along with a northbound through and through-right lane. The southbound approach should be similarly configured. Ideally the east and westbound Boone approaches would have separate left and through-right turn lanes. Also, it would be preferred if the offset between the east and west legs of Boone Avenue were realigned to be opposite of each other. An alternative option would be to convert Cataldo to right-in/right-out access at its current intersection with Barker Road. Under this option, the Barker Road/Boone Ave intersection would operate at LOS D in the AM and LOS E in the PM in 2040 (based on the LOS of the westbound approach), which is acceptable for a side-street stop controlled intersection. However, a right-in/right-out configuration would require U- turn access at the Barker Road/Boone Avenue intersection. This could be accomplished through a roundabout or turnaround at the Barker Road/Boone Avenue intersection. Flora Road/Trent Avenue Intersection The Flora Rd/Trent Ave intersection currently operates at LOS F during both the AM and PM peak hour and delay is forecast to increase substantially by 2040 regardless of whether the southbound leg across the BNSF Railroad is closed in the future or not.To address this, it is recommended that a signal be installed at this intersection along with left turn pockets on Flora Road or a roundabout. Assuming an actuated, uncoordinated signal with a 110 second cycle length and protected left turn movements on Trent Avenue, traffic would operate at LOS C during the AM Peak and LOS B during the PM peak with the BNSF railroad crossing open (LOS A with the BNSF Railroad crossing closed) by 2040 if these mitigations were applied.A roundabout large enough to accommodate two-lanes of traffic in both directions of Trent Avenue would also operate acceptably. Given that Trent Avenue is a State Highway, under WSDOT design criteria an Intersection Control Analysis (ICA)would need to be conducted to evaluate alternatives before a signal can be installed. ac _ 18 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Barker Road (I-90 to Euclid Avenue) The recently completed Spokane Valley Comprehensive Plan recommends widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040.Analysis as part of this study show that traffic volumes are forecast to be high enough (combined with the frequency of driveways/intersections and presence of signals or future roundabouts) to have a significant transportation impact on Barker Road between I-90 and Mission Avenue. Based on this, it is recommended to widen Barker Road between I-90 and Mission Avenue to five lanes by 2040. Traffic volumes on Barker Road between Euclid Avenue and Mission Avenue are forecast to be close to, but not at the threshold to warrant widening.Therefore, it is recommended that Barker Road remain three lanes from Mission Avenue to Euclid Avenue by 2040. However, Spokane Valley should continue keep the widening plan in the Comprehensive Plan in order to require ROW from future developments. This will preserve the possibility for widening should forecasts change in the future or widening be deemed necessary shortly after 2040. As part of this recommendation the City will continue to implement its Transportation System and Demand Management strategies identified in the 2016 Comprehensive Plan, see Figure 14. The Comprehensive Plan states that "it is the City's policy to consider strategies such as transportation demand management, access restrictions,design modifications,transit enhancements, and intelligent transportation systems prior to adding new lane capacity to the system, particularly for single-occupancy vehicles." Figure 14:Spokane Valley Transportation System and Demand Management Strategies Transportation System and Demand Management Description (Non-Capacity Projects) Continue implementing Intelligent Transportation Systems (ITS), Intelligent Transportation which include signal coordination, adaptive signal control, Systems incident reporting, and other technologies. Coordinate with the Regional Transportation Management Center. Implement the Spokane Valley Commute Trip Reduction Commute Trip Reduction Implementation Plan Update: 2015-2019.Work with employers to and Transportation Demand provide information, marketing materials, training, and support to Management Programs reduce drive-alone commuting to workplaces in Spokane Valley. Continue to work with Spokane Transit Authority to implement Coordinate with Spokane transit service improvements, including High Capacity Transit on Transit Authority major corridors in Spokane Valley to provide other options to driving. 19 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 As identified in the Land Use Element, infill and higher density Encourage Infill and Higher development is envisioned along many of the Valley's major Density Development arterial and transit routes. This development generates fewer auto trips than comparable lower density development that is not near transit and other commercial uses. Continue to implement the non-motorized transportation Pedestrian and Bicycle network identified in the Pedestrian and Bicycle Master Program Infrastructure to provide other options to driving in the community. The City will work with employers in the Northeast Industrial Area to implement the Commute Trip Reduction and Transportation Management Programs. In the future bike lanes and sidewalks will be provided along the length of the Barker Road corridor(from Trent Avenue to I-90), all arterial roads will be designed to accommodate transit vehicles and as the area densifies the Spokane Transit Authority may provide transit service to the Northeast Industrial Area. However, even with these measures in place, the substantial increase in employment within the Northeast Industrial Area will require roadway capacity expansion along Barker Road to accommodate access to the jobs and facilitate goods movement to and from the industrial sites. Barker Road/UP Railroad At-Grade Crossing An analysis of vehicle queue length at the UP rail crossing on Barker Road shows that vehicle queues will be about 50-100%longer in 2040 than they are today.Additionally,assuming there would be trains backing onto the planned rail spur with even longer gate down times than observed today, queue lengths could triple by 2040.In order address this later scenario, it is recommended that if owners want to take advantage of the EIS, as a condition of construction of the new rail spur the City coordinate with owners of the rail spur along with the UP Railroad agree to limit movement of trains onto and off of the rail spur to non-peak hours.This would largely avoid the likelihood of extremely long queues shown in Figure 13. Results of the queueing analysis show that even though queue lengths from normal through train movement along the UP line would increase by 2040, the average queue during the peak hour on either Barker Road or Euclid Avenue would be 500 feet or less. During the worst case scenario, which would occur about 3-4 times per year (assuming no change to UP train frequency), the queue on Barker Road or Euclid Avenue would be less than 1/4 mile. Beyond the occasional delay to drivers waiting to cross the tracks, two additional impacts would be anticipated from these longer queues: • Increased frequency for queuing vehicles to block nearby local streets, particularly Bridgeport Avenue (which is about 680 feet north of Euclid Avenue) and some driveways; and • Increased frequency of vehicles not intending to cross the tracks to get caught in the queue,which 20 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 would add to the length of the queue. For example, during the PM peak at the Barker Road/Euclid Avenue (south) intersection, about 100 vehicles are forecast to make a northbound right from Barker Road to Euclid Avenue and about 70 vehicles are forecast to make a westbound left from Euclid Avenue to Barker Road. These vehicles would not cross the tracks, but could get caught in the queue. Less than 25 vehicles are forecast to make a similar movement, eastbound left or southbound right, at the Barker Road/Euclid Avenue (north) intersection. The following strategies are recommended to mitigate these issues in the future: • To mitigate the potential for blocked streets and high-traveled driveways, it is recommended to: o paint and sign"Do Not Block Intersection/Driveway"at locations where vehicles are likely to get blocked by the queue, including the southbound lane of Barker Road at Bridgeport Avenue and the northbound lane of Barker Road at Euclid Avenue (south); o not allow new driveways or access roads on Barker Road or Euclid Avenue within 500 feet of the UP Railroad crossing to developments that are anticipated to generate more than 20 vehicles per hour; and o discourage new driveways or access roads on Barker Road or Euclid Avenue within 1,000 feet of the UP Railroad crossing to developments that are anticipated to generate more than 20 vehicles per hour • To reduce the number of vehicles caught in the queue that are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 500 foot long northbound right turn lane and 300-foot long eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. Henry Road/I-90 Interchange It should be noted that the 2040 travel demand model used to forecast traffic presented in this Memo assumed that a new full interchange would be constructed at Henry Road/I-90 in place of the existing partial Appleway Avenue/I-90 interchange.This configuration is consistent with the existing SRTC Horizon 2040 Plan and was assumed when this study was initiated. However, since this study was initiated,WSDOT completed their modeling for a new Henry Road interchange and found it did not meet the purpose and need identified in the original project definition.Without the Henry Road interchange,there is the potential for new residential and commercial growth in Liberty Lake to result in additional traffic impacts on the Barker Road corridor between Mission Avenue and I-90. If the Henry Road/I-90 interchange is no longer assumed to be built by 2040, it is recommended that the City of Spokane Valley and Liberty Lake work together to jointly address future infrastructure needs given this new configuration. This could be accomplished through a long-range transportation analysis of the area to determine an appropriate range of transportation infrastructure improvements and a funding strategy to implement the improvements in a timely manner. 21 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Planned Rail Spur Across Barker Road As part of the Phase 1 development, a new rail spur is planned off the Union Pacific mainline just north and east of the Barker Road/Euclid Avenue (north) intersection to provide rail access to the planned industrial development.In the future(as part of Phase 3 of development), land owners are considering extending that rail spur west across Barker Road at-grade to provide access to developable land between Barker Road and Flora Road. Given that train movements on the spur are planned to be infrequent and short, no significant impacts to traffic operations on Barker Road are anticipated as long as the following criteria are met: • The rail spur across Barker Road should be located sufficiently far from the existing Barker Road/UP at-grade crossing and from the Barker Road/Trent Avenue intersection so as not to risk vehicle queues from those locations backing into the rail spur or interfering with the planned Barker Road/BNSF grade separation project. It is recommended that the planned rail spur be located at least 1,500 feet from the Barker Road/UP at-grade crossing and at least 2,000 feet from the Barker Road/Trent Avenue intersection.This leaves about 1,300 feet of area along Barker Road in which the spur crossing could be located. • In order to address delay from train movement along the planned rail spur across Barker Road, it is recommended that as a condition of construction of the new rail spur, the City coordinate with owners of the rail spur along with the UP Railroad to agree to limit movement of trains across Barker Road along the rail spur to non-peak hours.Or to at least limit the time the gates are down during the peak hours to be less than two-minutes. The extension of the new rail spur would add a new rail crossing across Barker Road, which is designated as an arterial street by the City of Spokane Valley.This will require the owner of the rail spur to file a petition (RCW 81.53.030 and WAC 480-62-150(1)(a)) with the State Utilities and Transportation Commission (UTC). It would also require an on-site safety assessment with UTC staff, Union Pacific Railroad, and the City of Spokane Valley at a minimum as well as a feasibility study as decided by the UTC Commissioners to demonstrate why a grade separation would be impractical at this location. CONCLUSIONS The results of the traffic impact analysis in the Northeast Industrial Area of Spokane Valley demonstrated that the following two intersections would fail the City's LOS standards under Phase 3 of development in year 2040: • Barker Road/Boone Avenue • Flora Road/Trent Avenue 22 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Results also show that by 2040 traffic volumes on Barker Road between I-90 and Mission Avenue would have a significant transportation impact on traffic operations. Lastly, results also indicate that the queue length at the Barker Road/UP Railroad at-grade crossing would increase by 50%-100% and could triple in length if back-up moves onto the planned rail spur east of Barker Road were to block Barker Road. This would increase the potential for blocked streets and driveways as well as the potential for traffic to get stuck in the queue that is not trying to get across the tracks and may make risky maneuvers. The following mitigations are recommended to address these impacts: • Barker Road/Boone Avenue—It is recommended that Spokane Valley either close the access to Cataldo Avenue from Barker Road or convert this intersection to right-in/right-out when the Barker Road/I-90 intersection is reconstructed given the proximity of this intersection with the planned roundabout and Boone Avenue. A closure would require rerouting traffic on Cataldo Avenue to Boone Avenue via a new north-south alignment somewhere east of Barker Road, which would require negotiation with private property owners for right-of-way. Under this option, traffic would increase substantially on Boone Avenue, which would cause the intersection to operate at a LOS that exceeds the City's threshold by 2040. To mitigate this, it is recommended that a signal or roundabout be added at this intersection.If a signal were implemented, it is recommended to also add a 125-foot northbound left turn lane and a right turn only lane at this intersection to prevent northbound vehicles from queuing into the Barker Road/I-90 Westbound Ramp roundabouts. A right-in/right-out configuration would require u-turn access at Barker Road/Boone Avenue, which could be accomplished through a roundabout or turnaround. • Flora Road/Trent Avenue — This intersection does not currently meet the City's LOS standards and regardless of whether or not the southbound leg of the intersection is closed over the BNSF railroad tracks in the future delay will increase by 2040.It is recommended that a signal be installed at this intersection along with left turn pockets on Flora Road or the intersection be converted to a roundabout. • Barker Road (I-90 to Mission Avenue) — Following with the recommendation from the 2016 Spokane Valley Comprehensive Plan, it is recommended to widen Barker Road between I-90 and Mission Avenue from three lanes to five lanes by 2040 in order to accommodate forecast traffic. The Comprehensive Plan also recommends widening Barker Road to five lanes from Mission Avenue to Euclid Avenue by 2040. However, analysis as part of this study shows traffic volumes on Barker Road north of Mission Avenue(while close to warranting five lanes)are forecast to be within the range that can be accommodated by a three lane road without causing significant delays. However, Spokane Valley should continue to keep the plan to widen Barker Road from Euclid 23 Chaz Bates Spokane Valley Northeast Industrial Area PAO—Phase 3 Traffic Analysis v7 December 21,2017 Avenue to Mission Avenue in the Comprehensive Plan in order to require right-of-way from future developments.This will preserve the possibility for widening should forecasts change in the future or widening be deemed necessary shortly after 2040. • Vehicle Queues from Barker Road/UP Railroad Crossings — Three mitigation strategies are recommended to address the impacts from queuing vehicles at the Barker Road/UP Railroad crossing: o In order to address delay from back-up moves into and out of the planned rail spur east of Barker Road, it is recommended that as a condition of construction of the new rail spur the City coordinate with owners of the rail spur along with the UP Railroad agree to limit movement of trains onto and off of the rail spur to non-peak hours. o To mitigate the potential for blocked streets and high-traveled driveways, it is recommended to strategically sign and paint "Do Not Block Intersection/Driveway" at locations where vehicles are likely to get blocked. We also recommend restricting (or discouraging) the construction of new driveways to medium or large scale developments on Barker Road or Euclid Avenue within 1,000 feet of the UP at-grade crossing. o To limit the number of vehicles that may get caught in the queue, but are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 500-foot long northbound right turn lane and 300-foot eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. 24 APPENDIX C: INFRASTRUCTURE PLAN FOR SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PAO Infrastructure Plan Spokane Valley Northeast Industrial Area Planned Action Ordinance Prepared for: City of Spokane Valley Updated August 2018 SE17-0508 FEHR PEERS Contents Introduction 3 Phases of Development 3 Planned Infrastructure Projects 4 Infrastructure Projects by Phase 6 Estimating the Costs of Infrastructure Projects 7 Northeast Industrial Area's Fair-Share Contribution 8 Additional Financing Strategies 12 Conclusions 13 INFRASTRUCTURE PLAN 8/16/18 Introduction This document outlines a phased transportation infrastructure plan and implementation strategy to accommodate employment growth associated with development in the Northeast Industrial Area of Spokane Valley through year 2040.The boundaries of the Northeast Industrial Area are shown in Figure 1. Figure 1.Northeast Industrial Area boundaries Broad Av ' _J -+�`- - IIIWellesley Av _ _ i Heroy Av •.• 'I -xe 1 Rich Av1 H.Trent Av I.Y'. r-+M Y 1 1 �A�t BNSF RP Industrial Park -.- 1 � I Industrial Park B St 22 s I 1 u industrial-Pailc-CSt{'^�'-' `I r I I L i. r"+ ,Q; -_�`- ; 1 U1,1°°WOO* -- I I I I ~ 1 tg To 1 1 r 'fl Euclid Av g1 i a I hue keye Av Marietta A'' 2 c,volume R.o m v Montgomery Av a- 6 9d a R Knox Av Liberty R 2 oar. Lake c lsrt Rd ¢ J Mission Av v '�4 '1 ''Sint. Av a 4,Sharp Av &pone Av 4 a dta Cataldo Av Ty m z X y` m G v s Broadway Av "' Alki Av •u .-- • .- dPw ewal P 1.-1 Study Area(PAO) L Va lleyway Av a c 'AeV RPPt � w y Spokane Valley City Limits 0 0.25 0.5 1 `� O P viman Av Miles Future transportation infrastructure needs were determined based on traffic analysis associated with forecast development in order to meet the City of Spokane Valley and Washington State Department of Transportation (WSDOT) level of service (LOS) standards. Based on the infrastructure needs, planning- level costs were estimated for each future project.This plan also includes a strategy to pay for those projects through a fair-share cost fee for future developments in the Northeast Industrial Area as well as through identification of additional potential financing options. Phases of Development Three future land use phases for the Northeast Industrial Area were identified as a way to incrementally organize when future infrastructure projects will likely be needed between now and 2040: • Phase 1(2019)—Two manufacturing sites near Barker and Euclid totaling about 375 employees. • Phase 2 (2025-2032) — Partial development of the Northeast Industrial Area. This is defined as when development would likely trigger the need for a major infrastructure project prior to 2040. Spokane Valley Northeast Industrial Area Planned Action Ordinance 3 I P a g e INFRASTRUCTURE PLAN 8/16/18 • Phase 3 (2040) — 2040 Buildout of the Northeast Industrial Area as defined by the Community Prosperity Alternative of the Spokane Valley Comprehensive Plan Traffic analysis was performed for each phase of development to identify traffic impacts and mitigation strategies. The detailed traffic analysis, including outcomes of each phase of development can be found in The Spokane Valley Industrial Area PAO - Phase 1, Phase 2 & Phase 3 Traffic Analysis Memorandums.A short summary of the intersections/roadway segments with traffic congestion issues are listed in Figure 2. Figure 2.Locations forecast to have significant traffic impacts. Intersection/Segment Phase When LOS/Queueing LOS Degrades Barker Road/Trent Avenue Phase 1 139 seconds/LOS F—AM peak hour 90 seconds/LOS F—PM peak hour Barker Road/I-90 westbound Phase 1 92 seconds/LOS F—AM peak hour Barker Road/I-90 eastbound Phase 1 122 seconds/LOS F—PM peak hour Barker Road(Mission Avenue Phase 2 LOS E to 1-90) Barker Road/Boone Avenue Phase 3 299 seconds/LOS F—PM peak hour Flora Road/Trent Avenue Phase 3 >300 seconds/LOS F—AM & PM peak hour (BNSF grade crossing open) Flora Road/Trent Avenue Phase 3 290 seconds/LOS F—AM peak hour (BNSF grade crossing closed) 153 seconds/LOS F—PM peak hour Barker Road/Euclid Avenue Phase 3 600 ft.queue—50th percentile, NB direction,AM peak hour (south) 1,275 ft. queue—95th percentile, NB direction,AM peak hour Planned Infrastructure Projects To determine which additional infrastructure projects are required to support additional development in the Northeast Industrial Area, our team first reviewed the lists of planned improvement projects to be implemented by 2040.These projects are a part of Spokane Valley Department of Public Works' Six-Year Transportation Improvement Program (TIP) and/or part of the Spokane Regional Transportation Council (SRTC)financially constrained project list in the Horizon 2040 Plan and are listed in Figure 3. Figure 3.Planned transportation projects located in the study area or at key intersections nearby Project Description Program Year Agency In Study (Project#) Responsible Area? Barker Road/BNSF Construct grade separation at 2018-2023 City of Spokane Grade Separation Barker/BNSF RR/Trent TIP(#4) 2021 Valley Yes Barker Road—Euclid to Reconstruct to 3-lane urban 2018-2023 City of Spokane Trent section TIP(#20) 2021 Valley Yes Barker Road Widen and improve to 5-lane urban section; roundabout @ 2018-2023 City of Spokane Improvement Project— 2021 No Appleway to 1-90 Broadway; realign east leg of TIP(#21) Valley Broadway Barker Road Reconstruct and widen to 3- 2018-2023 City of Spokane Improvement Project— 2022 No Spokane River to Euclid lane urban section TIP(#25) Valley Spokane Valley Northeast Industrial Area Planned Action Ordinance 4 I P a g e INFRASTRUCTURE PLAN 8/16/18 Project Description Program Year Agency In Study (Project#) Responsible Area? -90/Barker Road Construct general purpose Horizon Interchange lanes and replace Barker Rd 2040 Plan 2020 WSDOT No I/C (#12) Construct new bridge over Trent and BNSF railroad tracks Horizon Sullivan Road Bridge (to accommodate an 2040 Plan 2031- City of Spokane No over Trent additional mainline track and (#29) 2040 Valley, BNSF add capacity) Of the projects listed in Figure 3 that are already planned,three were identified as projects to be included in the fair-share cost estimate for the Northeast Industrial Area Planned Action Ordinance: • Barker Road— Euclid to Trent • Barker Road Improvement Project—Spokane River to Euclid • Sullivan Road Bridge over Trent These projects were added to the impact fee for several reasons: 1. These projects will add capacity and benefit access to the Northeast Industrial Area, 2. Full funding for these projects has not been secured; and 3. The inclusion of these projects will help ensure they are in place to support development in the Northeast Industrial Area. The details for how the costs of these projects were included in the fair-share cost estimate is described later in this document. New East-West Connector In order to improve connectivity and access within the Northeast Industrial Area a new east-west local street is also assumed to be built prior to 2040 to connect Flora Road with Barker Road at a location north of Euclid Avenue and south of the BNSF railroad tracks. This street will be built by developers as the area is developed, and thus was not included in the list of infrastructure projects required to mitigate traffic impacts.This street will be a critical link to provide connectivity and access within the study area particularly if Flora Road is closed across the BNSF railroad. As such, it will be important for Spokane Valley to ensure that future developments in the area do not preclude a connection at this location and, depending on the size and location of the development, contribute toward the construction of this future connector. Utility Projects Future regional utility upgrades will be implemented by the utility companies as demand for the utilities increases with development and as is consistent with their standard practices.The cost of utility projects is not factored into the infrastructure costs presented in this document. Instead, individual developments will follow the standard approval process as required by Spokane Valley and utility providers and all utility costs will be borne by the developers when their developments come on line. Spokane Valley Northeast Industrial Area Planned Action Ordinance 5 I P a g e INFRASTRUCTURE PLAN 8/16/18 Infrastructure Projects by Phase The following list provides a summary of the recommended transportation infrastructure projects to address traffic impacts associated with each phase of development in the Northeast Industrial Area. Phase 1 Infrastructure Projects The Phase 1 analysis identified traffic LOS issues at the Barker Road/Trent Avenue and Barker Road/I-90 intersections. Since city/regional improvement projects are already identified at these two locations and the implementing agencies do not require any additional developer funds from the Northeast Industrial Area to construct these projects, these improvements are not included in the infrastructure plan for the Northeast Industrial Area. However, it is important to point out that the improvements at Barker/Trent and Barker/I-90 are important for accessing the Phase 1 developments, so Spokane Valley should work to ensure the projects are developed on the timelines identified in the TIP and Horizon 2040 Plan. • Boone Avenue/Cataldo Avenue—Currently, Caltaldo Avenue intersects with Barker Road at an intersection that also includes the westbound 1-90 ramps. With the proposed reconstruction of the Barker Road/I-90 interchange, Cataldo Avenue would need to be reconfigured to accommodate the new design. While there are several options to realign Cataldo Avenue,for the purposes of this Infrastructure Plan, it is assumed that Cataldo Avenue would be terminated in a cul-de-sac just east of Barker Road and a new local access road would be constructed across private property to connect Cataldo Avenue and Boone Avenue. An interim signal will also be needed at the Barker Road/Boone Avenue intersection to accommodate traffic that will be rerouted from Cataldo until a more permanent solution is constructed when Barker Road is widened.This is assumed to be a simple span wire signal. It is unclear in the Barker Road/l-90 Interchange Justification Report, who would pay for this reconfiguration, so this project is included in the Infrastructure Plan. Phase 2 Infrastructure Projects • Barker Road, Mission Avenue to 1-90—Based on the Phase 3 traffic analysis it is recommended that Barker Road be widened to five lanes between Mission Avenue and 1-90. Given the size of this project, the timing for when this project will likely be needed was used as the trigger point to define Phase 2 of development. Depending on the pace of development in the Northeast Industrial Area, Barker Road would likely need to be widened to five lanes between Mission Avenue and 1-90 sometime between 2025 and 2032 in order to accommodate forecast traffic. If no new industrial development in the Northeast Industrial Area occurred over the next 15 years, background traffic growth alone on Barker Road—caused by other nearby and regional developments—would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032.Alternatively, if there were to be rapid buildout of the Northeast Industrial Area over the next 5-10 years, the earliest year that widening would likely be needed to meet the City's LOS standards is in 2025. Phase 3 Infrastructure Projects • Flora Road/Trent Avenue—It is recommended that Spokane Valley signalize the Flora Road/Trent Avenue intersection and add left turn lanes on Flora Road or convert this intersection to a roundabout to accommodate traffic growth.This project will be required by 2040 even if the southern leg of the intersection (across the BNSF tracks) is closed as part of the Barker Road/BNSF Railroad grade separation project. Spokane Valley Northeast Industrial Area Planned Action Ordinance Wage INFRASTRUCTURE PLAN 8/16/18 • Barker Road/Euclid Avenue (south)—To address vehicle queuing from the Barker Road/UP Railroad at-grade crossing, it is recommended to add a northbound right turn lane on Barker Road and a westbound left turn lane on Euclid Avenue at the Barker Road/Euclid Ave (south) intersection. It is also recommended to sign and paint"do not block" at key driveways and intersections on Barker Road approaching the UP Railroad crossing. • Barker Road/Boone Avenue—As traffic increases on Barker Road,the intersection with Boone Avenue will eventually need a traffic signal or roundabout.As noted earlier, this traffic signal/roundabout will also serve traffic that is rerouted from Cataldo Avenue that would now use this intersection to access Barker Road. Estimating the Costs of Infrastructure Projects The cost of each future infrastructure project recommended to mitigate traffic impacts in the Northeast Industrial Area was estimated based on the unit cost of common construction elements shown in Figure 4. Unit costs in Figure 4 were generally derived from the 2016 Mirabeau Subarea Traffic Study(in which a similar analysis was used) and adjusted for 2017 dollars based on the Caltrans construction cost index (which increased 19.6% from 2016 to 2017). In a few instances unit costs were based on recent WSDOT bid tabulations for roadway construction projects or adjusted based on the location of the projects within Spokane Valley. Figure 4.Construction project unit costs Element Description Unit Quantity Unit Cost (2017 dollars) Hard Costs Roadway Demolition Demolition and removal of old roadway Square Yard $ 14 Curb Demolition Demolition and removal of old curb/gutter Linear Foot $ 16 Sidewalk Demolition Demolition and removal of old sidewalk Square Yard $ 19 Signal Demolition Demolition and removal of old traffic Each mast arm $6,000 signal equipment Excavation Excavation,grading,fill,earthwork Cubic Yard $36 Road Section Construction of new roadway surface Square Yard $80 Curb Construction of new curb/gutter Linear Foot $42 Sidewalk Construction of new sidewalks Square Yard $80 Curb Ramp Construction of new curb ramps Each $3,500 Traffic Signal Construction of new traffic signal Each Signal System $480,000 Span Wire Signal Construction of interim traffic signal Each Signal System $ 120,000 Roundabout(one lane) Construction of new one-lane roundabout Each $650,000 Roundabout(two lanes) Construction of new two-lane roundabout Each $ 1,000,000 Construction of new cul-de-sac with a 50- Cul-de-sac Each $ 100,000 foot radius Additional Costs Cost of acquiring right-of-way for part of a Right-of-way(partial) parcel Square Foot $5 Right-of-way(full) Cost of acquiring right-of-way for the Spokane County Assessor's Value times entire parcel 1.1 to reflect actual market value Drainage Cost to provide proper stormwater 20%of"hard"costs above drainage to the affected area Mobilization Cost to get a construction crew engaged 10%of"hard"costs above Engineering Cost to design and permit the project 20%of"hard"costs above Traffic Control Cost to manage traffic during construction 15%of"hard"costs above Spokane Valley Northeast Industrial Area Planned Action Ordinance 7 I P a g e INFRASTRUCTURE PLAN 8/16/18 Element Description Unit Quantity Unit Cost (2017 dollars) Cost contingency for potential for Contingency unexpected drainage/utility/earthwork 30%of"hard"costs above conflicts; WSDOT coordination In order to provide an incentive to the first wave of development in the Northeast Industrial Area,the City of Spokane Valley is shouldering all of the costs of the infrastructure required to facilitate Phase 1 development. Note that the Phase 1 infrastructure projects are major infrastructure improvements that also benefit Phase 2 and 3 development in the area.Thus, Figure 5 summarizes the estimated project cost (based on the unit costs from Figure 4)for each of the projects that would be needed as part of Phase 1, Phase 2 and Phase 3 of development in the Northeast Industrial Area, plus the projects already planned that will be included in the fair-share cost estimate as part of the PAO. Figure 5.Recommended projects to mitigate traffic impacts associated with development in the Northeast Industrial Area Project Phase Description Cost Estimate (2017 dollars) Cataldo Avenue Reroute Cataldo Avenue to intersect Boone Avenue 3 instead of Barker Road;add a cul-de-sac to Cataldo $ 1,377,000 realignment Avenue at existing intersection with Barker Road Interim signal at Barker Road/Boone Avenue 1 Add an interim signal $ 198,000 Barker Road—Mission Avenue to 1-90 2 Reconstruct to a 5-lane urban section $2,818,000 Flora Road/Trent3 Add a signal with left turn lanes on Flora Road or $2,163,0001 Avenue convert to a roundabout Barker Road/Euclid 3 Add northbound right-turn lane and westbound left- $244,000 Avenue(south) turn lane and sign/strip"do not block intersection" Barker Road/Boone Add a permanent signal with northbound left and Avenue 3 right turn pockets or a roundabout accommodating $2,214,0001 two lanes of traffic on Barker Road Barker Road—Euclid to Already Planned Reconstruct to 3-lane urban section $4,709,0002 Trent (2021) Barker Road—Spokane Already 2 River to Euclid Planned Reconstruct to 3-lane urban section $3,828,000 (2022) Already Construct new bridge over Trent and BNSF railroad Sullivan Road Bridge Planned tracks(to accommodate an additional mainline track see below3 over Trent (2031- 2040) and add capacity) 1.To be conservative,the highest cost option(a roundabout)was used. 2.Cost estimates reflect most recent available data from(2018)grant applications. 3.Since only a portion of this project is to be funded by Spokane Valley an estimate of the total cost is not available. Northeast Industrial Area's Fair-Share Contribution In order to offset the costs of future infrastructure projects that will be needed to mitigate the traffic impacts caused by development, Spokane Valley will collect fees from future developments in the Spokane Valley Northeast Industrial Area Planned Action Ordinance 8 I P a g e INFRASTRUCTURE PLAN 8/16/18 Northeast Industrial Area based on a fair-share cost estimate.The fair-share financial contribution is determined by how much traffic the Northeast Industrial Area is expected to contribute in 2040 to each of the intersections or streets where needed projects were identified. The same regional travel demand model used to forecast 2040 traffic was used to estimate the percent of traffic generated by the Northeast Industrial Area through each project location.This was done by using a tool in the model called a "select zone analysis."The select zone analysis was set to identify the traffic generated by the Northeast Industrial Area development separate from any other traffic generated by development in the region. It should be noted that since the portion of the Northeast Industrial Area west of Flora Road will have a different travel shed than the portion east of Flora Road, the fair-share contribution was estimated separately for each portion of the Northeast Industrial Area.Trips generated from development east of Flora Road will have the greatest impact on traffic along Flora Road and Barker Road, thus the select zone analysis was isolated to the land area east of Flora road for the projects in Figure 5.Trips generated by development west of Flora Road will have the greatest impacts on traffic along Sullivan Road.Thus, the fair-share financial contributions from land developed in that area were assumed to contribute toward increasing capacity on Sullivan Road at Trent Avenue. Fair-Share Contribution for Areas East of Flora Road The results of the select zone analysis from the portion of the Northeast Industrial Area east of Flora Road for each of the six respective projects identified is shown in Figure 6. The results of this analysis show that the majority of traffic through the impacted locations is generated from land uses outside the Northeast Industrial Area. Furthermore, the farther a project location is from the Northeast Industrial Area, generally the smaller the portion of traffic generated by the Northeast Industrial Area will pass through that location. Figure 6.Northeast Industrial Area's share of total improvement costs Associated Portion of Estimated Northeast Project Location Development future traffic Total Project Industrial Phase from Northeast Cost(2017 Area Fair- Industrial Areal dollars) Share Cost Interim signal at Barker Rd/Boone Ave Phase 1 only 4.0%2 $ 198,000 $7,920 Cataldo Avenue realignment Phases 1&3 10.3% $ 1,377,000 $ 142,003 Barker Road—Mission Avenue to 1-90 Phase 2 11.3% $2,818,000 $317,300 Flora Road/Trent Avenue Phase 3 21.4% $2,163,000 $463,686 Barker Road/Euclid Avenue(south) Phase 3 29.5% $244,000 $71,933 Barker Road/Boone Avenue(Phase 3) Phase 3 10.3% $2,214,000 $228,319 Barker Road—Euclid to Trent Planned (2021) 33.6% $4,709,0003 $ 1,582,627 Barker Road—Spokane River to Euclid Planned (2022) 22.1% $3,828,0003 $845,971 Sullivan Bridge over Trent Planned (by 2040) see below4 Total Northeast Industrial Area Fair-Share Cost $3,659,399 1.Rounded to the nearest tenth percentage 2.Since this project will only apply to Phase 1,the proportion of traffic in Phase 1 was used here 3.Cost estimates reflect most recent available data from(2018)grant applications. 4.Since only a portion of this project is to be funded by Spokane Valley and development in the Northeast Industrial Area primarily west of Flora Road will have the most significant traffic impacts at this location,the fair-share cost of this project was calculated separately. Spokane Valley Northeast Industrial Area Planned Action Ordinance 9 I P a g e INFRASTRUCTURE PLAN 8/16/18 The portion of traffic from the Northeast Industrial Area that is forecast to pass through each project location was multiplied by the estimated cost of that project to arrive at the Northeast Industrial Area's fair-share cost per infrastructure project, shown in Figure 6. Typically, costs to mitigate transportation infrastructure impacts are allocated based on PM peak hour traffic generation. Using PM peak hour trips is typical, since it is the PM peak hour that typically has the most-congested traffic and trips are a way to fairly distribute costs in a way that is proportionate to the total impact generated. In other words, larger developments that generate more trips pay proportionately more than smaller developments that generate fewer trips. To develop a per-trip fee, it was first necessary to estimate PM peak hour traffic that will be generated by new development in the Northeast Industrial Area. Separate trip generation estimates are required for Phase 1 and Phase 2 &3 since the reconfiguration of Cataldo Avenue will require an interim improvement that only benefits Phase 1, while the Cataldo realignment benefits all development in the Northeast Industrial Area. In addition, the other projects listed in Figure 5 are not required for Phase 1 and therefore only benefit Phase 2 & 3 development. Using this logic, separate traffic impact mitigation fee components are calculated for: • Projects that benefit Phase 1 only • Projects that benefit Phase 2 & 3 only • Projects that benefit Phase 1, 2 &3 Projects that Benefit Phase 1 Development Based on information from the City of Spokane Valley and trip generation rates from the Institute of Transportation Engineers (ITE), Phase 1 is expected to generate 160 PM peak hour trips.To calculate the Phase 1 fair-share costs,the Northeast Industrial Area fair-share cost of building the interim traffic signal at Barker Road/Boone Avenue is divided by PM peak hour trips in Phase 1 to get a cost for projects that benefit Phase 1 only of$50 per PM peak hour trip. Projects that Benefit Phase 2&3 Development Only Based on the land use forecasts in the Spokane Valley Comprehensive Plan it is estimated that about 2,886 new employees will work in the Northeast Industrial Area east of Flora Road by 2040.The travel demand model estimates a PM peak hour trip generation rate for employees in the Northeast Industrial Area of about 0.46.This trip rate is consistent with the trip rates for industrial land uses identified by ITE. When the average PM peak hour trip rate is applied to the growth in employees, it is estimated that about 1,340 new PM peak hour trips will be generated from employment growth in the Northeast Industrial Area east of Flora Road. Since growth associated with Phase 1 development is being excluded from this impact fee, the 160 PM peak hour trips estimated as part of Phase 1 development were subtracted from 1,340 to arrive at 1,180 PM peak hour trips.The Northeast Industrial Area's fair-share costs for projects that benefit Phase 2 &3 development only(excludes the Cataldo Avenue realignment and the interim signal at Barker Road/Boone Avenue)were then divided by the growth in PM peak hour trips (between Phase 1 and the 2040 planning horizon) to get a cost per PM peak hour trip for projects that benefit Phase 3 of development only of$2,974: $ 3,509,399 (Northeast Industrial Area's share of total project costs)/ 1,180(new PM peak hour trip generated east of Flora Road less the PM peak hour trips from Phase 1) =$2,974 per PM peak hour trip. Spokane Valley Northeast Industrial Area Planned Action Ordinance 10 I Page INFRASTRUCTURE PLAN 8/16/18 Projects that Benefit Phase 1, 2 and 3 Development To estimate the cost per PM peak hour trip for the Cataldo Avenue realignment, which would benefit Phase 1, 2 and 3 development, the estimated fair-share cost of that project ($ 142,003)was divided by the new PM peak hour trips that will be generated from employment growth in the Northeast Industrial Area east of Flora Road by 2040 (1,340).This calculation results in a cost of$106 per PM peak hour trip for projects that benefit both Phase 1,2&3 of development. Cost per PM Peak Hour Trip by Development Phase Figure 7 shows how these costs were factored into a final PM peak hour trip cost for Phase 1 and Phase 2 & 3 development. In order to get a cost per PM peak hour trip for Phase 1 of development the cost per PM peak hour trip for both the Cataldo Avenue realignment and the interim traffic signal at Barker Road/Boone Avenue was added to get$156 per PM peak hour trip. In order to get the cost per PM peak hour trip for Phase 2 & 3 of development the cost per PM peak hour trip for the Cataldo Avenue realignment was added to the cost per PM peak hour trip for all the projects that would benefit Phase 2 & 3 only.This results in a cost of$2,974 per PM peak hour trip for Phase 2 &3 development.Thus,the fee that would be assessed for developers that opt into the Northeast Industrial Area Planned Action Ordinance as part of Phase 1 development would be$156 per PM peak hour trip and the fee assessed to developments that occur after Phase 1 would be$2,974.The City may opt to shoulder the cost of the Phase 1 development impact fee. Figure 7.Cost per PM peak hour trip by development phase. Fair-Share Forecast Phase 1 Cost per Phase 3 Cost per Projects by Phase PM Peak Cost Trips PM peak hour trip PM peak hour trip Projects that benefit Phase 1 only $7,920 160 $50 N/A Projects that benefit Phase 2&3 only $3,509,836 1,180 N/A $2,974 Projects that benefit Phase 1, 2 and 3 $142,003 1,340 $ 106 $ 106 Total $3,659,759 1,340 $156 $3,080 Fair-Share Contribution for Areas West of Flora Road Euclid Avenue is the only public access road across the railroad spur west of Flora Road, and because it is considerably south of the PAO area, most of the traffic generated by future development in the portion of the Northeast Industrial Area west of Flora Road will load onto Sullivan Road via B Street.Thus the fair-share financial contributions from land developed in the western portion of the PAO area were assumed to instead contribute toward increasing capacity on Sullivan Road at Trent Avenue.The SRTC Horizon 2040 plan identified a bridge replacement project at this location sometime between 2031 and 2040. Given that Spokane Valley will only pay a portion of the cost of the Sullivan Bridge replacement and that portion is unknown at this time, the same cost per PM peak hour trip that was estimated east of Flora Road will be applied to development west of Flora Road. By applying the same fee to both development areas in the PAO area, development in one portion of the PAO area is not paying a disproportionately high fee, and the fees paid by development on the east and west side of Flora Road are directed toward the projects the developments have the greatest impacts on.This will create a simpler and more equitable fee structure for future developments across the entire Northeast Industrial Area. Spokane Valley Northeast Industrial Area Planned Action Ordinance 11 I P a g e INFRASTRUCTURE PLAN 8/16/18 Based on land use forecasts from the Spokane Valley Comprehensive Plan it is estimated that the portion of the Northeast Industrial Area west of Flora Road will grow by about 340 employees by 2040. This will generate an estimated 160 new PM peak hour trips. Assuming Spokane Valley collects$2,974 per new PM peak hour trip, fees collected from future development east of Flora Road as part of the Northeast Industrial Area fair-share financial contribution program will generate about$476,000(in 2017 dollars). Based on the select zone analysis, forecast development in the area west of Flora Road would be responsible for about 9%of the total traffic growth through the Sullivan/Trent interchange. Additional Financing Strategies Funding generated by developers through the Northeast Industrial Area fair-share financial contribution program will only cover a portion of the cost of future infrastructure projects. Spokane Valley will need to use other financing strategies to pay for the remaining costs of those projects. Additional financing strategies that Spokane Valley could consider include implementing a local improvement district or transportation benefit district, applying for grants, leveraging Federal Aid Road designation, and leveraging other State and regional resources. Another option the City could explore is to apply a broader-based impact fee program in collaboration with surrounding jurisdictions. For example, a significant portion of future traffic along Barker Road at Mission Avenue and Boone Avenue will be generated by nearby development in Spokane Valley, Liberty Lake and unincorporated Spokane County. Spokane Valley could work with Liberty Lake and the County to conduct a joint regional sub-area transportation study for this area to determine an appropriate impact fee for future development projects that benefit mobility in all three jurisdictions. Impact to Nearby Spokane County Intersections Spokane County identified the intersections of Harvard Road/Wellesley Avenue and Harvard Road/Euclid Avenue as locations that will need improvements to meet their LOS standards by 2040. Both of these intersections are about 1.5 miles east of the Spokane Valley Northeast Industrial Area. In order to determine the percent of traffic passing through these intersections during the PM peak generated from the Northeast Industrial Area, a select zone analysis (similar to what was performed as part of the fair-share analysis described previously)was performed for year 2040 for each approach of the two intersections. The analysis was performed using the SRTC 2040 regional travel demand model updated in December, 2017. It should be noted that several roadway network adjustments were made in the updated SRTC model to match what was assumed at part of the PAO analysis (such as the Barker Road/Trent Avenue intersection, closure of Flora Road at the BNSF rail crossing,the new east-west connector,the Indiana Avenue connection to Harvard Road, and the Henry Road overpass at 1-90 without an interchange).These assumptions were verified with SRTC.The results show that by 2040 about 12%of traffic passing through the Harvard Road/Wellesley Avenue intersection and about 12%of traffic passing through the Harvard Road/Euclid Avenue intersection would be generated by the Northeast Industrial Area. In order to mitigate the impacts of traffic from the Northeast Industrial Area at these two intersections it is recommended that the City of Spokane Valley and Spokane County develop a memorandum of understanding (MOU)that clearly identifies the planned projects at the two intersections to improve traffic operations and the estimated costs of those projects. At the time this document was prepared, no improvements for the two intersections have been identified. The MOU would also identify the estimated cost per PM peak hour trip generated by the Northeast Industrial area by multiplying the total Spokane Valley Northeast Industrial Area Planned Action Ordinance 12 1 Page INFRASTRUCTURE PLAN 8/16/18 estimated project cost (agreed on and documented in the MOU) by the percentages identified above and dividing by the forecast number of PM peak hour trips that would be generated by the Northeast Industrial Area east of Flora Road in 2040, which equals 1,340. Given that there are other locations where development in Spokane Valley impacts Spokane County infrastructure, and vice-versa, other impacts and mitigation costs could also be included in the MOU. Once the MOU is signed by all parties, a future developer will develop a trip letter and calculate the fee owed to add necessary capacity at the Spokane County intersections. Conclusions This report provides a summary of the major infrastructure projects that will likely be needed to mitigate traffic impacts associated with development in the Northeast Industrial Area through 2040.The report also provides a financing strategy using a fair-share cost estimation and other strategies to pay for those projects. Several major infrastructure projects are either already programmed (with outside funding coming from other sources) as part of the Spokane Valley 6-year TIP, will implemented by other agencies (such as WSDOT), or will be built by developers as the area gets developed.These projects were not factored into the fair-share cost calculations include, but are not limited to: • The Barker Road/BNSF Railroad grade separation project • Reconstruction of the Barker Road/I-90 interchange • Adding an east-west local road to connect Barker Road with Flora Road between Euclid Avenue and the BNSF Railroad tracks Traffic analysis (documented the Phase 1, 2 and 3 Traffic Analysis Memorandums) demonstrated that several mitigation projects will be needed by 2040 to meet LOS standards or are planned by the City but not funded. Funding and implementation of these projects will be the responsibility (at least partially) of Spokane Valley.These projects were factored into the Northeast Industrial Area's fair-share cost calculations and include: • Realignment of Cataldo Avenue • Barker Road/Boone Avenue intersection interim improvements • Reconstructing Barker Road to a 5-lane urban section between Mission Avenue and 1-90 • Flora Road/Trent Avenue intersection improvements • Barker Road/Euclid Avenue (south) intersection improvements • Barker Road/Boone Avenue intersection 2040 improvements • Reconstructing Barker Road to a 3-lane urban section north of the Spokane River (Identified as two separate projects in the Spokane Valley 6-year TIP—and identified by the city to be partially funded by development in the Northeast Industrial Area) • Sullivan Road/Trent Avenue capacity improvements (Identified by the SRTC Horizon 2040 plan— this project is included as it is not programmed by the City, but is to be partially funded by the City) A fair-share cost calculation was developed to identify the Northeast Industrial Area's share of future traffic through each of the above projects and associated mitigation costs. A separate cost was estimated for Phase 1 of development versus Phase 2 &3 of development to reflect the impacts to traffic from each of those phases. If developers agree to participate in the Northeast Industrial Area Spokane Valley Northeast Industrial Area Planned Action Ordinance 13 1 Page INFRASTRUCTURE PLAN 8/16/18 Planned Action Ordinance they will meet their SEPA obligations to mitigate traffic congestion impacts through a mitigation contribution of up to $156 per PM peak hour trip for development associated with Phase 1 and $2,831 per PM peak hour trip for all future developments after Phase 1. After making this mitigation payment developers will not have to conduct another traffic study, outside of a site access and circulation study, which may be required by Spokane Valley to ensure safe access for all modes into and within the development site. If developers opt not to participate in the PAO, they will be responsible for conducting their own traffic impact analysis following the guidelines set forth by Spokane Valley.They will also be responsible for funding any found during that process that will be needed to meet concurrency standards. Utility impacts from future development and costs associated with that were not factored into the mitigation fee. Developers will still be required to follow the Spokane Valley approval process for utilities and will pay for those costs separately. Spokane Valley will need to use other financing strategies to pay for the remaining costs of the projects identified above that will not be covered by developers. One potential strategy includes applying a broader-based impact fee program in collaboration with surrounding jurisdictions to collect fair-share fees from residential developments in Spokane Valley, Liberty Lake and unincorporated Spokane Valley. Other financing strategies Spokane Valley might consider include implementing a local improvement district or transportation benefit district,applying for grants, leveraging Federal Aid Road designation and leveraging other State and regional resources. Spokane Valley Northeast Industrial Area Planned Action Ordinance 14 I P a g e Planning Commission Study Session Centennial Business Park Planned Action Ordinance November 15, 2018 Chaz Bates, AICP, Economic Development Specialist b 0.11/ S iO1tane p Valley® Y Settingthe Stage.. _ , . ,_. tp.„:„.,,,,,,.,„?..., „,.,,,,, , , ..., , , ...,_ _ _ 471-11 - , . .. . , , ., ,.. . .,,,-„,,,,,-. , - ,. -, = .., 0 l'' I al ;i - . - 1-1^''"A,, if, , , 1 r 1 ti _. N W I ` III I Ii _ 4 = :.rte �� x`^ '- i -- - ti a arr -1 - iii - -! I II I V .- _ . 7. Community Priority -- —',ii Staff focus since 2013 " Legend " r II 563 Undeveloped Acres Water .r f' ' Sewer Zoned Industrialj .,s '' 11.11; . • - eil ......• min IND AMMI 11/8/2018 Study Session of the Planning Commission - 2 Centennial Business Park PAO Existing Conditions Takeaways /// Limited internal street connectivity , _... Vacant s No Critical Areas u ,IPS �. a ., • , Il. r — Zoned Industrial ,z,..--v-,,, Limited infrastructure �tU���,44'''''''''''''64'°.°'''' 'S}�F1LiYIl1Sk4.�l#lk�l`�. Good access to rail & truck routes �an�.BNSF:ax 4,:- �v � �sux�aa a Barker Road is key for growth , air tii'iR tic p'IL , " " iy� ,-,Pc- ono � y_ ai b „i 1--Ilii ,'IStudy Session of the Planning Commission Centennial Lam; ;�% , s_, x�� tf,lf!i-r� -d �' �� Business Park PAO Permit Processing Overview Existing Permit Process Optional New Permit Process Submit Pre-application Submit Pre-application Pre-application meeting r 2 weeks Pre-application meeting Start S E PA Process 2 weeks 6-8 weeks Planned Action determination Submit permit (not 2 weeks • Submit permit SEPA Threshold including Comments by staff special Comments by staff studies I Applicant response to comments Response to comments needed) Permit issued End SEPA appeal period • Permit issued 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Why a PAO .... , . , ismilli _ Data-driven comprehensive plan driving future strategic economic investment Supports economic opportunities and employment growth � . Limited ability to offer incentives 'irLeverages federal, state, and regional resources Reduce risk and create predictable permitting ' i. s 0 procedures Reduces permit times by a minimum of 6-weeks Makes costs and expected requirements known early ' y�, Industrial improvement area Identifies needed capital improvements that are right-sized • Greater Goods - BIG 5 - I:A. , f Promotes industrial areas ripe for development/investment Study Session of the Planning Commission -Centennial 11/8/2018 Business Park PAO Planned Action Ordinance . . .what Focused environmental analysis Supplements the Comp Plan EIS Adopted by ordinance Limited to identified area Limited to analyzed projects �� � � , Voluntary _� 1 7441 ii.._ V A � � ° 1 , - Ti,._ Qualifying projects don't have e to , 11�,''ee ' ` 1 , ..,, ,,,,,, 1,\';1 1.1 ���. � complete anadditionalSEPA1 ,,,,p, . �!11/8/2018 '_ Study Session of the Planning Commission -Centennial /I J ~` Business Park PAO Where ..... ..... _ . , . ., - ,,, ...„ PAO „ ,,,,„__ ,__... Boundary 1 toue BNS'F :a:nVine r. 7 :4100:-• 7: 1,-:---.:”' , .'-'‘n s__ N r lipf I - 70ffri..,,,.„ • m &....___. 41 � � City o e Limits P � r Euclid Avenue Ilii - I ► 1 11/8/2018 I e WhyaPAO - Part2 Economic Specific Impacts* $2 billion in total economic output in .rte' r _-_ State ( 980 million in - �' � µ Washingtonto $ ' - s ai -� „,___,____.:_._.„_7_,.. ` direct impacts) � ,- �, 9,800 new jobs supported in the state ,` _ .5 (3,300 direct job impacts) '� , - y__ ' $12.3 million in new general fund tax rRry '""� ...A revenues to the City „44z � 40- `' $50.8 million in new general fund tax - ' .g- ' . 4 - revenues to Washington Stat *ECONorth west 11/8/2018 Study Session of the Planning Commission -Centennial Business Park PAO Getting to a PAO - Project Outline 1. Existing Conditions Analysis 2. Capacity & Needs Assessment • Transportation & utility network • 3 future land use phases • Infrastructure & operations • Transportation & utility needs • Deficiencies/ areas of concern • Draft mitigation options 3. Environmental Review 4. Infrastructure Plan • Impacts & mitigation strategies • By phase • Public/stakeholder input • Fair share fee program • Supplement to Comp Plan EIS 11/8/2018 Study Session of the Planning Commission -Centennial 9 Business Park PAO Elements of the Supplemental EIS c,,y of Spokane Air Quality Notice ofDeterinination of Sl Tail" Request for Comm.gun°Scope(DS)ana %PP/Mental rio ironmenlai!neap Stateotent(sl?IS1 old ttar7dPo.,te Surface Water and Water Runoff DESCRIPTION osteon owo Section 1.0:Summary.................................._......_......,...................._..._........»._ lS wnitf "em n<,,,: 1.1 Introduction b oonatment r Iwvorutit,,,rod: 1.2 Proposed Action and Location 6 Th'ii-9",di arvi- 1.3 Discussion of Alternatives and Phasing 7 e a t m❑are `. 1. 4 Summary of Potential Imparts and Mitigation Measures 7 tOtd nm • . n°a 1.5Issues Resolved >; Historic and Cultural Preservation rm mr - 1.6 Significant Unavoidable Adverse Impacts & materials• mdaao-mt. Section 2.0:Description of proposal._...________.____.___.___M_9 P`"duce t„„,,,,,,,,r' 2.1 Introduction g Ti 'd 2.2 Planned Action Process ) yti t d� rla,x 2.3.Environmental Review g Utility Provision and Supply t t, A5/aSs T 2.4 Proposed Action 1a .,„-,,,,,,,..7,o,..7., 2.5 Benefits and Disadvantages of Delaying the Proposed Action no .,,",r„y.,. 2.6 Major Issues to be Resolved 10 Road on the woo- f M nerFrm m>�,, Setion 3.0:Affected Environment,Impacts,and mitigation.._.._..._.._...11 oa Transportation 11 c - Tr a n s p o r t a t i o n ro��,a ;.1 Air 4ualiry fi Ito °not t Affected Environment n aw sot m me or;d t, Impacts . 12 SrOnmO AND Cnnrnl Mitigations 13 ee mz sus.roo mar• 3.2:Surface Water and Water Runoff 14 omen otrd.a1,Om ma: .2017,.2017,Sold col/moos Affected Environment 14 a92.tcor Oa onus to o-. Impacts 15 a1VAnA.1mm or C,+. tool MS can he root d. Mitigation 75 Pm o do.kane va1I --, 3.3 Historic and cultural preservation - 75 s``s1' COnrnCT, Affected Environment anomy 15 dmokyaoauer.'- Impacts 16 xesw eIRr.R ql�. ° r_,,ta rot Mitigations 16 Ua Ts Urn.ue,d,a.- 3.4 Utility Provision and Supply 17 APPEAL:owmealtd Affected Environment (im a d daotr e/18V5a od 17 naaahom ararm,aanon Impacts 19 Maoloipal Code and dtc n: Mitigations 20 Came Konaelka,CMC 3.5 Transportation 22 S okaY1e Valley Dopar a Affected Environment 22 YCULI3n:O3-&3-21177 Impacts 27 Mitigations 35 4.1 Determination of Significance and Scoping 43 42 Draft EIS and Document Availablity 45 43 Distribution List 47 3.4 Final EIS and Document Availablity 48 11/8/2O1r Section 5.OResponse toComments ............__............................49 Study Session of the Planning Commission -Centennial 10 Business Park PAO Affected Environment - Air Quality Impacts: Mitigations: Increased industrial Use existing regulations development will likely for ambient air quality impact ambient air quality, and transportation point source impacts, and related emissions increased motorized Provide notice to transportation emissions agency(ies) responsible for point source pollution permits 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Affected Environment - Surface Water Impacts: Mitigation: Increased development Stormwater facilities on vacant land will will comply with the increase impervious Spokane Regional surface from rooftops, Stormwater Manual parking area and and use Best access drives Management Practice (BMP) techniques to address stormwater 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Affected Environment - Cultural Resources Impacts: Mitigations: Increased development will increase land Require an inadvertent disturbance activities. disturbance plan that The area has been includes procedures previously disturbed by for the discovery of homesteading, cultural materials and residential subdivisions, roadway construction, human skeletal utilities, railroad lines, material and major industrial development 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Affected Environment - Utilities Impacts: Mitigations: Increased development Various improvements will require water, sewer, already identified in telecommunication, respective improvement natural gas, and power programs (water & sewer). Ensure adequate notice for potential projects during land use or building permit action. 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Affected Environment - Transportation Impacts: Mitigations: Broad AN ,_.,._ Increased industrialeQes1HeroiAy =- �� ' PI Rich AN ...,-.;;;;4%—..." development will require - I[cnt Av - al ~. Industrial P.4.1S[--- r improvements to the M industrial Park B Si- v IIr ^- I Industrial- ,7,.-'�+�'"� _ transportation network. -� a ' � p E..1. Ay a • ro 'Buckeye Av Marietta F' lki e spourrr RA., R Montgomery Av t lb Knox Av 4 111E. F! L' m Tc Pit Rd .4 Mission Ay a k7c'aw d He Sint:,A'y d Sharp Av Boonn Av Ca[aldo Av iiiii 90 s Broadway Av s Alki Ay ph, .m e*ay 1-�1 Study Area(PAOy yway 7 P Val4e Av �vA'dd y Spokane Valley City Limits 025 05 16. Li q ivy Nton,°^ ; Ay OIntersection Street Other Improvement Improvement Connection 11/8/2018 Study Session of the Planning Commission -Centennial Business Park PAO Proposed Amendment - SVMC_21. 60 ( new 21.60.010 Purpose Spokane Valley Municipal Code Help Bookmark Teat Size:n+A Hide TOC Prinf Doc 21.60.020 Findings II > I M6bile Version [PiW/sare sePedr ] Help I deer all 21.60.030 Procedures and criteria _municipal Code GENERAL PROVISIONS SPOKANE VALLEY MUNICIPAL CODE + Tde 2 ADMIN.-RATION AND PERSONNEL A Codification of the General Ordinances Spokane 21.60.040 Monitoring and review - Title itleS`R• �INE.L"n� Of tile City Of Spokane"alley,Washington `T l7 • Title e 5 EVSME35 LICENSES/ND PELUTATIOgs a�VQlley, Title 6 RAMS CODE PUBLISHING COMPANY Seattle.Washington • e3 CRIMINAL CODE 21.60.050 Conflict gHISaDTRAFFICT• DCOMUTEIPREDUCON > I • e2 + TRIe 19 EOARDS AND AUIH0W.ITI£5 21.60.060 Severability TfIe 19 IAM.REGULATIONS • Title 21,SUOMI.REGULATIONS The spoke bee Valley Municipal Code is current tllrpergh CRy Webs be:Itltp llwwly.saskenevalky vlgl Title Z1 EPI V10.0NMEMAL CONTROLS Ordinance No.18-021,passed October 23,2818. City Telephone,(509)7265182 _I Chapter 21.1u ALrnroutt Disclaimer:The City Clerk's Office has the official version of the Code Publishing Company Spokane Valley Muniona]Code Uaers should contact the CO +1_i Chapter 21.2O STATE ENVIRONMENTAL POLICY Clerk's Office fpr ordinances passed subsequent to Ne ordinance 21.60.070 Effective date - Aa ° MOVE +IJ drap4er 21.30 FLOOD,.REGULATIONS nage,21.9E auncALAREAS +IJ Chager21.5e SHORELINE REGULATIONS • IAN roe 22 DESIGN D DEVEEOPME.STANDARDS 21.60.080 Expiration date =1�Re23(Reserved) 11/8/2018 Study Session of the Planning Commission - 16 Centennial Business Park PAO Amendment Summary - SVMC 21. 60 ( new t--I I 1 . r fi z. . PAo - Applies to limited area Boundary _�ren�� �u .� e Primary use industrial BNSFMaml;ne 'Si - e1 Estimate of trip generation _L - Payaproportionate share of off- s r site traffic impacts m 4 City Work with Environmental i A5 of 1—_,,,:., tvIsA_30,,,_, . Limits�,: 4I Services se eriue - Euclid Avenue '.I mit- - -� ; Impacts adequately addressed A i ,:t tt in SEIS 11/8/2018 Study Session of the Planning Commission - Centennial Business Park PAO Traffic Fees - SVMC 21. 60. 030 PM Peak per Trip Transportation Fee Pay a proportionate share - of off-site traffic impacts $2,831 / PM peak trip For projects needed to $2,831 I I I support growth $3,000 Covers all traffic related $2,000 costs $1,000 111111 Only pay for their impacts C - Q a = Z C , E a = v V Voluntary a3+ h Q Y d O }� t c = = Q O O - ate.+ N O I- N V - . wtio d To 2) ? f6 o `c CO c Z z ® 0 Z r0 c a 2 m c7 u 6 ani CO [G i N i > f6 C LL O ti N 2 E E u o a Y 2 J 11/8/2018 Local Area West WA ,s'°n - Sewer Form - SVMC 21. 60. 030 ____ Ik Work with Environmental 4. rw wxx PLdNNI11t,REQUIREMENTS FOx�r '{rI` �;Fv$AAL SF.�YFN?l '11: aiJ Yor P]anneci:4aYiel3 Ordinance AppiicatiouaServices t •7 tv�k, "ii forFlanncd AcudnOrdinu ea�.r ENVIRONMENTAL SERVICES DEPARVAIENT` ap:' Spokane County r 4i�����aa�, FNVIRONh1FlT\I.S i� �iTre'nll P.C.P�ryrmneeWl .. h�+.c�R:CM.aPp„[3pyuenneiMNmi¢e newer 1Ce.0 0.ROr, Spokane COtfntYrp,,.. I Minn This packet PA..e.ua SPcltane County�„�'Ummsrnee Pn,,e� � pr e. Submit Sewer Requirements Form the se+rci sy9,em lar developmern virmin Ina City o? Tile coy of Spokane Valley's MAI.wtthm SPa on Tile understand this letter.so oar,revAew and P am r� eYprt�nialalayeNanlamIIun�At bwInn sptaac^wnyaweraeaaaa Standards are the same Sewer Platin Re tenements Form tar Plan Phe CSF NOTE:n yra RAW PaJMaikeeanda¢aed by Spokane Gamy Nr.rer6nnmGnal Sernlref The Pelpose W the atte,.--Sewer Plata,IN R r.la osier de-merry aYmla6e,with sundae n. 5nvirrmmanlai :arta lirermecrleaa rar+W kA�- theyagent PP--Pdcane Coolly Prc>lrosrr rkveia H3u7 trryaa.g grFaranrra bred.ifn..,g�yuired.to act r3nrdex'mgarding ttre pn }Q Q ary`w6rsh en and Prat -inc,disatts tan will heli, 'a 1 the Ng widen S noway i ' d�-,Ign for eachsc r� Im math COaril In�.18 �r bi1E}e�Sewer�at m ,� Early/up front coordination sewer ext." can ay pec m�roa fir cs polo=e lr €«last t Q ";Q J,.W 71 doe developer d4stgxe,Wilt cwednu s:L'mttids rmaelciat+wily Lar tlk Pro ecr Barrer Plen Review R Acleranee for 1 necessary gen.re pantie .. ❑ IIEr.Q Sides Sewers,. err Cry3re.Sealer=Sea Double Pianatirlle Cary t-❑ CrnahUdliue Perils to M+e sewage w regninnl(IYna-Karo 37 Environmental ,�aFhexPlahawt"d 3 Winthe entoperd Replaces the current process of zgm ILaW,maanl�t anal faavilaM rirWneiW wretY Por tte !r�� necTry szsma fa attend sewer r+Vire m the e red pawl&sen5re ,® ''u cenE qty.adl develcpmen stha require Pum emu ecnma s regeved7 ne sunm;nc+t as a seperatesewer sutlmM nd a dale+,e+ee1 tar any epEc,, u man sewer pramarlg finer a aortttorenalAe n.nlav p1en�TlaconseuWmdawingsna�teba d°,eer�nr�pti��dia rrrnaR� Faanlrh�lbaides ln seeking this information at SEPA rig w r7u rrfaraer.ad regljrE Ruh11c SEW ar rn P On tend faolyda Additosal Sewer Requirements: provtdE mnsUtewer acceptance or the Plans tar cp�,sgruc4an. Far ds+elapments Mat esquirea Pdvateafi' Streamlined process Pard P' rl�are nal required.deersaut finished Hoot ElEvaeons,,c1 to be dearN standard Piens may be requIre ed The sheets lby an nstallalion 4irrnam,,,ew Se,. and inspected rile attaIIIIIIIIIIIIIIII ched exaran l Vyater 41saJJ suamittall to F.nhronmental Savlces *I oinr,Stare Prepared Ely- :sewex eanrrertlon charges and the moq Signature nfC oady.pile'to the pennityng phase.cent I reniw t hate read P' 6 rSala: f Wxr will amply 1Vnll the Ar iHlaarre ul hie.-mildn d.li+llrt Milk Caunry MANN Also In ea reduced witn ma trst aunm�ttd reaancmeett prssaraaa ill lau`crnraral:'xwM Senlnnlry Parkre". Foam 6Ur1ey d Nanresidentiel EFla w Signature afOwnenOwncr's AsenlUDeyelaper: ste Pterr..Tmart Will be required p - . _ Deter ran WAN drosdway Mr,a rroer.smt re.WA espsraara 1036 wen awn.* PHONE(Mr Ill-3001 FFa:l sae)enans ran:r`A9)4n-7133 Pane(50914Tra. Sew PralmieynedusenedererrA wane(nets Sage 1014 : 2018 u.y >r,a manning Commission - Centennial Business Park PAO Process to Date 12/2016 - $114,200 grant awarded !� 03/2017 - DS and Scoping Notice 03/2017 -1St TAC meeting ►�Yal F: Pas Kicic-O(f Meeting I i 10/2017 - TAC review draft 11/2017 - Draft reports and analysis 11/2017 - 2nd TAC meeting P... 04/2018 - Traffic model update "rtheast in nalysai Area Planned Action Ordinance .- SEPA Analysis 06/2018 - Infrastructure fee comparison 10/2018 - WSDOT and County Roads Comments Spokane Val 11/2018 - Adoption process Comprehen 2017-2037 ADOPTED:DECEMBER2016 ORDINANCE NO.16-018 11/8/2018 Study Session of the Planning Commission - 20 Centennial Business Park PAO Adoption Process Adoption process . to 0 11/15/2018 — Study Session � '� ►�, LE „ u s FFH,TPrras •= •� KicI (f Meeting 41 - 12/13/2018 — Public Hearing a E o 01/24/2019 — Adoption of Findings c) �,,,,_- Northeast Industrial Area i• ^ Planned Action Ordinance 2/12/2019 — Administrative Report _ SEPAAnaI"aIs . � C.) + 3/12/2019 — 1St Reading v 0 0 Spokane Val 3/26/2019 — 2nd Reading o Comprehen 2017-2037 ADOPTED:DECEMBER 2016 ORDINANCE NO.16-018 11/8/2018 Study Session of the Planning Commission - 21 Centennial Business Park PAO Questions? Chaz Bates, AICP Economic Development Specialist 509. 720.5337 - cbates@spokanevalley.org SCITYoka ne Valleys 11/8/201`:_ Study Session of the Planning Commission -Centennial 22 Business Park PAO