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2019, 03-12 Regular MeetingAGENDA SPOKANE VALLEY CITY COUNCIL REGULAR MEETING FORMAL FORMAT Tuesday, March 12, 2019 6:00 p.m. Spokane Valley City Hall Council Chambers 10210 E Sprague Avenue Council Requests Please Silence Your Cell Phones During Council Meeting CALL TO ORDER INVOCATION: Pastor Manuel Denning of Fountain Ministries Church PLEDGE OF ALLEGIANCE ROLL CALL APPROVAL OF AGENDA INTRODUCTION OF SPECIAL GUESTS AND PRESENTATIONS COMMITTEE, BOARD, LIAISON SUMMARY REPORTS MAYOR'S REPORT PROCLAMATIONS 1. PUBLIC HEARING: 2019 Budget Amendment — Chelsie Taylor 2. First Reading Proposed Ordinance 19-003 Amending 2019 Budget — Chelsie Taylor 3. CONSENT AGENDA: Consists of items considered routine which are approved as a group. Any member of Council may ask that an item be removed from the Consent Agenda to be considered separately. Proposed Motion: I move to approve the Consent Agenda. a. Approval of claim vouchers on March 12, 2019 Request for Council Action Form Total: $590,740.52 b. Approval of Payroll for Pay Period Ending February 28, 2019: $504,784.11 c. Approval of February 19, 2019 Council Meeting Minutes, Study Session Workshop d. Approval of February 26, 2019 Council Meeting Minutes, Regular Formal Format NEW BUSINESS: 4. Second Reading Proposed Planned Action Ordinance 19-002 — Chaz Bates [public comment] 5. Motion Consideration: Arts Council Agreement — Cary Driskell [public comment] 6. Motion Consideration: Bid Award and Amended Agreement With Water District #3 — Adam Jackson [public comment] 7. Motion Consideration: Garland Avenue Agreement — John Hohman, Bill Helbig [public comment] PUBLIC COMMENTS: This is an opportunity for the public to speak on any subject except those on this agenda as action items. (Action items include public hearings, and those items under NEW BUSINESS. Public Comments will be taken on those items at the time those items are discussed.) When you come to the podium, please state your name and city residence for the record and limit remarks to three minutes. Council Agenda 03-12-19 Formal Format Meeting Page 1 of 2 ADMINISTRATIVE REPORTS: 8. Spokane Housing Administration (SHA) Update — Cary Driskell, Pam Tietz 9. Project Update Midilome Neighborhood Street Improvement — Adam Jackson, Gloria Mantz 10. Potential Grant Opportunity: Federal Hwy Bridge Program — Adam Jackson, Bill Helbig 11. Interagency Agreement with WA State Dept. of Enterprise Services — Chelsie Taylor 12. Advance Agenda — Mayor Higgins INFORMATION ONLY (will not be reported or discussed): n/a CITY MANAGER COMMENTS ADJOURNMENT General Meeting Schedule (meeting schedule is always subject to change) Regular Council meetings are generally held every Tuesday beginning at 6:00 p.m. The Formal meeting formats are generally held the 2nd and 4th Tuesdays. Formal meeting have time allocated for general public comments as well as comments after each action item. The Study Session formats (the less formal meeting) are generally held the 1St 3rd and 5th Tuesdays. Study Session formats normally do not have time allocated for general public comments; but if action items are included, comments are permitted after those specific action items. NOTICE: Individuals planning to attend the meeting who require special assistance to accommodate physical, hearing, or other impairments, please contact the City Clerk at (509) 720-5102 as soon as possible so that arrangements may be made. Council Agenda 03-12-19 Formal Format Meeting Page 2 of 2 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ❑ new business ® public hearing ❑ information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Public Hearing on the proposed 2019 Budget Amendment. GOVERNING LEGISLATION: In order for the City to amend an adopted budget, State law requires the Council to approve an ordinance that appropriates additional funds. PREVIOUS COUNCIL ACTION TAKEN: The Council last took formal action on the 2019 Budget when it was adopted on November 13, 2018. On February 26, 2019 an Administrative Report was delivered to Council regarding the need for a budget amendment. BACKGROUND: Since the initial adoption of the 2019 Budget on November 13, 2018, a number of events have transpired in the normal course of operations that necessitate a 2019 Budget amendment. The proposed budget amendments include: #001 - General Fund Revenues are increased by $500 to account for the possibility of the City receiving additional grant funds from the AWC Wellness program. Provide additional appropriations (expenditures) of $7,459,300 comprised of: • $62,456 increase in Council salaries and related payroll taxes and benefits due to the increases from the salary commission as discussed at the January 15, 2019 Council meeting. • $4,000 increase in the travel budget for the Mayor. • $143,744 increase in salaries/wages and related payroll taxes and benefits across various departments to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $3,000 increase to the employee training budget for Human Resources in order to provide a CPR and first aid class to City staff. • $500 increase in employee health and wellness expenditures to account for the possibility of the City receiving additional grant funds from the AWC Wellness program. • $16,300 increase in election costs paid to Spokane County related to costs of return postage for ballots distributed to City voters. • $120,000 to replenish the Winter Weather Reserve Fund #122 back to a fund balance of $500,000. The Street O&M Fund was over budget on snow removal expenditures in 2018 by about $114,000, which is being reimbursed to Fund #101 from Fund #122. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. • $7,109,300 transferred to Capital Reserve Fund #312 which represents the 2017 yearend fund balance in excess of 50% of recurring expenditures. A future budget amendment will include the generators for both City Hall and the precinct. Both of these items were budgeted in 2018, but were not able to be expended due to ongoing research on the cost of acquiring and installing the generators. Both generators will be included in a future budget amendment once the final costs have been determined. 1 #101 — Street O&M Fund Revenues are proposed to increase by $120,000 for a transfer in from the Winter Weather Reserve Fund #122 in order to reimburse Fund #101 for snow removal costs in excess of budget of about $114,000. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. Provide additional appropriations (expenditures) of $31,353 comprised of: • $13,197 increase in salaries/wages and related payroll taxes and benefits to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $18,156 increase in contract street maintenance costs. This increase is related to the roadway landscaping services contract which is split 25% to the Street Fund #101 and 75% to the Stormwater Fund #402. Collectively between these two funds, $62,257 was budgeted for this contract in 2019; however the actual costs for the contract is $134,878. The increase of $72,621 was due to adding new services areas along new construction in the amount of $17,876 as well as the increase in prevailing wages for Landscape Labor. #104 — Hotel/Motel Tax — Tourism Facilities Fund Increase revenues by $275,000 reflecting a transfer in from the Hotel/Motel Fund #105 that was approved through the lodging tax process at the December 11, 2018 Council meeting. #105 — Hotel/Motel Tax Fund Net change of $0 in expenditures; however, transfers out to the Hotel/Motel Tax — Tourism Facilities Fund #104 are increased by $275,000 and tourism promotion costs are reduced by $275,000, as was approved during the lodging tax process at the December 11, 2018 Council meeting. #122 — Winter Weather Reserve Fund Revenues are increased by $120,000 reflecting a transfer in from the General Fund #001 to replenish the fund balance to $500,000. The Street O&M Fund was over budget on snow removal expenditures in 2018 by about $114,000, which is being reimbursed to Fund #101 from Fund #122. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. Expenditures are proposed to increase by $120,000 for a transfer out to the Street O&M Fund #101. See previous explanation. #303 — Street Capital Proiects Fund Revenues and expenditures are proposed to increase by $6,443,000 in order to add 2019 construction for the Barker Rd. Reconstruction — Euclid to the Grade Separation Project (GSP), preliminary engineering for the Barker Rd. Reconstruction — Euclid to the Spokane River, and construction for Garland Ave. These projects were discussed at the January 29, 2019 Council meeting. The increases are as follows: • $3,265,000 for Barker Rd. — Euclid to GSP which is funded by $675,600 in grant proceeds and $2,589,400 in transfers in from the Capital Reserve Fund #312. • $178,000 for Barker Rd. — Euclid to River which is funded by $178,000 in transfers in from the Capital Reserve Fund #312. 2 • $3,000,000 for Garland Ave. which is funded by $1,500,000 in developer contributions and $1,500,000 in transfers in from the Capital Reserve Fund #312. #312 — Capital Reserve Fund Revenues are increased due to a transfer of $7,109,300 from General Fund #001 which represents the 2017 yearend fund balance in excess of 50% of recurring expenditures. Expenditures are increased by $4,267,400 for transfers out to the Street Capital Projects Fund #303 for the Barker Rd. Reconstruction projects and the Garland Ave. Construction project (see explanations under Fund #303 above). These projects were discussed at the January 29, 2019 Council meeting. #402 — Stormwater Management Fund Provide additional appropriations (expenditures) of $62,518 comprised of: • $8,052 increase in salaries/wages and related payroll taxes and benefits to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $54,466 increase in contract street maintenance costs. This increase is related to the roadway landscaping services contract which is split 25% to the Street Fund #101 and 75% to the Stormwater Fund #402. Collectively between these two funds, $62,257 was budgeted for this contract in 2019; however the actual costs for the contract is $134,878. The increase of $72,621 was due to adding new services areas along new construction in the amount of $17,876 as well as the increase in prevailing wages for Landscape Labor. The 2018 Budget amendment reflects the changes noted above and will affect 8 funds resulting in total revenue increases of $14,067,800 and expenditure increases of $18,383,571. 001 General Fund 101 Street O&M Fund 104 HotelMotel Tax - Tourism Facilities Fund 105 HotelMotel Tax Fund 122 Winter Weather Reserve Fund 303 Street Capital Projects Fund 312 Capital Reserve Fund 402 Stormwater Management Fund 500 7,459,300 120,000 31,353 275,000 0 0 0 120,000 120,000 6,443,000 6,443,000 7,109,300 4,267,400 0 62,518 14, 067, 800 18, 383, 571 The 2019 Budget amendment also includes two changes to the Employee Position Classification Monthly Salary Schedule in order to reflect a change in the grade of one position and to add a Recreation Specialist position to fill instead of the vacant Senior Center Specialist position. The overall FTE count at the City is unchanged, and the total number of FTEs for the City will remain 93.75 in the 2019 Budget. OPTIONS: Future options are to accept the proposed amendments in whole or in -part. RECOMMENDED ACTION OR MOTION: The purpose of this evening's public hearing is to consider input from the public on the proposed budget amendment and no action is required of Council at this time. Anticipated future action by the Council includes: 3 Revenue Expenditure Fund Fund Increase Increase No. Name (Decrease) (Decrease) 001 General Fund 101 Street O&M Fund 104 HotelMotel Tax - Tourism Facilities Fund 105 HotelMotel Tax Fund 122 Winter Weather Reserve Fund 303 Street Capital Projects Fund 312 Capital Reserve Fund 402 Stormwater Management Fund 500 7,459,300 120,000 31,353 275,000 0 0 0 120,000 120,000 6,443,000 6,443,000 7,109,300 4,267,400 0 62,518 14, 067, 800 18, 383, 571 The 2019 Budget amendment also includes two changes to the Employee Position Classification Monthly Salary Schedule in order to reflect a change in the grade of one position and to add a Recreation Specialist position to fill instead of the vacant Senior Center Specialist position. The overall FTE count at the City is unchanged, and the total number of FTEs for the City will remain 93.75 in the 2019 Budget. OPTIONS: Future options are to accept the proposed amendments in whole or in -part. RECOMMENDED ACTION OR MOTION: The purpose of this evening's public hearing is to consider input from the public on the proposed budget amendment and no action is required of Council at this time. Anticipated future action by the Council includes: 3 • March 12, 2019 — First reading of Ordinance #19-003 amending the 2019 Budget. • March 26, 2019 — Second reading of Ordinance #19-003 amending the 2019 Budget. BUDGET/FINANCIAL IMPACTS: This action amends the estimated revenues and appropriations for the 2019 Budget that was adopted on November 13, 2018. There are adequate funds available to pay for these amendments. STAFF CONTACT: Chelsie Taylor, Finance Director ATTACHMENTS: • Fund level line -item detail of revenues and expenditures. • Fund summaries for all funds affected by the proposed budget amendment. • Proposed amended Employee Position Classification Monthly Salary Schedule. 4 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\2019 Amendment No 1 Detail v1 for RCA.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget -Amendment #1 Line Item Detail 3/12/2019 Account Description Account Number Description / Justification Initial Budget Amendment Amended Budget #001 - General Fund Recurring Revenues AWC Health & Wellness Reimbursemei 001.018.016.360.49.13 Recurring Expenditures Salaries & Wages - Council Payroll Taxes & Benefits - Council Travel/Mileage Position 1 Salaries & Wages - City Manager 001.011.000.511.60.10.00 001.011.000.511.60.2X.00 001.011.000.511.60.43.11 001.013.000.513.10.10.00 - Increase due to the potential of the City receiving additional grant funds from AWC Total recurring revenues 500 500 1,000 500 - Council increase from Salary Commission 65,700 57,480 123,180 - Council increase from Salary Commission 142,717 4,976 147,693 - Increase Mayor's travel budget 4,000 4,000 8,000 - Changes to salaries and benefits from union contract 607,684 11,984 619,668 Payroll Taxes & Benefits - City Mngr 001.013.000.513.10.2X.00 - Changes to salaries and benefits from union contract 263,361 3,708 267,069 Salaries & Wages - City Attorney 001.013.015.515.32.10.00 - Changes to salaries and benefits from union contract 343,355 6,615 349,970 Payroll Taxes & Benefits - City Attorney 001.013.015.515.32.2X.00 - Changes to salaries and benefits from union contract 145,433 1,592 147,025 Salaries & Wages - Public Safety 001.016.016.521.50.10.00 - Changes to salaries and benefits from union contract 7,633 151 7,784 Payroll Taxes & Benefits - Pub Safety 001.016.016.521.50.2X.00 - Changes to salaries and benefits from union contract 4,502 33 4,535 Salaries & Wages - DCM 001.018.013.513.10.10.00 - Changes to salaries and benefits from union contract 164,794 3,169 167,963 Payroll Taxes & Benefits - DCM 001.018.013.513.10.2X.00 - Changes to salaries and benefits from union contract 55,825 831 56,656 Salaries & Wages - Finance 001.018.014.514.23.10.00 - Changes to salaries and benefits from union contract 939,123 18,351 957,474 Payroll Taxes & Benefits - Finance 001.018.014.514.23.2X.00 - Changes to salaries and benefits from union contract 428,804 6,852 435,656 Salaries & Wages - HR 001.018.016.518.10.10.00 - Changes to salaries and benefits from union contract 186,129 3,605 189,734 Payroll Taxes & Benefits - HR 001.018.016.518.10.2X.00 - Changes to salaries and benefits from union contract 78,929 1,317 80,246 Training 001.018.016.518.10.49.07 - Additional training budget to provide CPR -First Aid Training 1,000 3,000 4,000 Page 1 of 5 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\2019 Amendment No 1 Detail v1 for RCA.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget -Amendment #1 Line Item Detail 3/12/2019 Account Description Account Number Description / Justification Initial Budget Amendment Amended Budget Employee Health & Wellness Events 001.018 Salaries & Wages - City Hall O&M 001.033 Payroll Taxes & Benefits - City Hall OM 001.033 Salaries & Wages - Engineering Payroll Taxes & Benefits - Engineering Salaries & Wages - Economic Dev Payroll Taxes & Benefits - Econ Dev Salaries & Wages - Building Payroll Taxes & Benefits - Building Salaries & Wages - P&R Admin Payroll Taxes & Benefits - P&R Admin Salaries & Wages - P&R Recreation .016.518.10.49.13 .000.518.30.10.00 .000.518.30.2X.00 001.040.041.5XX. XX.10.00 001.040.041.5XX.XX.2X.00 001.040.042.558.70.10.00 001.040.042.558.70.2X.00 001.040.043.5XX. XX.10.00 001.040.043.5XX. XX.2X. 0 0 001.076.000.576.80.10.00 001.076.000.576.80.2X.00 001.076.301.571.10.10.00 Payroll Taxes & Benefits - P&R Recrea1001.076.301.571.10.2X.00 Salaries & Wages - P&R Senior Center 001.076.304.575.10.10.00 Payroll Taxes & Benefits - P&R Senior (001.076.304.575.10.2X.00 Salaries & Wages - P&R CenterPlace 001.076.305.575.50.10.00 Payroll Taxes & Benefits - P&R CenterF 001.076.305.575.50.2X.00 Election Costs 001.090.000.514.40.51.01 - Increase due to the potential of the City receiving additional grant funds from AWC - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Increase for return postage costs Page 2 of 5 400 55,973 33,015 1,102,141 492,681 456,670 189,122 1,293, 925 591,318 198,651 60,803 51,660 27,356 70,380 24,335 264,242 172,611 90,000 500 900 57,084 33,255 1,121,412 498,886 465,651 192,106 1,319,371 598,648 202,498 315 61,118 984 52,644 212 27,568 1,392 71,772 300 24,635 5,116 269,358 1,111 240 19,271 6,205 8,981 2,984 25,446 7,330 3,847 1,802 174,413 16,300 106,300 Total recurring expenditures 230,000 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\2019 Amendment No 1 Detail v1 for RCA.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget -Amendment #1 Line Item Detail 3/12/2019 Account Description Account Number Description / Justification Initial Budget Amendment Amended Budget Nonrecurring expenditures Transfer out - #122 Transfer out - #312 001.090.000.597.12.00.20 - Replenish Winter Weather Reserve 001.090.000.597.31.00.20 - 2017 #001 fund bal > 50% #101 - Street O&M Fund Revenues Transfer in - #122 Expenditures Salaries & Wages Payroll Taxes & Benefits Contract Street Maintenance 101.000.000.397.12.20 101.042.000.542.10.10.00 101.042.000.542.10.2X.00 101.042.000.542.30.41.10 #104 - Hotel/Motel Tax- Tourism Facilities Fund Revenues Transfers in - #105 104.000.000.397.10.50 #105 - Hotel/Motel Tax Fund Expenditures Transfers out - #104 Tourism Promotion Total nonrecurring expenditures 0 120,000 0 7,109, 300 7,229,300 Total of all General Fund revenues Total of all General Fund expenditures 500 7,459,300 - Reimburse snow removal costs over 2018 Budget Total revenues - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Increase in roadway landscaping costs due to addition of new service areas and increase in prevailing wage Total expenditures - LTAC set aside in 2019 for tourism venue Total revenues 105.105.000.597.10.00.40 - LTAC set aside in 2019 for tourism venue 105.105.000.557.30.41.00 - LTAC set aside in 2019 for tourism venue 120,000 7,109, 300 0 120,000 120,000 632,684 309,823 1,350,827 120,000 10,463 643,147 2,734 312,557 18,156 1,368,983 31,353 0 275,000 275,000 275,000 0 275,000 275,000 572,000 (275,000) 297,000 Total expenditures 0 Page 3 of 5 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\2019 Amendment No 1 Detail v1 for RCA.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget -Amendment #1 Line Item Detail 3/12/2019 Account Description Account Number Description / Justification Initial Budget Amendment Amended Budget #122 - Winter Weather Reserve Fund Revenues Transfer in - #001 Expenditures Transfer out - #101 122.122.000.397.00.10 - Replenish Winter Weather Reserve Total revenues - Reimburse snow removal costs over 2018 122.122.000.597.10.00.10 Budget #303 - Street Capital Projects Fund Revenues Grant Proceeds Developer Fees Transfer in - #312 Transfer in - #312 Transfer in - #312 Expenditures Barker Rd - Euclid to GSP Barker Rd - Euclid to River Garland Ave Construction Total expenditures 0 120,000 120,000 120,000 0 120,000 120,000 120,000 303.000.276.330.00.00 - Barker Rd - Euclid to GSP 0 675,600 675,600 303.000.xxx.367.12.01 - Garland Ave Construction 0 1,500,000 1,500,000 303.000.276.397.31.20 - Barker Rd - Euclid to GSP 135,000 2,589,400 2,724,400 303.000.276.397.31.20 - Barker Rd - Euclid to River 132,000 178,000 310,000 303.000.xxx.397.31.20 - Garland Ave Construction 0 1,500,000 1,500,000 303.000.276.595.xx.xx.xx 303.000.275.595.xx.xx.xx 303.000.xxx.595.xx.xx.xx #312 - Capital Reserve Fund Revenues Transfer in - #001 Expenditures Transfer out - #303 Transfer out - #303 Transfer out - #303 Total revenues 6,443,000 - 2019 Construction Costs - 2019 Construction Costs - PE - 2019 Construction Costs 135,000 3,265,000 3,400,000 132,000 178,000 310,000 0 3,000,000 3,000,000 Total expenditures 6,443,000 312.000.000.397.00.10 - 2017 #001 fund bal > 50% Total revenues 312.000.000.597.30.00.30 - Barker Rd - Euclid to Trent 312.000.000.597.30.00.30 - Barker Rd - Euclid to River 312.000.000.597.30.00.30 - Garland Ave Construction 0 7,109, 300 7,109, 300 7,109, 300 135,000 2,589,400 2,724,400 132,000 178,000 310,000 0 1,500,000 1,500,000 Total expenditures 4,267,400 Page 4 of 5 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\2019 Amendment No 1 Detail v1 for RCA.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget -Amendment #1 Line Item Detail 3/12/2019 Account Description Account Number Description / Justification Initial Budget Amendment Amended Budget #402 - Stormwater Management Fund Expenditures Salaries & Wages Payroll Taxes & Benefits Private Stormwater Maintenance 402.402.000.531.36.10.10 402.402.000.531.36.2X.10 402.402.000.531.36.41.10 - Changes to salaries and benefits from union contract - Changes to salaries and benefits from union contract - Increase in roadway landscaping costs due to addition of new service areas and increase in prevailing wage Total expenditures Totals Across all Funds 319,697 147,685 966,508 6,266 325,963 1,786 149,471 54,466 1,020,974 62,518 Total revenues Total expenditures 14, 067, 800 18, 383, 571 Page 5 of 5 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment 2019 As Adopted Proposed Amendment As Amended #001 - GENERAL FUND RECURRING ACTIVITY Revenues Property Tax 12,054,400 0 12,054,400 Sales Tax 22,917,000 0 22,917,000 Sales Tax - Public Safety 1,081,900 0 1,081,900 Sales Tax - Criminal Justice 1,944,000 0 1,944,000 Gambling Tax and Leasehold Excise Tax 387,000 0 387,000 Franchise Fees/Business Registration 1,224,000 0 1,224,000 State Shared Revenues 1,909,800 0 1,909,800 Fines and Forfeitures/Public Safety 1,078,500 0 1,078,500 Community and Public Works 1,882,300 0 1,882,300 Recreation Program Revenues 628,800 0 628,800 Miscellaneous Department Revenue 1,000 500 1,500 Miscellaneous & Investment Interest 358,200 0 358,200 Transfers in - #105 (h/m tax -CP advertising) 30,000 0 30,000 Total Recurring Revenues 45,496,900 500 45,497,400 Expenditures City Council 545,903 66,456 612,359 City Manager 948,835 15,692 964,527 City Attorney 610,549 8,207 618,756 Public Safety 25,927,304 184 25,927,488 Deputy City Manager 267,044 4,000 271,044 Finance / IT 1,402,497 25,203 1,427,700 Human Resources 297,421 8,422 305,843 City Hall Operations and Maintenance 290,543 1,351 291,894 Community & Public Works - Engineering 1,816,141 25,476 1,841,617 Community & Public Works - Economic Develops 1,018,772 11,965 1,030,737 Community & Public Works - Building & Planninc 2,248,698 32,776 2,281,474 Parks & Rec - Administration 335,958 4,162 340,120 Parks & Rec - Maintenance 893,500 0 893,500 Parks & Rec - Recreation 253,622 1,196 254,818 Parks & Rec - Aquatics 491,153 0 491,153 Parks & Rec - Senior Center 101,215 1,692 102,907 Parks & Rec - CenterPlace 949,414 6,918 956,332 General Government 1,332,650 16,300 1,348,950 Transfers out - #204 (LTGO debt service) 401,250 0 401,250 Transfers out - #309 (park capital projects) 160,000 0 160,000 Transfers out - #311 (pavement preservation) 972,300 0 972,300 Transfers out - #501 (CenterPlace kitchen reserve) 36,600 0 36,600 Transfers out - #502 (insurance premium) 390,000 0 390,000 Total Recurring Expenditures 41,691,369 230,000 41,921,369 Recurring Revenues Over (Under) Recurring Expenditures 3,805,531 (229,500) 3,576,031 Page 1 of 7 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment #001 - GENERAL FUND - continued NONRECURRING ACTIVITY Revenues Transfers in - #106 (solid waste repayment) Total Nonrecurring Revenues 2019 As Adopted Proposed Amendment As Amended 40,422 0 40,422 40,422 0 40,422 Expenditures General Government - IT capital replacements 107,000 0 107,000 Economic Development (retail recruitment) 25,000 0 25,000 Public Safety (full facility generator) 0 0 0 Public Safety (carpet & workstation replacement) 50,000 0 50,000 General Government - City Hall generator 0 0 0 Transfers out - #122 (replenish reserve) 0 120,000 120,000 Transfers out - #309 (Browns Park restroom) 160,000 0 160,000 Transfers out - #309 (Browns Park other) 1,000,000 0 1,000,000 Transfers out - #312 ('17 fund bal > 50%) 0 7,109,300 7,109,300 Total Nonrecurring Expenditures 1,342,000 7,229,300 8,571,300 Nonrecurring Revenues Over (Under) Nonrecurring Expenditures Excess (Deficit) of Total Revenues Over (Under) Total Expenditures Beginning unrestricted fund balance Ending unrestricted fund balance Fund balance as a percent of recurring expenditures (1,301,578) (7,229,300) (8,530,878) 2,503,953 (7,458,800) (4,954,847) 37,129,960 39,633,913 95.07% Page 2 of 7 37,129,960 32,175,113 76.75% 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment SPECIAL REVENUE FUNDS #101 - STREET FUND RECURRING ACTIVITY Revenues Utility Tax Motor Vehicle Fuel (Gas) Tax Multimodal Transportation Revenue Right -of -Way Maintenance Fee Investment Interest Miscellaneous 2019 As Adopted Proposed Amendment As Amended 1,700,000 0 1,700,000 2,092,300 0 2,092,300 132,200 0 132,200 70,000 0 70,000 6,000 0 6,000 10,000 0 10,000 Total Recurring Revenues 4,010,500 0 4,010,500 Expenditures Wages / Benefits / Payroll Taxes 1,044,547 13,197 1,057,744 Supplies 113,300 0 113,300 Services & Charges 2,308,818 18,156 2,326,974 Snow Operations 497,200 0 497,200 Intergovernmental Payments 855,000 0 855,000 Vehicle rentals - #501 (non -plow vehicle rental) 21,250 0 21,250 Vehicle rentals - #501 (plow replace.) 77,929 0 77,929 Total Recurring Expenditures 4,918,044 31,353 4,949,397 Recurring Revenues Over (Under) Recurring Expenditures NONRECURRING ACTIVITY (907,544) (31,353) (938,897) Revenues Transfers in - #122 0 120,000 120,000 Transfers in - #312 907,544 0 907,544 Total Nonrecurring Revenues Expenditures Misc Total Nonrecurring Expenditures Nonrecurring Revenues Over (Under) Nonrecurring Expenditures 907,544 120,000 1,027,544 0 0 0 0 0 0 907,544 120,000 1,027,544 Excess (Deficit) of Total Revenues Over (Under) Total Expenditures 0 88,647 88,647 Beginning fund balance 719,995 719,995 Ending fund balance 719,995 808,642 Page 3 of 7 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment 2019 As Adopted Proposed Amendment As Amended SPECIAL REVENUE FUNDS - continued #104 - HOTEL / MOTEL TAX - TOURISM FACILITIES FUND Revenues Hotel/Motel Tax Investment Interest Transfers in - #105 Total revenues Expenditures Capital Outlay Total expenditures Revenues over (under) expenditures Beginning fund balance Ending fund balance #105 - HOTEL / MOTEL TAX FUND Revenues Hotel/Motel Tax Investment Interest 390,000 0 390,000 7,000 0 7,000 0 275,000 275,000 397,000 275,000 672,000 0 0 0 0 0 0 397,000 1,918,072 672,000 1,918,072 2,315,072 2,590,072 600,000 2,000 0 600,000 0 2,000 Total revenues 602,000 0 602,000 Expenditures Transfers out - #001 30,000 0 30,000 Transfers out - #104 0 275,000 275,000 Tourism Promotion 625,000 (275,000) 350,000 Total expenditures 655,000 0 655,000 Revenues over (under) expenditures Beginning fund balance Ending fund balance (53,000) 277,929 (53,000) 277,929 224,929 224,929 #122 - WINTER WEATHER RESERVE FUND Revenues Investment Interest 5,000 0 5,000 Transfer in - #001 0 120,000 120,000 Subtotal revenues 5,000 120,000 125,000 Expenditures Snow removal expenses 500,000 0 500,000 Transfers out - #101 0 120,000 120,000 Total expenditures 500,000 120,000 620,000 Revenues over (under) expenditures (495,000) (495,000) Beginning fund balance 503,070 503,070 Ending fund balance 8,070 8,070 Page 4 of 7 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment 2019 As Adopted Proposed Amendment As Amended CAPITAL PROJECTS FUNDS #303 - STREET CAPITAL PROJECTS FUND Revenues Grant Proceeds 4,408,681 675,600 5,084,281 Developer 35,700 1,500,000 1,535,700 Transfers in - #301 504,172 0 504,172 Transfers in - #302 167,434 0 167,434 Transfers in - #312 - Euclid Ave - Flora to Barker 5,000 0 5,000 Transfers in - #312 - 8th & Carnahan Intersection 45,000 0 45,000 Transfers in - #312 - Barker Corridor 267,000 2,767,400 3,034,400 Transfers in - #312 - Garland Ave 0 1,500,000 1,500,000 Total revenues 5,432,987 6,443,000 11,875,987 Expenditures 123 Mission Ave. - Flora to Barker 5,000 0 5,000 142 Broadway @ Argonne/Mullan PCC intersection 12,500 0 12,500 166 Pines Rd (SR27) & Grace Ave. Intersect Safety 5,000 0 5,000 201 ITS Infill Project Phase 1 5,000 0 5,000 205 Sprague/Barker Intersections Improvement 35,700 0 35,700 247 8th & Carnahan Intersection Improvements 45,000 0 45,000 249 Sullivan/Wellesley Intersection 1,167,287 0 1,167,287 251 Euclid Ave. - Flora to Barker 5,000 0 5,000 258 32nd Ave Sidewalk - SR27 to Evergreen 5,000 0 5,000 259 N. Sullivan Corridor ITS Project 730,000 0 730,000 265 Wellesley Sidewalk Project 382,000 0 382,000 267 Mission Ave Sidewalk 420,000 0 420,000 273 Barker/I-90 Interchange 500,000 0 500,000 275 Barker Rd Widening - River to Euclid 132,000 178,000 310,000 276 Barker Rd Widening - Euclid to Garland 81,000 3,265,000 3,346,000 277 Barker Rd Widening - Garland to Trent 54,000 0 54,000 278 Wilbur Rd Sidewalk - Boone to Broadway 354,500 0 354,500 279 Knox Ave Sidewalk - Hutchinson to Sargent 294,000 0 294,000 281 Highland Estates Connector 200,000 0 200,000 Garland Ave Construction 0 3,000,000 3,000,000 Contingency 1,000,000 0 1,000,000 Total expenditures 5,432,987 6,443,000 11,875,987 Revenues over (under) expenditures 0 0 Beginning fund balance (13,762) (13,762) Ending fund balance (13,762) (13,762) Page 5 of 7 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment CAPITAL PROJECTS FUNDS - continued #312 - CAPITAL RESERVE FUND Revenues Transfers in - #001 Investment Interest Total revenues Expenditures Transfers out - #101 Transfers out - #303 Transfers out - #303 Transfers out - #303 Transfers out - #303 Transfers out - #309 Transfers out - #309 2019 As Adopted Proposed Amendment As Amended 0 7,109,300 7,109,300 50,000 0 50,000 50,000 7,109,300 7,159,300 907,544 (Euclid Ave - Flora to Barker) 5,000 (8th & Carnahan Intersection) 45,000 (Barker Road Corridor) 267,000 (Garland Ave.) 0 (Appleway Trail - Sullivan -Cort 5,000 (Appleway Trail - Evergreen -S 9,788 Total expenditures Revenues over (under) expenditures Beginning fund balance Ending fund balance 0 0 0 2,767,400 1,500,000 0 0 907,544 5,000 45,000 3,034,400 1,500,000 5,000 9,788 1,239,332 (1,189,332) 8,974,920 4,267,400 5,506,732 1,652,568 8,974,920 7,785,588 10,627,488 Page 6 of 7 3/12/2019 P:\Finance\2019 Budget\Amendment #1\2019 03 12 Public Hearing & 1st Reading\Budget Summary for Amended Funds.xlsx CITY OF SPOKANE VALLEY, WA 2019 Budget Amendment ENTERPRISE FUNDS #402 - STORMWATER FUND RECURRING ACTIVITY Revenues Stormwater Management Fees Investment Interest 2019 As Adopted Proposed Amendment As Amended 1,890,000 0 1,890,000 20,000 0 20,000 Total Recurring Revenues 1,910,000 0 1,910,000 Expenditures Wages / Benefits / Payroll Taxes 494,273 8,052 502,325 Supplies 10,700 0 10,700 Services & Charges 1,182,109 54,466 1,236,575 Intergovernmental Payments 37,500 0 37,500 Vehicle rentals - #501 12,750 0 12,750 Total Recurring Expenditures Recurring Revenues Over (Under) Recurring Expenditures NONRECURRING ACTIVITY Revenues Grant Proceeds 1,737,332 62,518 1,799,850 172,668 (62,518) 110,150 106,000 0 106,000 Total Nonrecurring Revenues 106,000 0 106,000 Expenditures Capital - various projects 450,000 0 450,000 Effectiveness study 10,000 0 10,000 Watershed studies 100,000 0 100,000 Total Nonrecurring Expenditures 560,000 0 560,000 Nonrecurring Revenues Over (Under) Nonrecurring Expenditures Excess (Deficit) of Total Revenues Over (Under) Total Expenditures Beginning working capital Ending working capital (454,000) 0 (454,000) (281,332) 2,160,721 (62,518) (343,850) 2,160,721 1,879,389 1,816,871 Page 7 of 7 3/12/2019 Appendix A EMPLOYEE POSITION CLASSIFICATION MONTHLY SALARY SCHEDULE Effective January 1, 2019 Position Title Grade 2019 Range City Manager Unclassified Deputy City Manager 21-22 9,066.16 - 15,576.80 City Attorney 21 9,066.16 - 14,019.24 Finance Director 21 9,066.16 - 14,019.24 Parks and Recreation Director 20 8,159.44 - 12,618.24 City Engineer 19 7,343.36 - 11,356.54 Deputy City Attorney 19 7,343.36 - 11,356.54 Human Resources Manager 19 7,343.36 - 11,356.54 Planning Manager 18 6,609.87 - 10,220.38 Building Official 18 6,609.87 - 10,220.38 Engineering Manager 18 6,609.87 - 10,220.38 Economic Development Manager 18 6,609.87 - 10,220.38 Senior Engineer 17 5,948.55 - 9,197.96 Accounting Manager 17 5,948.55 - 9,197.96 Assistant Building Official 17 5,948.55 - 9,197.96 Public Works Superintendent 17 5,948.55 - 9,197.96 Attorney 16 5,353.16 - 8,277.64 City Clerk 16 5,353.16 - 8,277.64 Engineer 16 5,353.16 - 8,277.64 Senior Administrative Analyst 16 5,353.16 - 8,277.64 Senior Planner 16 5,353.16 - 8,277.64 Development Services Coordinator 16 5,353.16 - 8,277.64 GIS/Database Administrator 16 5,353.16 - 8,277.64 Accountant/Budget Analyst 16 5,353.16 - 8,277.64 Associate Planner 15 4,818.50 - 7,450.38 Assistant Engineer 15 4,818.50 - 7,450.38 IT Specialist 15 4,818.50 - 7,450.38 Engineering Technician II 15 4,818.50 - 7,450.38 Economic Development Project Specialist 15 4,818.50 - 7,450.38 Senior Plans Examiner 15 4,818.50 - 7,450.38 Public Information Officer 15 4,818.50 - 7,450.38 Human Resource Analyst 14 4,336.92 - 6,705.86 Administrative Analyst 14 4,336.92 - 6,705.86 CenterPlace Coordinator 14 4,336.92 - 6,705.86 Planner 14 4,336.92 - 6,705.86 Building Inspector II 14 4,336.92 - 6,705.86 Plans Examiner 14 4,336.92 - 6,705.86 Engineering Technician I 14 4,336.92 - 6,705.86 Senior Permit Specialist 14 4,336.92 - 6,705.86 Code Enforcement Officer 14 4,336.92 - 6,705.86 Maintenance/Construction Inspector 13-14 3,902.91 - 6,705.86 Recreation Coordinator 13-14 3,902.91 - 6,705.86 Deputy City Clerk 13-14 3,902.91 - 6,705.86 Customer Relations/Facilities Coordinator 13 3,902.91 - 6,035.04 Building Inspector I 13 3,902.91 - 6,035.04 Executive Assistant 13 3,902.91 - 6,035.04 Planning Technician 13 3,902.91 - 6,035.04 Senior Center Specialist 12-13 3,513.90 - 6,035.04 Human Resources Technician 12-13 3,513.90 - 6,035.04 Permit Facilitator 12 3,513.90 - 5,431.40 Help Desk Technician 12 3,513.90 - 5,431.40 Accounting Technician 12 3,513.90 - 5,431.40 Administrative Assistant 12 3,513.90 - 5,431.40 Recreation Specialist 12 3,513.90 - 5,431.40 Permit Specialist 11-12 3,161.54 - 5,431.40 Maintenance Worker 11-12 3,161.54 - 5,431.40 Office Assistant II 10-11 2,845.20 - 4,888.50 Custodian 10 2,845.20 - 4,398.62 Office Assistant I 9-10 2,561.00 - 4,398.62 Note : Slight rounding differences may exist between the figures reflected on this page and the actual payroll rates computed by the Eden Payroll System. CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ® new business ❑ public hearing ❑ information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: First reading of proposed Ordinance #19-003 which amends the 2019 Budget. GOVERNING LEGISLATION: In order for the City to amend an adopted budget, State law requires the Council to approve an ordinance that appropriates additional funds. PREVIOUS COUNCIL ACTION TAKEN: The Council last took formal action on the 2019 Budget when it was adopted on November 13, 2018. On February 26, 2019, an Administrative Report was delivered to Council regarding the need for a budget amendment. Finally, earlier this evening a public hearing was held on this topic. BACKGROUND: Since the initial adoption of the 2019 Budget on November 13, 2018, a number of events have transpired in the normal course of operations that necessitate a 2019 Budget amendment. The proposed amendments include: #001 - General Fund Revenues are increased by $500 to account for the possibility of the City receiving additional grant funds from the AWC Wellness program. Provide additional appropriations (expenditures) of $7,459,300 comprised of: • $62,456 increase in Council salaries and related payroll taxes and benefits due to the increases from the salary commission as discussed at the January 15, 2019 Council meeting. • $4,000 increase in the travel budget for the Mayor. • $143,744 increase in salaries/wages and related payroll taxes and benefits across various departments to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $3,000 increase to the employee training budget for Human Resources in order to provide a CPR and first aid class to City staff. • $500 increase in employee health and wellness expenditures to account for the possibility of the City receiving additional grant funds from the AWC Wellness program. • $16,300 increase in election costs paid to Spokane County related to costs of return postage for ballots distributed to City voters. • $120,000 to replenish the Winter Weather Reserve Fund #122 back to a fund balance of $500,000. The Street O&M Fund was over budget on snow removal expenditures in 2018 by about $114,000, which is being reimbursed to Fund #101 from Fund #122. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. • $7,109,300 transferred to Capital Reserve Fund #312 which represents the 2017 yearend fund balance in excess of 50% of recurring expenditures. 1 A future budget amendment will include the generators for both City Hall and the precinct. Both of these items were budgeted in 2018, but were not able to be expended due to ongoing research on the cost of acquiring and installing the generators. Both generators will be included in a future budget amendment once the final costs have been determined. #101 — Street O&M Fund Revenues are proposed to increase by $120,000 for a transfer in from the Winter Weather Reserve Fund #122 in order to reimburse Fund #101 for snow removal costs in excess of budget of about $114,000. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. Provide additional appropriations (expenditures) of $31,353 comprised of: • $13,197 increase in salaries/wages and related payroll taxes and benefits to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $18,156 increase in contract street maintenance costs. This increase is related to the roadway landscaping services contract which is split 25% to the Street Fund #101 and 75% to the Stormwater Fund #402. Collectively between these two funds, $62,257 was budgeted for this contract in 2019; however the actual costs for the contract is $134,878. The increase of $72,621 was due to adding new services areas along new construction in the amount of $17,876 as well as the increase in prevailing wages for Landscape Labor. #104 — Hotel / Motel Tax — Tourism Facilities Fund Increase revenues by $275,000 reflecting a transfer in from the Hotel / Motel Fund #105 that was approved through the lodging tax process at the December 11, 2018 Council meeting. #105 — Hotel / Motel Tax Fund Net change of $0 in expenditures; however, transfers out to the Hotel / Motel Tax — Tourism Facilities Fund #104 are increased by $275,000 and tourism promotion costs are reduced by $275,000, as was approved during the lodging tax process at the December 11, 2018 Council meeting. #122 — Winter Weather Reserve Fund Revenues are increased by $120,000 reflecting a transfer in from the General Fund #001 to replenish the fund balance to $500,000. The Street O&M Fund was over budget on snow removal expenditures in 2018 by about $114,000, which is being reimbursed to Fund #101 from Fund #122. The budget amendment of $120,000 is a bit higher than current actuals since the 2018 books are not currently closed and there could be lingering snow removal costs that will be recorded into 2018. Only the amount of actual expenditures will be transferred, not to exceed $120,000. Expenditures are proposed to increase by $120,000 for a transfer out to the Street O&M Fund #101. See previous explanation. 2 #303 — Street Capital Projects Fund Revenues and expenditures are proposed to increase by $6,443,000 in order to add 2019 construction for the Barker Rd. Reconstruction — Euclid to the Grade Separation Project (GSP), preliminary engineering for the Barker Rd. Reconstruction — Euclid to the Spokane River, and construction for Garland Ave. These projects were discussed at the January 29, 2019 Council meeting. The increases are as follows: • $3,265,000 for Barker Rd. — Euclid to GSP which is funded by $675,600 in grant proceeds and $2,589,400 in transfers in from the Capital Reserve Fund #312. • $178,000 for Barker Rd. — Euclid to River which is funded by $178,000 in transfers in from the Capital Reserve Fund #312. • $3,000,000 for Garland Ave. which is funded by $1,500,000 in developer contributions and $1,500,000 in transfers in from the Capital Reserve Fund #312. #312 — Capital Reserve Fund Revenues are increased due to a transfer of $7,109,300 from General Fund #001 which represents the 2017 yearend fund balance in excess of 50% of recurring expenditures. Expenditures are increased by $4,267,400 for transfers out to the Street Capital Projects Fund #303 for the Barker Rd. Reconstruction projects and the Garland Ave. Construction project (see explanations under Fund #303 above). These projects were discussed at the January 29, 2019 Council meeting. #402 — Stormwater Management Fund Provide additional appropriations (expenditures) of $62,518 comprised of: • $8,052 increase in salaries/wages and related payroll taxes and benefits to account to changes approved in the collective bargaining agreement as discussed at the November 6, 2018 Council meeting. • $54,466 increase in contract street maintenance costs. This increase is related to the roadway landscaping services contract which is split 25% to the Street Fund #101 and 75% to the Stormwater Fund #402. Collectively between these two funds, $62,257 was budgeted for this contract in 2019; however the actual costs for the contract is $134,878. The increase of $72,621 was due to adding new services areas along new construction in the amount of $17,876 as well as the increase in prevailing wages for Landscape Labor. The 2018 Budget amendment reflects the changes noted above and will affect 8 funds resulting in total revenue increases of $14,067,800 and expenditure increases of $18,383,571. 001 General Fund 101 Street O&M Fund 104 HotelMotel Tax - Tourism Facilities Fund 105 HotelMotel Tax Fund 122 Winter Weather Reserve Fund 303 Street Capital Projects Fund 312 Capital Reserve Fund 402 Stormwater Management Fund 500 7,459,300 120,000 31,353 275,000 0 0 0 120,000 120,000 6,443,000 6,443,000 7,109,300 4,267,400 0 62,518 14, 067, 800 18, 383, 571 3 Revenue Expenditure Fund Fund Increase Increase No. Name (Decrease) (Decrease) 001 General Fund 101 Street O&M Fund 104 HotelMotel Tax - Tourism Facilities Fund 105 HotelMotel Tax Fund 122 Winter Weather Reserve Fund 303 Street Capital Projects Fund 312 Capital Reserve Fund 402 Stormwater Management Fund 500 7,459,300 120,000 31,353 275,000 0 0 0 120,000 120,000 6,443,000 6,443,000 7,109,300 4,267,400 0 62,518 14, 067, 800 18, 383, 571 3 The 2019 Budget amendment also includes two changes to the Employee Position Classification Monthly Salary Schedule in order to reflect a change in the grade of one position and to add a Recreation Specialist position to fill instead of the vacant Senior Center Specialist position. The overall FTE count at the City is unchanged, and the total number of FTEs for the City will remain 93.75 in the 2019 Budget. OPTIONS: Move to advance the ordinance to a second reading, with or without amendment. RECOMMENDED ACTION OR MOTION: Move to advance Ordinance #19-003 amending the 2019 Budget to a second reading. BUDGET/FINANCIAL IMPACTS: This action amends the estimated revenues and appropriations for the 2019 Budget that was adopted on November 13, 2018. There are adequate funds available to pay for these amendments. STAFF CONTACT: Chelsie Taylor, Finance Director ATTACHMENTS: • Draft Ordinance #19-003 4 DRAFT CITY OF SPOKANE VALLEY SPOKANE COUNTY, WASHINGTON ORDINANCE NO. 19-003 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY, WASHINGTON, AMENDING ORDINANCE 18-024, WHICH ADOPTED A BUDGET FOR THE PERIOD JANUARY 1, 2019 THROUGH DECEMBER 31, 2019; AND OTHER MATTERS RELATED THERETO. WHEREAS, the City Council approved Ordinance 18-024 on November 13, 2018, which adopted the 2019 annual budget; and WHEREAS, subsequent to the November 13, 2018 adoption of the 2019 annual budget, it has become necessary to make changes by adding new revenue, appropriations, amendments, and transferring funds in order to properly perform City functions, services and activities; and WHEREAS, certain changes to employee positions have been made by the City Manager, which necessitate changes to the Employee Position Classification Monthly Salary Schedule that was included in the 2019 annual budget; and WHEREAS, certain changes were necessary to the salaries for Councilmembers, and salaries and wages for employees from what were included in the adopted 2019 annual budget; and WHEREAS, the budget changes set forth in this Ordinance could not have been reasonably anticipated or known when the 2019 annual budget was passed by the City Council; and WHEREAS, the City Council has determined that the best interests of the City are served by amending the 2019 budget to reflect unanticipated revenue, expenditures, transfers, and appropriating the same as set forth herein. NOW THEREFORE, the City Council of the City of Spokane Valley, Washington do ordain as follows: Section 1. Amended Revenues and Appropriations. Ordinance No. 18-024 adopted a budget for the twelve months beginning January 1, 2019 and ending December 31, 2019. Each item, revenue, appropriation, and fund contained in Section 1 of Ordinance 18-024 is hereby further amended as set forth in Attachment A to this Ordinance, which is incorporated herein. Section 2. Amended Employee Position Classification Monthly Salary Schedule. Ordinance No. 18-024 adopted an Employee Position Classification Monthly Salary Schedule as part of the budget for the twelve months beginning January 1, 2019 and ending December 31, 2019. The schedule is hereby amended as set forth in Attachment B to this Ordinance, which is incorporated herein. Section 3. Severability. If any section, sentence, clause or phrase of this Ordinance should be held to be invalid or unconstitutional by a court of competent jurisdiction, such invalidity or unconstitutionality shall not affect the validity or constitutionality of any other section, sentence, clause or phrase of this Ordinance. Section 4. Effective Date. This Ordinance shall be in full force and effect five days after publication of this Ordinance or a summary thereof in the official newspaper of the City as provided by law. Ordinance 19-003 amending the 2019 budget Page 1 of 4 Passed by the City Council of the City of Spokane Valley this day of March 2019. ATTEST: L.R. Higgins, Mayor Christine Bainbridge, City Clerk Approved as to form: Office of the City Attorney Date of Publication: Effective Date: Ordinance 19-003 amending the 2019 budget Page 2 of 4 ATTACHMENT A Sources Uses Fund No. Annual Appropriation Funds Be ginning Fund Balance Revenues Total Sources Appropriations Estimated Ending Fund Balance Adopted via Ord. 18-024 Amended via Ord. 19-003 Total Revenues Adopted via Ord. 18-024 Amended via Ord. 19-003 Total Appropriations 001 General 37,129,960 45,537,322 500 45,537,822 82,667,782 43,033,369 7,459,300 50,492,669 32,175,113 101 Street O&M 719,995 4,918,044 120,000 5,038,044 5,758,039 4,918,044 31,353 4,949,397 808,642 103 Paths & Trails 5,417 9,200 0 9,200 14,617 0 0 0 14,617 104 Hotel/Motel Tax - Tourism Facilities 1,918,072 397,000 275,000 672,000 2,590,072 0 0 0 2,590,072 105 Hotel/Motel Tax 277,929 602,000 0 602,000 879,929 655,000 0 655,000 224,929 106 Solid Waste 319,458 1,726,300 0 1,726,300 2,045,758 1,726,300 0 1,726,300 319,458 107 PEG 84,831 76,000 0 76,000 160,831 71,100 0 71,100 89,731 120 CenterPlace Operating Reserve 300,000 0 0 0 300,000 0 0 0 300,000 121 Service Level Stabilization 5,500,000 0 0 0 5,500,000 0 0 0 5,500,000 122 Winter Weather Reserve 503,070 5,000 120,000 125,000 628,070 500,000 120,000 620,000 8,070 204 Debt Service LTGO 03 0 998,350 0 998,350 998,350 998,350 0 998,350 0 301 Capital Projects 2,482,789 1,022,000 0 1,022,000 3,504,789 1,370,947 0 1,370,947 2,133,842 302 Special Capital Projects 3,252,834 1,025,000 0 1,025,000 4,277,834 984,209 0 984,209 3,293,625 303 Street Capital Projects (13,762) 5,432,987 6,443,000 11,875,987 11,862,225 5,432,987 6,443,000 11,875,987 (13,762) 309 Parks Capital Projects 29,463 1,907,096 0 1,907,096 1,936,559 1,812,095 0 1,812,095 124,464 310 Civic Facilities Capital Projects 857,737 9,000 0 9,000 866,737 0 0 0 866,737 311 Pavement Preservation 4,637,315 5,760,900 0 5,760,900 10,398,215 7,288,200 0 7,288,200 3,110,015 312 Capital Reserve 8,974,920 50,000 7,109,300 7,159,300 16,134,220 1,239,332 4,267,400 5,506,732 10,627,488 313 City Hall Construction 87,636 0 0 0 87,636 0 0 0 87,636 314 Railroad Grade Separation Projects 1,036,471 3,800,000 0 3,800,000 4,836,471 4,700,000 0 4,700,000 136,471 68,104,135 73,276,199 14,067,800 87,343,999 155,448,134 74,729,933 18,321,053 93,050,986 62,397,148 Sources Uses Revenues Appropriations Estimated Be ginning Ending Fund Working Adopted via Amended via Total Total Adopted via Amended via Total Working No. Working Capital Funds Capital Ord. 18-024 Ord. 19-003 Revenues Sources Ord. 18-024 Ord. 19-003 Appropriations Capital 402 Stormwater Management 2,160,721 1,616,607 0 1,616,607 3,777,328 2,297,332 62,518 2,359,850 1,417,478 403 Aquifer Protection Area 1,840,005 1,670,248 0 1,670,248 3,510,253 832,600 0 832,600 2,677,653 501 Equipment Rental & Replacement 1,290,971 1,258,812 0 1,258,812 2,549,783 20,000 0 20,000 2,529,783 502 Risk Management 263,778 244,261 0 244,261 508,039 390,000 0 390,000 118,039 5,555,475 4,789,928 0 4,789,928 10,345,403 3,539,932 62,518 3,602,450 6,742,953 Total of all Funds 73,659,610 78,066,127 14,067,800 92,133,927 165,793,537 78,269,865 18,383,571 96,653,436 69,140,101 Ordinance 19-003 amending the 2019 budget Page 3 of 4 ATTACHMENT B EMPLOYEE POSITION CLASSIFICATION MONTHLY SALARY SCHEDULE Effective January1, 2019 Position Title Grade 2019 Range City Manager Unclassified Deputy City Manager 21-22 9,066.16 - 15,576.80 City Attorney 21 9,066.16 - 14,019.24 Finance Director 21 9,066.16 - 14,019.24 Parks and Recreation Director 20 8,159.44 - 12,618.24 City Engineer 19 7,343.36 - 11,356.54 Deputy City Attorney 19 7,343.36 - 11,356.54 Human Resources Manager 19 7,343.36 - 11,356.54 Planning Manager 18 6,609.87 - 10,220.38 Building Official 18 6,609.87 - 10,220.38 Engineering Manager 18 6,609.87 - 10,220.38 Economic Development Manager 18 6,609.87 - 10,220.38 Senior Engineer 17 5,948.55 - 9,197.96 Accounting Manager 17 5,948.55 - 9,197.96 Assistant Building Official 17 5,948.55 - 9,197.96 Public Works Superintendent 17 5,948.55 - 9,197.96 Attorney 16 5,353.16 - 8,277.64 City Clerk 16 5,353.16 - 8,277.64 Engineer 16 5,353.16 - 8,277.64 Senior Administrative Analyst 16 5,353.16 - 8,277.64 Senior Planner 16 5,353.16 - 8,277.64 Development Services Coordinator 16 5,353.16 - 8,277.64 GIS/Database Administrator 16 5,353.16 - 8,277.64 Accountant/Budget Analyst 16 5,353.16 - 8,277.64 Associate Planner 15 4,818.50 - 7,450.38 Assistant Engineer 15 4,818.50 - 7,450.38 IT Specialist 15 4,818.50 - 7,450.38 Engineering Technician II 15 4,818.50 - 7,450.38 Economic Development Project Specialist 15 4,818.50 - 7,450.38 Senior Plans Examiner 15 4,818.50 - 7,450.38 Public Information Officer 15 4,818.50 - 7,450.38 Human Resource Analyst 14 4,336.92 - 6,705.86 Administrative Analyst 14 4,336.92 - 6,705.86 CenterPlace Coordinator 14 4,336.92 - 6,705.86 Planner 14 4,336.92 - 6,705.86 Building Inspector II 14 4,336.92 - 6,705.86 Plans Examiner 14 4,336.92 - 6,705.86 Engineering Technician I 14 4,336.92 - 6,705.86 Senior Permit Specialist 14 4,336.92 - 6,705.86 Code Enforcement Officer 14 4,336.92 - 6,705.86 Maintenance/Construction Inspector 13-14 3,902.91 - 6,705.86 Recreation Coordinator 13-14 3,902.91 - 6,705.86 Deputy City Clerk 13-14 3,902.91 - 6,705.86 Customer Relations/Facilities Coordinator 13 3,902.91 - 6,035.04 Building Inspector I 13 3,902.91 - 6,035.04 Executive Assistant 13 3,902.91 - 6,035.04 Planning Technician 13 3,902.91 - 6,035.04 Senior Center Specialist 12-13 3,513.90 - 6,035.04 Human Resources Technician 12-13 3,513.90 - 6,035.04 Permit Facilitator 12 3,513.90 - 5,431.40 Help Desk Technician 12 3,513.90 - 5,431.40 Accounting Technician 12 3,513.90 - 5,431.40 Administrative Assistant 12 3,513.90 - 5,431.40 Recreation Specialist 12 3,513.90 - 5,431.40 Permit Specialist 11-12 3,161.54 - 5,431.40 Maintenance Worker 11-12 3,161.54 - 5,431.40 Office Assistant II 10-11 2,845.20 - 4,888.50 Custodian 10 2,845.20 - 4,398.62 Office Assistant I 9-10 2,561.00 - 4,398.62 Note: Slight rounding differences may exist between the figures reflected on this page and the actual payroll rates computed by the Eden Payroll System. Ordinance 19-003 amending the 2019 budget Page 4 of 4 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: I consent El old business Li new business ❑ public hearing AGENDA ITEM TITLE: Approval of the Following Vouchers: VOUCHER LIST VOUCHER NUMBERS 02/21/2019 46929-46938 02/21/2019 46939 02/27/2019 02/27/2019 02/28/2019 03/06/2019 8104-8107 46940-46998 46999-47004 6586; 6590; 6592; 6600-6602; 6604; 6611; 47005 GRAND TOTAL: TOTAL AMOUNT $5,711.94 $2,390.30 $1,363.00 $221,063.03 $4,921.37 $355,290.88 $590,740.52 #001 - General Fund 001.011.000.511. 001.013.000.513. 001.013.015.515. 001.016.000. 001.018.013.513. 001.018.014.514. 001.018.016.518. 001.040.041. 001.040.042. 001.040.043. 001.076.000.576. 001.076.300.576. 001.076.301.571. 001.076.302.576. 001.076.304.575. 001.076.305.571. 001.090.000.511. 001.090.000.514. 001.090.000.517. 001.090.000.518. 001.090.000.519. 001.090.000.540. 001.090.000.550. 001.090.000.595. Explanation of Fund Numbers found on Voucher Lists City Council City Manager Legal Public Safety Deputy City Manager Finance Human Resources Engineering Economic Development Building Parks & Rec—Administration Parks & Rec-Maintenance Parks & Rec-Recreation Parks & Rec- Aquatics Parks & Rec- Senior Center Parks & Rec-CenterPlace General Gov't- Council related General Gov't -Finance related General Gov't -Employee supply General Gov't- Centralized Serv. General Gov't -Other Services General Gov't -Transportation General Gov't -Natural & Eco. General Gov't -Pavement Preser. 001.090.000.560. General Gov't -Social Services 001.090.000.594 General Gov't -Capital Outlay Other Funds: 101 — Street Fund 103 — Paths & Trails 105 — Hotel/Motel Tax 106 — Solid Waste 120 — CenterPlace Operating Reserve 121 — Service Level Stabilization Reserve 122 Winter Weather Reserve 204 — Debt Service 301 — REET 1 Capital Projects 302 — REET 2 Capital Projects 303 — Street Capital Projects 309 Parks Capital Grants 310 — Civic Bldg. Capital Projects 311 — Pavement Preservation 312 — Capital Reserve 314 — Railroad Grade Separation Projects 402 — Stormwater Management 403 — Aquifer Protection Area 501 Equipment Rental & Replacement 502 — Risk Management RECOMMENDED ACTION OR MOTION: Move to approve attached list of claim vouchers. [Approved as part of the Consent Agenda, or may be removed and discussed separately.] STAFF CONTACT: Chelsie Taylor, Finance Director ATTACHMENTS: Voucher Lists vchlist 02/21/2019 1:22:50PM Voucher List Spokane Valley Page: 1 Bank code : apbank Voucher Date Vendor Invoice 46929 2/21/2019 007132 FALL'S, JIM 2/21/2019 004813 FIRST CHOICE COFFEE SERVICES 2/21/2019 000007 GRAINGER 2/21/2019 004926 LE CATERING CO 2/21/2019 000252 LOWE'S BUSINESS ACCOUNT 2/21/2019 000324 SPOKANE CO WATER DIST#3 46930 46931 46932 46933 46934 46935 46936 46937 46938 BLD -2018-0276 235708 861093094 E01479 Jan/Feb 2019 Feb 2019 2/21/2019 003532 STERICYCLE COMMUNICATION SOLUT 8010922966 2/21/2019 006422 SUPPLYWORKS 2/21/2019 003175 VISIT SPOKANE 477157796 Jan 2019 2/21/2019 003610 WEST PLAINS CHAMBER OF COMMERC 2/13/19 10 Vouchers for bank code : apbank 10 Vouchers in this report Fund/Dept 001.040.043.345 001.076.305.575 001.076.305.575 001.076.305.575 001.016.016.521 402.402.000.531 001.076.305.575 001.033.000.518 105.000.000.557 001.076.305.575 Description/Account Amount PERMIT REFUND: BLD -2018-0276 Total : COFFEE SVCS FOR CENTERPLAC Total : SUPPLIES FOR CITY HALL Total : E01479: INLAND EMPIRE GARDENI Total : OPERATING SUPPLIES: CITY HALL Total : WATER CHARGES FOR FEB 2019 Total ANSWERING SERVICE FOR CENTE Total : SUPPLIES FOR CITY HALL Total : 2019 LODGING TAX GRANT REIMB Total : MEMBERSHIP FOR WEST PLAINS Total : Bank total : 27.00 27.00 36.05 36.05 206.63 206.63 204.48 204.48 216.34 216.34 85.18 85.18 54.44 54.44 611.82 611.82 4,000.00 4,000.00 270.00 270.00 5,711.94 Total vouchers : 5,711.94 Page: 1 vchlist 02/2112019 4:39:51 PM Voucher List Page: 'r' Spokane Valley Bank code : apbank Voucher Date Vendor Invoice Fund/Dept Description/Account Amount 46939 2/21/2019 007102 AMERICAN WAY AUTO BODY 14420 001.040.043.558 REPAIR WORK #4-010 FORD ESCA 2,390.30 Total : 2,390.30 1 Vouchers for bank code : apbank Bank total : 2,390.30 1 Vouchers in this report 1, the undersigned, do certify under penalty of perjury, that the materials have been furnished, the services rendered, or the labor performed as described herein and that the claim is just, due and an unpaid obligation against the City of Spokane Valley, and that I am authorized to authenticate and certify said claim. Finance Director Date Council member reviewed: Mayor Date Council Member Date Total vouchers : 2,390.30 Page: 11~ vchlist 02/27/2019 3:03:11PM Voucher List Spokane Valley Page: 5 Bank code : pk-ref Voucher Date Vendor Invoice 8104 2/27/2019 007130 ALIFEROVITCH, CRISTINA 8105 2/27/2019 007140 COSSEY, STACY 8106 2/27/2019 007131 EICKERMAN, MICHELE 8107 2/27/2019 006772 STRAIN, KELLI 4 Vouchers for bank code : pk-ref 4 Vouchers in this report PARK REFUND PARK REFUND PARK REFUND Fund/Dept Description/Account Amount 001.237.10.99 DEPOSIT REFUND: GREAT ROOM/' Total : 001.237.10.99 CANCELLATION: GREAT ROOM Total : 001.237.10.99 DEPOIST REFUND: FIRESIDE LOUT Total : REISSUE PARKS REFUN 001.237.10.99 SWIMMING LESSON REFUND Tota! : Bank total : Total vouchers : 500.00 500.00 583.00 583.00 210.00 210.00 70.00 70.00 1,363.00 1,363.00 Page: vchlist 02/27/2019 3:37:36PM Voucher List Spokane Valley Page: lf� Bank code : apbank Voucher Date Vendor Invoice 46940 2/27/2019 000958 AAA SWEEPING LLC 46941 2/27/2019 006937 ADVANCE AUTO PARTS 63583 1921-275100 1921-276346 1921-276399 1921-276440 1921-276579 46942 2/27/2019 002931 ALL WESTERN INDUSTRIAL SUPPLY 107571 46943 2/27/2019 007136 AMAZON CAPITAL SERVICES INC 46944 2/27/2019 000271 BAINBRIDGE, CHRISTINE 46945 2/27/2019 003122 CALHOUN, MARK 46946 2/27/2019 002562 CD'A METALS 46947 2127/2019 000101 CDW-G 46948 2/27/2019 001888 COMCAST 46949 2/27/2019 002604 DELL FINANCIAL SERVICES LLC FundlDept Description/Account Amount 402.402.000.531 STREET SWEEPING 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 1 W6K-QT9R-6779 001.040.041.543 1 W6K-QT9R-PKPQ 001.040.041.543 EXPENSES EXPENSES 431641 431735 432312 QZG2503 Feb 18 -Mar 17 2019 79865708 001.011.000.511 001.011.000.511 101.000.000.542 101.000.000.542 101.000.000.542 001.090.000.518 001.090.000.518 001.090.000.548 Total : VEHICLE REPAIR & MA1NT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : REPAIR & MAINTENANCE SUPPLIE Total : OFFICE SUPPLIES: CPW ENGINEE OFFICE SUPPLIES: CPW ENGINEE Total : EXPENSE REIMBURSEMENT EXPENSE REIMBURSEMENT Total : Total : REPAIR & MAINT. SUPPLIES: SNOG REPAIR & MAINT. SUPPLIES: SNO'v REPAIR & MAINT. SUPPLIES: SNO\) Total : COMPUTER HARDWARE NON -CAF Total : INTERNET CITY HALL Total : COMPUTER LEASE: 001-8922117-0 Total : 2.358.38 2,358.38 16.19 6.55 64.02 14.36 3.66 104.78 47.27 47,27 39.80 11.45 51.25 47.92 47.92 60.21 60.21 218.46 23.75 29.32 271.53 226.90 226.90 106.17 106.17 1,050.24 1,050.24 vchlist 02/27/2019 3:37:36PM Voucher List Spokane Valley Page: Bank code : apbank Voucher Date Vendor Invoice 46950 2/27/2019 002920 DIRECTV INC 46951 2/27/2019 000278 DRISKELL, CARY 46952 2/27/2019 002157 ELJAY OIL COMPANY 46953 2/27/2019 003274 EXCHANGE PUBLISHING LLC 46954 2/27/2019 001232 FASTENAL CO 46955 2/27/2019 001447 FREE PRESS PUBLISHING INC 46956 2/27/2019 005474 FREIGHTLINER NORTHWEST 35858788065 EXPENSES 4283929 521227 521228 521229 521230 521231 521232 521233 521745 521746 IDLEW137548 I DLE W 137607 49535 49536 49537 49538 49539 49540 49570 49574 PC001438491:01 PC001438636:01 PC001438732:01 Fund/Dept 101.042.000.543 001.013.015.515 101.000.000.542 001.013.000.513 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 101.042.000.542 101.042.000.542 001.013.000.513 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 001.040.043.558 101.000.000.542 101.000.000.542 101.000.000.542 Description/Account Amount CABLE SERVICE FOR MAINTENAN Total : EXPENSE REIMBURSEMENT Total : FUEL FOR SNOWPLOWS/MAINTEN LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION SUPPLIES: STREET DEPT SUPPLIES: STREET DEPT LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION LEGAL PUBLICATION 71.24 71.24 120,19 120.19 3,157.07 Total : 3,157.07 Total : Total : Total : VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI HYDROLICS - FLEET 210 - LOAD 5 29.25 120.00 72.68 84.53 56.88 59.25 79.00 69.00 79.00 649.59 41.50 57.61 99,11 64.00 276.80 94.35 65.45 68.00 91.80 148.80 90.10 899.30 -13.06 19.58 6,588.00 Page: vchlist 02/27/2019 3:37:36PM Voucher List Spokane Valley Page: Bank code : apbank Voucher Date Vendor Invoice 46956 2/27/2019 005474 FREIGHTLINER NORTHWEST 46957 2/27/2019 000011 GREATER SPOKANE VALLEY 46958 2/27/2019 002538 HYDRAULICS PLUS !NC 46959 2/27/2019 002810 INLAND NW PARTNERS ASSOC 46960 2/27/2019 002518 INLAND PACIFIC HOSE & FITTINGS 46961 2/27/2019 006729 JAKT FOUNDATION 46962 2/27/2019 002955 JEWELL EXCAVATING & CONST 46963 2/27/2019 002466 KENWORTH SALES COMPANY 46964 2/27/2019 003185 LAMB, ERIK 46965 2/27/2019 001944 LANCER LTD 46966 2/27/2019 006998 LOVELL, ALEX (Continued) PC001439897:01 P 0001439897:02 Fund/Dept 101.000.000.542 101.000.000.542 29215 001.011.000.511 STATE OF THE CITY 001.011.000.511 22861 22868 SPRING 2019 SPRING 2019 1023044 110 11699 SPOIN3212515 SPOIN3215475 EXPENSES 0472800 EXPENSES 101.000.000.542 101.000.000.542 001.011.000.511 001.011.000.511 101.000.000.542 001.040.042.558 101.000.000.542 101.000.000.542 101.000.000.542 001.013.015.515 001.040.041.543 001.013.015.515 Description/Account Amount VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : BUSINESS CONNECTIONS: R HIGC BUSINESS CONNECTIONS: 2019 S Total : MAG PUMP VEHICLE REPAIR & MAINTENANCE Total : SPRING 2019 MEETING REGISTRA SPRING 2019 MEETING REGISTRA Total : VEHICLE REPAIR & MAINT. SUPPLI Total : MARKETING FOR CENTERPLACE f Total : SNOW REMOVAL Total : VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : EXPENSE REIMBURSEMENT BUSINESS CARDS Total : Total : 52.00 5.78 6,652.30 35.00 770.00 805.00 1,280.43 108.76 1,389.19 40.00 40.00 80.00 256.02 256.02 9,500.00 9,500.00 15, 852.50 15, 852.50 386.13 73.67 459.80 24.20 24.20 38.09 38.09 EXPENSE REIMBURSEMENT 11.60 Page: vchlist 02/27/2019 3:37:36PM Voucher List Spokane Valley Page: Bank code : apbank Voucher Date Vendor Invoice 46966 2/27/2019 006998 006998 LOVELL, ALEX 46967 2/27/2019 002259 MENKE JACKSON BEYER LLP 46968 2/27/2019 007134 MINUTEMAN PRESS 46969 2/27/2019 003090 NORTH 40 OUTFITTERS 46970 2/27/2019 000652 OFFICE DEPOT INC. 46971 2/27/2019 004621 OREILLYAUTOMOTIVE STORES INC 46972 2/27/2019 004829 OSI HARDWARE (Continued) 419 462 499 1474 087916/3 256242129001 258936730001 258936825001 268604959001 268647955001 270927045001 273766710001 2862-316293 2862-316424 2862-317948 2862-318731 2862-318836 2862-318839 2862-318843 2862-319072 2862-320402 2862-320404 2862-320418 2862-320446 INV-US23675 Fund/Dept 001.013.015.515 001.013.015.515 001.013.015.515 001.040.042.558 101.000.000.542 001.040.041.543 001.040.041.543 001.040.041.543 001.040.041.543 001.040.041.543 001.090.000.519 001.013.015.515 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 001.090.000.518 Description/Account Amount Total : PROFESSIONAL SERVICES PROFESSIONAL SERVSCES PROFESSIONAL SERVICES Total : ADVERTISING Total : SUPPLIES: MAINTENANCE SHOP Total : OFFICE SUPPLIES: CPW OFFICE SUPPLIES: CPW OFFICE SUPPLIES: CPW OFFICE SUPPLIES: CPW OFFICE SUPPLIES: CPW OFFICE SUPPLIES: IT OFFICE SUPPLIES: LEGAL Total : VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : 11.60 790.43 86.00 1,128.40 2,004.83 466.56 466.56 73.96 73.96 160.86 8.91 39.05 22.15 -22.15 7.50 18.70 235.02 3.49 5.43 15.86 7.47 52.18 25.01 -21.75 -25.01 34.77 59.14 -7.47 35.58 184.70 CISCO UCS MINI DAC CABLES FOF 118.46 Page: vchlist 0212712019 3:37:36PM Voucher List Spokane Valley Page: -5— Bank code : apbank Voucher Date Vendor Invoice 46972 2/27/2019 004829 004829 OSI HARDWARE 46973 2/27/2019 001604 PACIFIC NW PAPER 46974 2/27/2019 003653 PARTSMASTER 46975 2/27/2019 005049 PEDERSON, MICHAEL ROY 46976 2/27/2019 001860 PLATT ELECTRIC SUPPLY 46977 2/27/2019 001089 POE ASPHALT PAVING INC. 46978 2/27/2019 006509 POE, JOSEPH 46979 2/27/2019 002510 POHL SPRING WORKS INC 46980 2/27/2019 005968 PRECISE MRM LLC 46981 2/27/2019 007133 PRUNTY, CAITLIN 46982 2/27/2019 003407 RIGHT! SYSTEMS INC 46983 2/27/2019 002616 ROADWISE !NC (Continued) 196751 23381535 JANUARY 2019 U363349 U375288 U398111 U434380 46021 46022 818703 818704 177721 I N200-1019932 EXPENSES SI -160174 57939 Fund/Dept 001.040.041.543 101.000.000.542 101.042.000.542 101.042.000.543 101.042.000.543 101.042.000.543 101.042.000.543 101.000.000.542 101.042.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 001.013.015.515 001.090.000.518 101.000.000.542 Description/Account Amount COPY PAPER Total : Total : SMALL TOOLS/MINOR EQUIP: MAI' Total : DEAD ANIMAL REMOVAL Total : SUPPLIES FOR MAINTENANCE SH SUPPLIES FOR MAINTENANCE SH SUPPLIES FOR MAINTENANCE SH SUPPLIES FOR MAINTENANCE SH Tota! : WINTER RESPONSE 2019 STREET & STORMWATER MAINTEI Total : DEICING SNOW REMOVAL Total VEHICLE REPAIR & MAINT. SUPPLI Total : DATA PLAN EXPENSE REIMBURSEMENT Total : Total : JUNIPER SWITCH SUPPORT RENE Total : 118.46 135.78 135.78 246.84 246.84 600.00 600.00 69.82 637.81 497.09 24.68 1,229.40 30,423.00 4,025.80 34, 448.80 540.00 2.430.00 2,970.00 533.12 533.12 275.00 275.00 49.40 49.40 662.78 662.78 LIQUID MAG - CLOSED 2018 PO (4: 6,282.61 Page: vchlist 02/27/2019 3:37:36PM Voucher List Spokane Valley Page: Bank code : apbank Voucher Date Vendor Invoice 46983 2/27/2019 002616 ROADWISE INC 46984 2/27/2019 002520 RWC GROUP 46985 2/27/2019 005503 SALT DISTRIBUTORS INC, 46986 2/27/2019 000126 SECRETARY OF STATE - WA 46987 2/27/2019 002531 SIX ROBBLEES INC 46988 2/27/2019 000090 SPOKANE CO INFO SYSTEMS 46989 2/27/2019 002540 SPOKANE HOUSE OF HOSE INC. 46990 2/27/2019 000065 STAPLES ADVANTAGE (Continued) 57940 57941 91537N 92179N 92734N 93011N 93058N 93216N CM92728N CM92735N 2934 2969 FEBRUARY 2019 5-844357-1 5-845412 5-845592 5-845592-1 50318253 725069 725116 3404324909 3404324915 3404324917 Fund/Dept 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 001.018.013.513 101.000.000.542 101.000.000.542 101.000.000.542 101.000.000.542 402.402.000.531 101.000.000.542 101.000.000.542 001.040.043.558 001.040.043.558 001.040.043.558 Description/Account Amount LIQUID MAG - CLOSED 2018 PO (4: LIQUID MAG - CLOSED 2018 PO (4: Total : VEHICLE REPAIR & MA1NT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPL. VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : SALT- ICE KICKER SALT- ICE KICKER Total : TRADEMARK RENEWAL FOR CITY Total : VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MAINT. SUPPLI Total : COUNTY IT SUPPORT JANUARY 2C Total : VEHICLE REPAIR & MAINT. SUPPLI VEHICLE REPAIR & MA1NT. SUPPLI Total : OFFICE SUPPLIES: COMM. DEV. OFFICE SUPPLIES: COMM. DEV. OFFICE SUPPLIES: COMM. DEV. 6,288.13 6,356.24 18,926.98 45.30 42.60 499.87 58.98 543.86 236.50 -27.38 -27.38 1,372.35 30, 311.43 45,416.48 75,727.91 50.00 50.00 17.46 104.12 49.74 104.68 276.00 16,069.11 16,069.11 107.96 9.23 117.19 63.13 55.39 104.40 Page: 6 vchlist 02/2712019 3:37:36PM Voucher List Spokane Valley Page: _7— Bank code : apbank Voucher Date Vendor Invoice 46990 2/2712019 000065 STAPLES ADVANTAGE 46991 2/27/2019 006422 SUPPLYWORKS 46992 2/27/2019 005210 TITAN CHAIN & SUPPLY LLC 46993 2/27/2019 000468 TRANSOFT SOLUTIONS INC. 46994 2/27/2019 006846 US LINEN & UNIFORM INC 46995 2/27/2019 003015 WA ASPHALT PAVEMENT ASSOC 46996 2/27/2019 003210 WEST CONSULTANTS INC. 46997 2/27/2019 002363 WESTERN STATES EQUIPMENT CO 46998 2/27/2019 000842 WM WINKLER COMPANY 59 Vouchers for bank code : apbank 59 Vouchers in this report (Continued) 3404324918 476217617 12877 134154 2286578 2290319 2294049 2297831 2301574 22286 011451 IN000883426 IN000886073 IN000897712 18062-1001 18062-1002 Fund/Dept Description/Account Amount 001.040.043.558 OFFICE SUPPLIES: COMM. DEV. Total : 101.042.000.543 SUPPLIES FOR MAINTENANCE FA( Total : 101.000.000.542 GRADER CHAINS Total : 001.040.041.543 TRANSOFT SOLUTIONS AUTOTUR Total : 101.042.000.543 101.042.000.543 101.042.000.543 101.042.000.543 101.042.000.543 101.042.000.542 402.000.000.531 101.000.000.542 101.000.000.542 101.000.000.542 SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP SUPPLIES: MAINTENANCE SHOP Total : ASPHALT WORKSHOPS & TRAININ Total : PROFESSIONAL SERVICES VEHICLE REPAIR VEHICLE REPAIR VEHICLE REPAIR 101.000.000.542 SNOW REMOVAL 101.000.000.542 SNOW REMOVAL Total : & MAINT. SUPPLI & MAINT. SUPPLI & MAINT. SUPPLI Total : Total : Bank total : Total vouchers : 221,063.03 454.31 677.23 340.81 340.81 2,017.20 2,017.20 810.00 810.00 30.63 30.63 30.63 30.63 30.63 153.15 480.00 480.00 1,862.59 1,862.59 58.65 188.47 591.89 839.01 7,969.50 4,749.50 12,719.00 221,063.03 Page: vchlist 02128/2019 4:26:26PM Voucher List Spokane Valley Page: Bank code : apbank Voucher Date Vendor Invoice 46999 2/28/2019 001606 BANNER BANK 47000 2/28/2019 001606 BANNER BANK 47001 2/28/2019 001606 BANNER BANK 47002 2/28/2019 001606 BANNER BANK 47003 2128/2019 001606 BANNER BANK 8599 Feb 2019 8599 Feb 2019 8599 Feb 2019 8599 Feb 2019 8599 Feb 2019 8599 Feb 2019 8599 Feb 2019 5214 Feb 2019 5214 Feb 2019 8557 Feb 2019 8557 Feb 2019 8557 Feb 2019 8557 Feb 2019 8557 Feb 2019 8557 Feb 2019 8557 Feb 2019 9713 Feb 2019 9713 Feb 2019 9713 Feb 2019 9713 Feb 2019 9713 Feb 2019 8573 Feb 2019 8573 Feb 2019 8573 Feb 2019 8573 Feb 2019 8573 Feb 2019 8573 Feb 2019 8573 Feb 2019 Fund/Dept 001.076.301.571 001.076.305.575 001.076.305.575 001.076.305.575 001.076.305.575 001.076.305.575 001.076.305.575 101.043.000.542 101.043.000.542 001.011.000.511 001.011.000.511 001.011.000.511 001.040.041.558 001.011.000.511 001.011.000.511 001.013.000.513 001.040.043.558 001.033.000.518 001.040.043.558 001.040.043.558 001.033.000.518 001.040.041.558 001.040.041.543 001.040.041.558 001.040.041.558 001.040.042.558 001.013.000.513 001.090.000.518 Description/Account Amount UNITED AIRLINES UNITED AIRLINES HOME DEPOT FERGUSON ENTERPRISES #3031 HOME DEPOT HOME DEPOT AMAZON.COM BEST WESTERN LA QUINTA INN Total : Total : GREATER SPOKANE [NC GREATER SPOKANE INC GREATER SPOKANE VALLEY CHAP INLAND NW AGC GREATER SPOKANE INC GREATER SPOKANE 1NC CREDIT: GREATER SPOKANE INC Total : AMAZON.COM CHICAGO FAUCET SHOPPE NORTH 40 OUTFITTERS AMAZON.COM ULINE SHIP SUPPLIES Total : SPOKANE RIVER FORUM WORKPOINTE WA DEPT OF ENTERPRISE SERVIC ASCE EVENTBRITE STAPLES 4 TEAM CORPORATION 596.00 596.00 266.41 156.42 37.23 16.18 45.66 1,713.90 221.98 428.55 650.53 40.00 120.00 55.00 425.00 40.00 40.00 -40.00 680.00 191.48 228.96 35.80 21.75 69.57 547.56 120.00 195.84 27.22 99.00 119.96 42.42 69.95 Page: r"1- vchlist 02128/2019 4:26:26PM t� Voucher List Page: Spokane Valley Bank code : apbank Voucher Date Vendor Invoice Fund/Dept DescriptionlAccount Amount 47003 2/28/2019 001606 BANNER BANK (Continued) 8573 Feb 2019 001.040.042.558 SPOKANE REGIONAL MARCOM Total : 67.64 742.03 47004 2/28/2019 001606 BANNER BANK 6368 Feb 2019 001.018.016.518 CRAIGSLIST.ORG 25.00 6368 Feb 2019 402.402.000.531 WSDA 33.99 6368 Feb 2019 001.018.016.518 SHRM 100.00 6368 Feb 2019 001.018.016.518 SHRM 189.00 6368 Feb 2019 001.033.000.518 CIRCLE M LANDSCAPE SUPPLIES 119.68 6368 Feb 2019 001.033.000.518 CIRCLE M LANDSCAPE SUPPLIES 119.68 Total : 587.35 6 Vouchers for bank code : apbank 6 Vouchers in this report 1, the undersigned, do certify under penalty of perjury, that the materials have been furnished, the services rendered, or the labor performed as described herein and that the claim is just, due and an unpaid obligation against the City of Spokane Valley, and that I am authorized to authenticate and certify said claim. Finance Director Date Council member reviewed: Mayor Date Council Member Date Bank total : 4,921.37 Total vouchers : 4,921.37 Page: '2�- vchlist 03/06/2019 9:02:12AM Voucher List Page: Spokane Valley Bank code: apbank Voucher Date Vendor Invoice Fund/Dept DescriptionlAccount Amount 6586 3/5/2019 000165 DEPT OF RETIREMENT SYSTEMS BenB5343 001.231.15.00 PERS: PAYMENT 119,291.21 Total: 119,291.21 6590 3/5/2019 000699 WA COUNCIL CO/CITY EMPLOYEES Ben85345 101.231.21.00 UNION DUES: PAYMENT 2,758.85 Total: 2,758.86 6592 315/2319 006345 IDAHO CHILD SUPPORT RECEIPTING Ben85347 001.231.20,00 IDAHO CHILD SUPPORT RECEIPTING: 163.33 Total : 163.33 6600 3/5/2019 000048 VANTAGE TRANSFER AGENTS, 401A PLAN Ben85349 001.231.14.00 401A: PAYMENT 35,197.24 Total : 35,197.24 6601 315/2019 003682 EFTPS Ben85351 001.231.12.00 FEDERAL TAXES: PAYMENT 35,116.70 Total : 35,116.70 6602 3/5/2019 000145 VANTAGEPOINT TRANSFER AGENTS, 457 PL./ Ben85353 314.231.18.00 457 DEFERRED COMPENSATION: PAYI 8,741.79 Total : 8,741.79 5504 3/512019 000162 VANTAGE TRANSFER AGENTS, 401A EXEC PL Ben85355 001.231.14.00 401 EXEC PLAN: PAYMENT 663.00 Total: 663.00 6611 3/5/2019 000682 EFTPS Ben85359 001.231.11.00 FEDERAL TAXES: PAYMENT 1,117.16 Total: 1,117.16 47005 3/5/2019 000120 AWC BenB5341 402.231.16,00 DENTAL PLAN: PAYMENT 141,174.48 Ben85357 001.231.16.00 DENTAL PLAN (COUNCIL): PAYMENT 11,067.11 Total: 152,241.59 9 Vouchers for bank code : apbank Bank total : 355,290.88 9 Vouchers in this report Total vouchers : 355,290.88 Page: �1—�� CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval : Item: Check all that apply: ® consent ❑ old business ❑ new business ❑ public hearing ❑ information ❑ admin. report ❑ pending legislation AGENDA ITEM TITLE: Payroll for Pay Period Ending February 28, 2019 GOVERNING LEGISLATION: PREVIOUS COUNCIL ACTION TAKEN: BACKGROUND: Budget/Financial impacts: Employees Council Total Gross: $ 301,328.80 $ 5,988.21 $ 307,317.01 Benefits: $ 185,811.22 $ 11,655.88 $ 197,467.10 Total payroll $ 487,140.02 $ 17,644.09 $ 504,784.11 RECOMMENDED ACTION OR MOTION: Move to Approve above payroll. [Approved as part of the Consent Agenda, or may be removed and discussed separately.] STAFF CONTACT: Raba Nimri DRAFT Attendance: Councilmembers MINUTES SPOKANE VALLEY CITY COUNCIL SPECIAL MEETING: WORKSHOP Spokane Valley City Hall Council Chambers Spokane Valley, Washington February 19, 2019 Staff Rod Higgins, Mayor Pam Haley, Deputy Mayor Brandi Peetz, Councilmember Linda Thompson, Councilmember Ben Wick, Councilmember Sam Wood, Councilmember Arne Woodard, Councilmember Mark Calhoun, City Manager John Hohman, Deputy City Manager Cary Driskell, City Attorney Erik Lamb, Deputy City Attorney Mike Stone, Parks & Rec Director Chelsie Taylor, Finance Director Bill Helbig, City Engineer Morgan Koudelka, Sr. Administrative Analyst John Pietro, Administrative Analyst John Whitehead, Human Resources Manager Henry Allen, Senior Engineer Annie Gannon, Public Information Officer Matt Lyons, Police Inspector Mark Werner, Police Chief Christine Bainbridge, City Clerk Mayor Higgins called the meeting to order at 8:30 a.m. ROLL CALL: City Clerk Bainbridge called the roll, all Councilmembers were present. 1. Review of Public Safety Contracts — Morgan Koudelka, John Pietro, Chief Werner, Inspector Lyons After City Manager Calhoun gave an overview of the discussion topics, Mr. Koudelka gave a brief explanation about contracts, cost comparisons, and of the desire to bring Council up-to-date on developments that may impact the City in the future. a. Law Enforcement — Chief Werner, Inspector Lyons Inspector Lyons went through his PowerPoint presentation explaining current and future staff projections, dedicated commissioned positions, upcoming patrol staffing levels, recruitment efforts and results as well as efforts to increase the efficiency of processing applicants; outcomes of implementing the power shift; comparisons of calls for service; patrol hours worked; and the investigation's unit and its primary focus. There was discussion about recruiting, with Councilmember Thompson asking about a designated recruiter. Chief Werner replied that we do not have one dedicated recruiter, and Inspector Lyons added that there is a team of volunteers who do this in addition to everything else they do; they go to job fairs, Fairchild Air Force Base, the universities, and elsewhere. There was also discussion about educating the public about how the calls for service work, how they are prioritized, what is not a 9-1-1 call, and why all calls don't receive a response. Mr. Koudelka stated that we have a high level of service and we want that personal contact with impacted victims, but it would be nice to have some parameters or performance measures for customer service; that perhaps we could look at how we deal with those calls when they come in, and then work to educate the public so as to address any false expectations; that it would be great to solve all cases and recover all stolen articles, but in many cases, there simply isn't enough evidence to effectively pursue Special Council Meeting, Workshop: 02-19-19 Page 1 of 7 Approved by Council: DRAFT the crime. Mr. Calhoun said perhaps we could set something on our home page website where it would be easy to find about how the priorities work; and to also include that information in the Hot Topics newsletter. Inspector Lyons said we want to be careful and not tell the public we'd never go to a certain type of crime; but most people are reasonable and will understand about the priorities. Discussion turned to recidivism; not just putting prolific criminals back on the streets, acknowledging we can't put everyone in prison; bail reform; trial process; sentencing guidelines; electronic monitoring; that some crimes could be considered victimless; flight risks versus harm to the community upon release; being released pending pre-trial, and that there are not enough jail cells. Mr. Driskell noted there will be further discussions later about incarcerations. Councilmember Peetz mentioned that Spokane has a pilot program for supervising property crimes, and she questioned if that would work for our city. Chief Werner said the issue goes back to the Department of Corrections (DOC) not supervising people who commit property crimes; he said he is not familiar with what Spokane is doing, but doing that kind of a program involves cost; and a space is needed for when people don't perform as they should; and said he feels the burden should fall back on the state since they are incarcerated under the DOC. Councilmember Peetz also mentioned officer training as she stated that she has heard complaints about lack of training, and she asked if the officer pays for the training. Chief Werner said to his knowledge, that is not the case; adding that they even allow trainers to use our facility for free classes; that if there were costs involved, those instances would have to be reviewed to determine if they are reimbursable; and said he is not aware of people who are paying for classes on their own without reimbursement. Inspector Lyons said they have revamped their employee evaluation and added a voluntary career development form; that if an officer expresses a certain interest, he said he would try to move them down that path with appropriate training. The meeting took a brief recess at 9:55 a.m. and reconvened at 10:01 a.m. Mr. Koudelka then went over the materials in the charts included in the packet materials, which compare Spokane Valley Enforcement to other similarly sized Washington cities. Mr. Calhoun noted that for our law enforcement contract, we are in the second year of a five-year contract, which contract includes a twenty-four month termination notice, so we will have an administrative report to Council January 2021, and with that, the topic moved to possible impact fees for example, apartments or large stores to handle some dedication of policing or security. Mr. Koudelka said there has not been thought to any impact fees specific to that type of development; but perhaps we would earmark some of the sales tax revenue for law enforcement; he also mentioned the idea of working with those large retailers to see if they or their loss preventive personnel might be interested in receiving some limited commissions; he said he'd like to see a balance between retailers and our resources so not all the burden would be on the City. There was some discussion about the City's dedicated officers, `pool' positions, and turnover, which is noted, is a country- wide problem. Councilmember Thompson again mentioned a dedicated recruiter, and that perhaps with several positions vacant, of spending some of those dollars not spent on officers, to a contracted recruiter, and Mr. Calhoun noted that is a discussion we could have in the future with Chief Werner and the Sheriff's Office to get more people here, and to address the idea of dedicated personnel to recruitment efforts. Mr. Koudelka explained the implementation of a new cost methodology, with the idea being we want to know as much as possible about our true costs, but also don't want to be penalized for our successes; said staff has been working on some of these aspects with the County budget office, and we asked for a couple corrections to the 2019 estimates, one of which was $3 million more than what we thought it should be; said estimates are derived on a full staff, but we are not paying for people not providing us services so we felt the estimate should be based on filled positions; adding that we always have a `settle and adjust' at the end of the year. Mr. Koudelka also noted Chief Werner is researching what generates the need for over- time, such as vacations or illnesses, and we have asked for monthly updates so we can work to reduce that and achieve more efficient staffing levels. Councilmembers Thompson and Woodard each mentioned the Special Council Meeting, Workshop: 02-19-19 Page 2 of 7 Approved by Council: DRAFT idea of reduced housing for specific positions, but staff said they were not aware of those at the present; and it was mentioned we do not know if those HUD programs still exist. b. Detention Services City Attorney Driskell mentioned he has been on the Spokane Regional Law and Justice Council for about four years, and that Chief Werner is also on that Council; that they have been asked to participate on a work group researching region -wide incarceration policies and to look at 'big picture' concepts on pre-trial hold; he said the group will make a recommendation to the Facilities Committee which makes the recommendation to the larger council; said if we were to build a new jail, how would that function; they need to focus on a program on who and why they are in jail whether due to drug, mental health, or an interplay between those things; then give an idea of what such a facility would be like including how much would it cost to build and operate. Mr. Driskell said the existing facility opened in 1986 and doesn't allow for any programs, and monitoring inmates doesn't work well. He mentioned the Geiger facility at the airport area, which is really an old military facility; and that we will likely see a ballot measure before the end of the year as the existing downtown facility is heavily used and is over thirty year's old and suffering from some maintenance issues. There was some discussion about pre-trial misdemeanors and handling bookings in the valley, as well as transporting more than one person at a time; but it was also noted we do not have a holding facility in Spokane Valley. Mr. Koudelka said a question to consider is, what are we achieving on the turnaround release, and what do we want to achieve; that sometime it's a matter of getting accurate identification on these people, and exploring options. He said that the mental health issue consumes a huge amount of law enforcement officer's time; regarding a new jail, we don't know where a new proposed cost methodology would end up; that if there is a successful ballot measure, we could end up with something huge; that now we have options; and said the preference is to learn as much as we can within the next few months and come to Council with best solutions for moving forward. Mr. Calhoun also noted this topic is introductory and will be discussed further in the future. c. District Court In looking at the charts included in the Council packet, Mr. Koudelka said there is a coding issue now as the current code is incorrect which indicates we have a higher number; but comparing us to other cities, we are significantly lower. d. Public Defender; e. Prosecutor; f. Pretrial Mr. Koudelka noted we are the only city in the large cities that does not have an in-house prosecutor; that we have reached that point where perhaps we need a more tailored service, and maybe it is time to consider a dedicated prosecutor for Spokane Valley; and said this too could be a future Council topic. Mr. Koudelka mentioned pretrial and the variety of functions, as well as a risk assessment tool, and said without a tool, we don't know what kind of jail would be needed or how to address a jail population in order to provide better outcomes. Mr. Pietro added that a risk assessment is also a tool to help judges concerning whether to release someone, if they would likely re -offend, and/or return to court as scheduled. g. Emergency Management; h. Animal Control After briefly going over some of the information contained on the Emergency Management chart, Mr. Koudelka moved to the animal control information and mentioned our twenty-year contract with SCRAPS for animal control, which includes the cost of the new animal shelter. He explained that the County and SCRAPS have continued to have an unbalanced budget due to over spending, that the beginning costs were miscalculated, and some costs were not adjusted for inflation; said they over expended the budget for capital costs with $7 million for the shelter instead of the estimated $4.5 million; said when we negotiated this we wanted to make sure Spokane City didn't get a better deal than us, and there is a clause in the contract to address that; but it was discovered SCRAPS has not collected capital payments from the City of Spokane Special Council Meeting, Workshop: 02-19-19 Page 3 of 7 Approved by Council: DRAFT for this entire period; he said we are willing to listen to discussion about how to make this sustainable in the future; but if they can't get Spokane to pay their fair share, then it's a non-starter. Mr. Calhoun added that we are reaching a point in County discussions where we are almost ready to give Council an administrative report; and that this will end up as a policy discussion from Council on how to proceed; that we are only in year six of the twenty-year agreement. Mr. Koudelka said we are stewards of taxpayer dollars; that animals desire and should be treated humanely; but there is a great demand for taxpayer resources so we want to keep things in perspective; that they didn't ask us about a $7 million animal shelter, and they are now attempting to shift those costs on us, and said we are not acquiescent, although we understand some of the calculations were not accurate in the beginning, there is a need to reach a point where services and costs are fair and equitable for all. 2. General Fund, Fund Balance - Chelsie Taylor Finance Director Taylor went over the highlights of the memorandum explaining the process of our General Fund, fund balance, or reserves, and why we carry a minimum 50%, which she said takes into consideration cash flows and reflects a six month operating reserve, all as noted within the Memorandum included in the packet. 3. 2020 Budget Development Calendar — Chelsie Taylor Finance Director Taylor gave a brief review of the upcoming development of the 2020 budget, and noted among other dates, the Council's Budget Workshop is tentatively set for June 11. The meeting recessed at 11:25 for lunch, and reconvened at 12:06 p.m. 4. Waste and Recycle Update — Erik Lamb, Morgan Koudelka, Henry Allen Deputy City Attorney Lamb explained that Waste Management has requested some amendments to our contract even though we are only about ten months into its ten year term. He explained, as noted on the Request for Council Action form, that Waste Management has (1) requested a rate increase of $1.01 to the monthly rate of each residential customer to recover increased costs of recycling; (2) wants to impose a contamination service charge on persons with excessive recycling contamination; (3) wants changes made to the acceptable recyclables list, and (4) wants changes made to the contract language on recycling. Mr. Lamb explained that Waste Management indicated that the basis for the requested changes are due in part to the recycling market changes implemented by the Chinese Government. Via their PowerPoint presentation, Mr. Allen briefly went over the information on slide 3 showing the percentage composition by commodity, as well as the data for 2018, including the residual of 7.7%, which was explained includes anything not recyclable. As noted on slide 4, Mr. Lamb discussed Waste Management's request for change as well as the City's response, including that the rate change is not warranted, the rates were established from a competitive process, the contract is very new, per the contract the hauler bears the risk of market changes, and there are no clearly identified local impacts. Mr. Lamb noted Waste Management also wants to remove glass as well as several plastics, and explained that China has now placed limits on contamination, which must be so low that they effectively stop accepting recycling. Mr. Lamb noted that we do not want to be going through an annual process to try to evaluate recycling markets; although we recognize things are changing and he added that this is a partnership and we want to work with them. Mr. Koudelka added that if we entertained some of these rate changes after Waste Management winning the bid, others could be unhappy; he said we want Waste Management to be successful and we understand there are issues with recycling, but our goal is to maintain low rates for our customers while preserving the service level; that if for example, Waste Management removed plastics numbered three through seven, if might be determined that those have very little value and represent a very small impact to our citizens; but we have to ask if we are caught up in recycling for the sake of recycling, or if there is net gain; is there value to this, or is it so cost, energy, and resource consuming that we will have a net loss. Mr. Koudelka said if we can see there's no get gain, we might be willing to consider that. Special Council Meeting, Workshop: 02-19-19 Page 4 of 7 Approved by Council: DRAFT Mr. Koudelka mentioned that they want glass in its purest form; that glass can be used as road fill, or in insulation or sandblasting so it can be re -purposed and kept out of the landfill; that if those possibilities are acceptable by the Department of Ecology, perhaps that would be something to consider; he said that glass is a very heavy commodity, and it would be our preference to open other markets for it; that if we removed it from recycling, the bigger impact is we don't have the volume; that we've been emphasizing that people can save money by recycling and therefore maybe reduce the size of the garbage container; but to depose of glass via garbage instead of recycling would have a big impact. Deputy City Attorney Lamb noted we relied heavily on an outside consultant through the procurement process, but that consultant will be retiring in June so we are considering getting a consultant to assist with the credibility of some of the issues, such as is the market failing for glass, and what are the secondary markets, and how can contamination be reduced. Mr. Lamb also noted we realize Waste Management has had some corporate challenges, but we want them to put the message out to our citizens about what our contract provides and what we want; he said we are looking at what kind of education we can use moving forward, and if we need to, we can put together an appropriate education program for such things as decontamination. Mr. Lamb also explained as noted on slide 5, that recycling works in a global economy and one change has rippling effects through the rest of the system; he noted glass has historically been a challenging commodity and not highly profitable; and he stated that it doesn't appear the glass market was impacted by the Chinese government even prior to our contract. Mr. Lamb explained that because glass breaks, it also contaminates other recycling, so staff is looking at glass to see if there are other options, such as not having a single source pickup, but doing that is also more effort and therefore lends to less public participation. Mr. Koudelka added that when Waste Management converted to single stream, China was accepting just about everything, so it was beneficial to the haulers to reduce the number of drivers and routes, and have a mechanical lift for one bin instead of the driver needing to get out, which also results in fewer injuries; but there would be an extra cost to revert back as it would mean slower and more routes. Mr. Koudelka said we have asked Waste Management to think about the entire picture: sorting at the facility, having material sorted at the curb, and how much that would reduce the cost. Mr. Lamb mentioned that the City of Spokane has issued an RFP (request for proposal) for someone to take glass so it will be interesting to see that response. As noted on slide 6, it was mentioned that there are proposed state legislative changes with at least fourteen bills being introduced, with Mr. Allen giving a very brief overview of some of the bills such as no straws and/or no plastics; adding that even if those were passed, we do not know how those bills would be enforced. Mr. Lamb said staff will continue to monitor these bills. Discussion ensued about recyclables, with Councilmember Woodard mentioning an article he saw about plastics and possible uses; he mentioned crushed glass could also be used in asphalt although he acknowledged that the Department of Transportation would need to approve that method; he added that he does not want to change our contract as we haven't been in it long enough. Councilmember Wick mentioned that our contract indicates they must take these items now, but what is the benefit to our citizens, and what are we gaining; and he too mentioned we are in the beginning of a ten-year contract and doesn't know if it is worth the time to spend researching commodity issues for glass when we have limited resources and limited staff. Mr. Koudelka explained that part of the limitations includes that the language in our contract makes it restrictive on what can be done; but there are also legal implications to consider as we don't want to put the City at risk; he said staff is trying to understand the reality of the issues and feel we need to do some fact -checking, adding that maybe a consultant could help provide some straight information for realistic options. Mr. Lamb stated that our contract mirrors state laws about items to be recycled and not disposed of as waste; that state law states that repurposing glass in roads doesn't fit into the definition; so are there other avenues to explore on how to repurpose glass while still addressing the contamination issue. Mr. Lamb noted that some of the smaller cities such as Liberty Lake and Deer Park amended their contracts to remove glass from recycling so it is now garbage; and there have been petitions Special Council Meeting, Workshop: 02-19-19 Page 5 of 7 Approved by Council: DRAFT to the UTC (Utilities and Transportation Commission) to remove glass from recycling. City Manager Calhoun noted this discussion will continue to evolve as it involves numerous players; that he is sensitive to how much staff time is committed to this; that it is something we will evaluate and it will be a future topic for Council as well. 5. Neighborhood Restoration Program — Erik Lamb, Morgan Koudelka, Henry Allen As noted in the Request for Council Action form, Deputy City Attorney Lamb explained that Council has previously identified the topic of neighborhood restoration as an advance agenda item; and that staff and Deputy Mayor Haley and Councilmembers Woodard and Wood have been meeting over the last several months with solid waste providers as well as with a representative from SCOPE, to outline some parameters for a pilot neighborhood restoration program for Council consideration. Deputy Mayor Haley said this was done in the Edgecliff neighborhood as a volunteer program, and it was very effective; said staff chose the same neighborhood as a pilot project since there is familiarity with the neighborhood; and that staff pursued issues including funding to see if Council is interested. Councilmember Wood said all involved realize this is not a substitute for garbage collection, but is a way to clean up a neighborhood where health and safety issues are involved. Mr. Lamb said the estimated cost of this pilot event is $20,000, which would be funded through Solid Waste Fund 106. Mr. Allen said that it seems every municipality has at least examined this issue; that he contacted several similar cities and many have annual neighborhood clean-up events; some of these events started because of the accumulated garbage not being removed; that there are also health issues as well as pride in community; he said this is a pilot project so we don't know how many people will show up or what they might bring, noting some people in the pilot area subscribe to waste pickup, while others do not. They went through the details of the event, including sending a letter and ticket, and of the process to participate; adding that one of the goals is to make sure people only come through once since there will be limited capacity, and we want to keep track of the participation. Councilmember Woodard asked if the ticket would include the name and address of the ticket holder, and Mr. Allen said that can be accomplished. It was also mentioned that as other municipalities have done, this would be limited only to single families and not multi -family areas; and that the result is, one ticket would enable one family to bring a regular pickup truck full of materials. The question of accepting household hazardous waste like paint and/or sharp objects like needles was mentioned, and it was noted those will not be accepted for this pilot project. Councilmember Woodard suggested maybe getting sponsors in the future and Mr. Lamb said we will likely develop a contract with SCOPE, the Sheriff's office, and the Department of Transportation as they have cleared out some properties along 4th near the Freeway, for $100 a day which we could use as a staging area. Mr. Calhoun again reminded everyone that this is just a pilot project; and there will be more research and more to Council in the future. 6. Social Media — Annie Gannon Public Information Officer Gannon gave a brief overview of the City's new Facebook account, which was just launched February 4th; and explained that this is in conformance with the objective of engaging the community; she explained that Facebook is the world's largest social media site; that we would still have to conform to the regulations under the Public Records Act so its contents would be subject to disclosure; and she briefly went over the social media guidelines, and roles and responsibilities. Ms. Gannon noted we welcome dialogue with the public, however, there will be restrictions on comments so as not to have anything profane or threatening as the primary usage is for distribution of City information and messages. She noted the City also reserves the right to remove any content that violates the listed restrictions, and/or to ban or block any user who violates those restrictions. She noted the site will also include a disclaimer that the City shall not be liable for any content posted by or usage of the account by any site user or visitor. Ms. Gannon noted we will use this media means to tell our own story and highlight what's important to the City; and it will also be an opportunity to directly correct misinformation. Special Council Meeting, Workshop: 02-19-19 Page 6 of 7 Approved by Council: DRAFT Councilmember Woodard asked if that would be another way to let people know about our Tuesday night agenda, and Ms. Gannon nodded yes; adding that we will probably have a lot of repeat followers. Mr. Lamb stated that although we would have some control over some of the comments, we would not inhibit free speech; and that we can establish limited public forms, as we want comments on the topics we post, so we can dictate that as well. Mr. Allen noted Facebook would also be a good means to address natural disasters, with Mr. Stone adding that it would also provide a means of notifying parents when pools are closed, or to remind them about movies, and said he anticipates it will be more heavily used than a media release. 7. Advance Agenda — Mayor Higgins Councilmember Wood said that he attended a Public Utilities District meeting where there was a lot of discussion about way signing and that perhaps that is something to re -visit. At least four Councilmembers agreed, and Mr. Calhoun said we can bring back information that was presented earlier. Councilmember Wood also mentioned the previous presentation from Avista and that radiation is a real concern in our country; said Avista didn't talk about opting out and he wants that to be clear to our residents, and said he hopes Avista will make that clear. He also noted that Laura Padden has been sending out e-mails about sidewalks and she suggested plowing snow so as to keep the bike lane open for people to walk on; or raising the blade a couple of inches instead of taking it down to the road in residential areas; and Councilmember Woodard agreed he would like to review the snow plowing techniques again. There appeared to be consensus on bringing the topic back for further discussion. Councilmember Woodard also mentioned the topic of discussing the pros and cons of mandatory garbage service, but there was no indication of Council consensus for that item. Mr. Calhoun said he will e-mail Avista representative Ms. Melanie Rose to request Avista makes it clear citizens have the option of not participating. Mr. Calhoun noted we will also look at carrying something forward again on the snow plowing issues. 8. EXECUTIVE SESSION [RCW 42.30.110(1)(i)]: Potential Litigation It was moved by Deputy Mayor Haley, seconded and unanimously agreed to adjourn into executive session for fifteen minutes to discuss potential litigation, and no action will be taken upon return to open session. Council adjourned into executive session at 2:28 p.m. At 2:43 p.m., Mayor Higgins declared Council out of executive session, at which time it was moved by Deputy Mayor Haley, seconded and unanimously agreed to adjourn. ATTEST: L.R. Higgins, Mayor Christine Bainbridge, City Clerk Special Council Meeting, Workshop: 02-19-19 Page 7 of 7 Approved by Council: DRAFT MINUTES City of Spokane Valley City Council Regular Meeting Formal Meeting Format Tuesday, February 26, 2019 Mayor Higgins called the meeting to order at 6:00 p.m. Attendance: Rod Higgins, Mayor Pam Haley, Deputy Mayor Brandi Peetz, Councilmember Linda Thompson, Councilmember Ben Wick, Councilmember Sam Wood, Councilmember Arne Woodard, Councilmember Staff Mark Calhoun, City Manager Cary Driskell, City Attorney Erik Lamb, Deputy City Attorney Chelsie Taylor, Finance Director Mike Stone, Parks & Recreation Director Mark Werner, Police Chief John Hohman, Deputy City Manager Bill Helbig, City Engineer Christine Bainbridge, City Clerk INVOCATION: Pastor Darrell Cole of Living Hope Community Church gave the invocation. PLEDGE OF ALLEGIANCE Council, staff, and the audience stood for the Pledge of Allegiance, led by several Boy Scouts in attendance. ROLL CALL City Clerk Bainbridge called the roll; all Councilmembers were present. APPROVAL OF AGENDA It was moved by Deputy Mayor Haley, seconded and unanimously agreed to approve the agenda. INTRODUCTION OF SPECIAL GUESTS AND PRESENTATIONS At the request of Mayor Higgins, City Attorney Driskell introduced District Court Judges Jeff Smith, Dick Leland, and Patrick Johnson, and Mayor Higgins extended a welcome and thanks to them for coming to tonight's meeting. COMMITTEE, BOARD, LIAISON SUMMARY REPORTS Councilmember Wood: said that he attended an STA (Spokane Transit Authority) meeting and that the transit center will be expanding with about a $5 million investment, which will help service to Spokane Valley and Millwood; said the STA completed their 69,000 sq. ft. garage which will be used to house buses, and also have room for electric buses; said ridership is down but revenues are up; and also reported that he attended the Chamber's business connection luncheon. Councilmember Peetz: reported that she attended the 'Way to Go' awards in connection with the Commute Trip Reduction Program, and City employee Chris Thompson received an award; said she attended the Spokane City address; our Council's winter workshop; went to a health care ribbon cutting; a boy scout breakfast, and the Chamber's business connection luncheon. Councilmember Woodard: said he also attended our Council's winter workshop; said the City Action Days Conference in Olympia was cancelled due to the weather; he extended kudos to Mica Peak Alternative High School principal for doing such a great job with the kids and having a school environment designed to get the maximum impact for the students. Councilmember Thompson: stated that she attended the 50t11 anniversary of Multi -care Hospital, which she said was a fun event and that she remembered going to its original opening; participated in a webinar regarding the legislative agenda in connection with Association of Washington Cities (AWC), and got caught up on many of the pending bills; said she has been working with the National League of Cities (NLC) on their Safety and Crime Prevention committee and she is going to Washington, D.C. March 8t11; said she also attended a Health Board meeting where they had an exit interview concerning the Board's programs, which audit came out very well. Minutes Regular Council Meeting: 02-26-2019 Page 1 of 6 Approved by Council: DRAFT Councilmember Wick: reported that he attended the Board of Health Transition Committee, and said they have hired a consultant to do a search for their executive director; said legislation at the state is making its way through that applies to the Open Public Meetings Act which includes subcommittees, and said the Health Board and its committee want to make sure they publicly notice and invite the public to all their meetings, adding that the subcommittee meetings are held 7:00 a.m. Mondays, and said they will also publish their minutes on their website; said the Board of Health is also talking about a multi-year strategic plan. Councilmember Wick said he also attended the Visit Spokane meeting and that February 21 through March 2 is restaurant week, and he referenced the edition of the Inlander which lists participating restaurants; he stated that Visit Spokane's meetings are tied with the Public Facilities District (PFD), and that the downtown sportsplex has been progressing, and he suggested we invite members of the PFD to come give Council an update; he also noted Visit Spokane has adopted key performance indicators for 2019. Concerning the Freight Mobility Strategic Investment Board, Councilmember Wick reported that there is proposed legislation to allow triple trailers on semi -trucks, and the Board has been asked for their input on a pilot program; he also noted that triple trailers are currently against federal law, so if this legislation passes, it would be de -criminalized in our state, but the federal government warns it could jeopardize federal grant funds. Councilmember Wick also noted that the City of Liberty Lake's Council had celebrated annexation of part of the Central Valley School District area where a new high school will be built. Deputy Mayor Haley: reported that she attended a Planning Commission meeting, that she had never attended one and noticed it was very enlightening, interesting, casual but also very meaningful; said she also attended the STA meeting and mentioned that HB 1832 will force all transit agencies to go all -electric; said they were planning to go in that direction, but if this legislation passes, it will push them to do it sooner than they have the funds to handle such a change, as it means replacing the entire fleet; she also mentioned that paratransit ridership is down but that is actually good because the point of paratransit is to get people to their destination, which at times could take hours, so the decrease means that they have been able to get people who are able, back on a bus and thereby give them a little more freedom instead of sitting in the van for hours. MAYOR'S REPORT Mayor Higgins said he attended the Steering Committee of Elected Officials meeting, and noted that they have not had a meeting since October 2017; said they discussed finding available land in the County and about commissioning a study at a cost of about $75,000, which would have been split among our city, Spokane City, and Spokane County, but that since that October 2017 meeting, the City of Spokane conduced their own study; he noted that the realtors and Home Builders had offered to help defray some of the cost but they too have conducted their own study, which just leaves Spokane County and our City to split the cost if we were going to do that, and said he doesn't think we will do it either; said he attended the GSI (Greater Spokane, Inc.) Board meeting where they heard a legislative update by their lobbyist in Olympia and D.C. and said there is a lot of chaos in both places, adding that the transportation bill numbers are slated heavily toward the west side of the state. 1. CONSENT AGENDA: Consists of items considered routine which are approved as a group. Any member of Council may ask that an item be removed from the Consent Agenda to be considered separately. Proposed Motion: I move to approve the Consent Agenda. a. Approval of claim vouchers on Feb 26, 2019 Request for Council Action Form Total: $2,987,855.46 b. Approval of Payroll for Pay Period Ending January 31, 2019: $572,435.66 c. Approval of Payroll for Pay Period Ending February 15, 2019: $313,417.86 d. Approval of January 29, 2019 Council Meeting Minutes, Study Session e. Approval of February 5, 2019 Council Meeting Minutes, Study Session It was moved by Deputy Mayor Haley, seconded and unanimously agreed to approve the consent agenda. NEW BUSINESS: 2. Resolution 19-003, Use of External City Hall by Third Parties — Cary Driskell It was moved by Deputy Mayor Haley and seconded to approve Resolution 19-003 restricting special event uses at City Hall, as drafted. Mr. Driskell explained that when this was originally drafted, the intent was to Minutes Regular Council Meeting: 02-26-2019 Page 2 of 6 Approved by Council: DRAFT preclude special events from City Hall, so this version makes it clear it addresses special events as they are defined by our municipal code 5.15; and instead of political events, which are also prohibited by state law, the language is `campaign' related events. Mayor Higgins invited public comment. Ms. Barb Howard, Spokane Valley: said if you look at the Spokane County Assessor's website, this is a government building and that is what it should be used for, and not parties or beer gardens, and she asked to please keep it a government building. Mr. Tim Lape, Spokane Valley: he questioned the City Manager being the gate -keeper for all requests and that such decision could not be appealed; said it seems there should be some avenue to address situations if someone disagrees with the City Manager's decision. Mr. Gilbert Mendosa, Spokane Valley: asked if there is a model regulation from other city halls; he asked why are we doing this and other city halls are not; said we have to be careful as city hall is for the people so we need to be careful in how it is restricted. Ms. Pat Dempsey, Spokane Valley: said it sounds like we are trying to infringe on people's right to free speech; said no one says you can't go to the White House, and said she is confused why a group of people can't be outside; said that's against their rights. In responding to this comment, City Attorney Driskell said this was never intended to be an infringement or against the First Amendment rights; said this doesn't change that at all, but instead of restricting political events, the resolution was changed to `campaign' related; and again said this would not change anyone's First Amendments rights; regarding a lack of an appeal, it is the City Manager who will determine whether a proposed function relates to the function of City Hall; said we have received several requests from people wanting to do special events because we don't charge a fee; said this building is not intended to be a party event, and there are other avenues to pursue for those activities such as CenterPlace or some of our parks; he said City Hall is the venue where we do business, and if someone wants to hold a political event, they may provide it does not interfere with people coming in and out of City Hall. Mr. Bob West, Spokane Valley: said he agrees with the City Attorney that this site is not the place for car rallies; said his concern is that we have some expensive landscaping and sculptures, and we'd be looking at liability for those things we have invested a lot of money in; said the venue across the street might be better, as well as other venues; and that he hasn't heard of anyone trying to take away the right to free speech. There were no further public comments. Council discussion included Councilmember Thompson's comment that she appreciates the change in language to `campaign.' Councilmember Wick said mentioned the annual Christmas lighting and said that we want people and encourage people to come and participate on our grounds; that we don't have power or water for booths, but maybe we need to clarify that if someone expects to have an event here, that we tell them not to expect power, water, or use of the restroom facilities; said he does not support this. City Manager Calhoun said that the Christmas tree lighting is a city -sponsored event and something we plan to continue; that the focus in this resolution is prohibiting commercial, religions and campaign events; there is also no alcohol permitted, and we don't want class reunions, weddings, and other similar events held at this venue. Vote by acclamation: In favor: Mayor Higgins, Deputy Mayor Haley, and Councilmembers Thompson, Peetz, Woodard, and Wood. Opposed: Councilmember Wick. Motion carried. 3. Resolution 19-004, Places Where Alcohol Consumption on City Property is Permitted — Mike Stone, Cary Driskell It was moved by Deputy Mayor Haley and seconded to approve Resolution 19-004 relating to alcohol consumption at City facilities and parks, as drafted. Parks and Recreation Director Stone explained about the changes as a result of the February 5 meeting discussion, so that all areas in CenterPlace may be available unless precluded by staff for operational reasons; and said there is also just one attachment which identifies all the areas that may be approved for alcohol consumption. Mr. Stone also re-emphasized that any alcohol consumption can only occur pursuant to a special events permit issued under chapter 5.15 of our City Code. Councilmember Peetz asked if this resolution can be changed later once Balfour Park is developed, and Mr. Driskell said we are in the business of re -addressing resolutions as needed, and as conditions change, we bring them forward. Councilmember Wick asked about the youth and others attending summer camps at CenterPlace and whether there could be alcohol events at the same time. Mr. Stone answered that when there are youth in the building, they are the number one priority; that the summer Minutes Regular Council Meeting: 02-26-2019 Page 3 of 6 Approved by Council: DRAFT camps don't use the entire building, and they are there during the day; that events that use alcohol are usually on the weekends or evenings, and again stressed that we would never jeopardize that; that this gives us tools we have needed for several years and allows us flexibility, adding that memorials are becoming very big now and currently we are limited for those type of events. Councilmember Thompson asked if there are events being turned away because we couldn't provide the service or didn't have room. Mr. Stone replied that because of the size of the event and the impact to the west lawn and grounds to CenterPlace, there are certain things we don't allow; that many of these groups want a Valleyfest 'one day on steroids' and said it is difficult to accommodate that; he said Balfour is undeveloped so we could allow pony rides or inflatables there, but at CenterPlace, those are considered high risk; said he suspects when we update the master plan this year that will be a major part of the discussion, adding that already most weekends are completely booked. Mayor Higgins invited public comment. Ms. Barb Howard, Spokane Valley: asked if we are going to charge them to use Balfour, and who will clean up and will they respect the property. Ms. Nina Fluegal, Spokane Valley: said she doesn't think alcohol should be allowed in any public, outdoor venue; she asked where is the liability and the control; and she questioned why groups can't have an event for a couple of hours without alcohol as there are bars and private homes for that. There were no further public comments and Councilmember Thompson said she is opposed to having alcohol at Balfour Park, developed or undeveloped; that it is a park and if we allow that, the perception could be it would be available in other parks, and she suggested not allowing it to it doesn't open the door for that kind of activity. Councilmember Woodard asked how one gets to use the park and Mr. Stone said there is a special event permit required when alcohol is going to be served; there are banquet permits, and insurance regulations that fall under the rules of the State Liquor and Cannabis Board as these events take place under a liquor license; said the area is required to be monitored by security and is usually separated off like a beer garden; he said we don't have Balfour Park in our fee structure but the cost for a special event is $40.00; however, the event would be required to provide security, to adhere to health regulations, and clean up the trash and the area afterwards; there are also times when traffic plans must be approved by the City and the Police Department, so there will be costs. Vote by acclamation: In favor: Mayor Higgins, Deputy Mayor Haley, and Councilmembers Wick, Woodard, Peetz and Wood. Opposed: Councilmember Thompson. Motion carried. 4. Mayoral Appointment: Eastern Wa. Area Agency on Aging, Planning & Mgmt Council —Mayor Higgins It was moved by Deputy Mayor Haley and seconded to confirm the appointment of Ms. Jean Kindem to the Eastern Washington Area Agency on Aging Planning and Management Council as Spokane Valley's representative, for a term of three years beginning with this appointment, and ending December 31, 2021. Mayor Higgins explained the background of our Council's involvement with the agency and of the availability of Ms. Kindem, who is already serving on the committee, to continue service as a representative of Spokane Valley. Mayor Higgins invited public comments; no comments were offered. Vote by acclamation: In favor: unanimous. Opposed: none. Motion carried. PUBLIC COMMENTS: After Mayor Higgins explained the process, he invited public comments. Ms. Nicole Luth, Legal Intern at Paine Hamblen Attorneys: spoke on behalf of their client the Black Pearl Casino as a follow-up response to the January 15, 2019 administrative report heard by Council; she mentioned the previously distributed handout which includes tax comparisons based on annual reports from the last three years, which charts show the item to be taxed, and the tax rate for the City of Spokane Valley compared with the City of Spokane, and the difference; and said if the Black Pearl Casino were to move to Spokane, they would save over $175,000; she also mentioned as noted in the assessment included on the handout, that the increased Admission tax is unlikely to affect the Black Pearl's operations; and even with Spokane's increased business license fee, it would still not offset the amount of tax on card games in Spokane Valley; and said she hopes to continue this conversation in order to keep the Black Pearl Casino's employees in Spokane Valley. Ms. Barb Howard, Spokane Valley: said she lives in Fairacres Mobile Home Park and that the park has covenants; said she was told by the City that the City does not recognize covenants; said she looked up her Minutes Regular Council Meeting: 02-26-2019 Page 4 of 6 Approved by Council: DRAFT address on Spokane Valley's Incentive Area Map and it shows an empty lot; said she wants to know how to protect mobile homes parks so they don't include duplexes; said single family R3 should be what it is: single family; concerning snow removal, she asked what happened with that plan and asked if the City would be fining people who don't clear their sidewalks. Ms. Kirsten Fuchs, Spokane Valley: said she is the Coalition Coordinator for the East Valley Community Coalition, which works to help combat substance abuse through education; and whose members are interested in promoting health and wellness in the community; and she extended an invitation to Council to come to their meetings. Mr. John Harding, Spokane Valley: said he has concerns about the 5g and possible health effects; mentioned there are several universities as well as several nations also very concerned; said EMF emissions is the same concept the military used and is now available for weapons and it can do physical damage; he suggests we have some expert in this field come tell us how this radiation might affect humans; said we are using Chinese designed devises and the Chinese aren't a friendly group. Ms. Nina Fluegal, Spokane Valley: said she hears about Balfour Park and it being undeveloped, but said it isn't undeveloped, but is under -developed; said there is a play structure and an old volleyball court and restrooms; and she asked what part is undeveloped; said she thought the library owned the property and asked if it came back to the City; said how will private or special events effect the existing park; she mentioned the Appleway Trail and said there are still a lot of businesses who didn't remove snow from the sidewalks, and that Trail would be a good alternate route, but no one has cleared it so it can't be used; she asked if we fine business for not clearing their sidewalks, and if we do, perhaps those funds could be used to clear the Trail. ADMINISTRATIVE REPORTS: 5. District Court Presentation — Cary Driskell, Judge Jeff Smith City Attorney Driskell introduced Presiding Spokane County District Court Judge Jeff Smith, who in turn introduced Judge Leland, and Judge Johnson. Judge Smith went through his PowerPoint presentation showing photos of the various District Court Judges; he briefly explained about the organization of the court; then went through explanations about criminal cases, civil cases, types of hearings, types of filings by year showing total number and number of those in Spokane Valley for years 2015 through 2018; showed a pie chart depicting the percentages of filings, with infractions clearly the largest type of filings; he went over some of the best practice standards, then explained about the therapeutic courts such as the mental health court, the veterans court, and the DUI court; and shared some photos of the various courts in action. Council thanked the Judges for an informative report. 6. 2019 Budget Amendment — Chelsie Taylor Finance Director Taylor went over the budget amendments for the 2019 budget, which are included on the February 26, 2019 Request for Council Action form; adding that we are still waiting for cost finalization figures for the generators that were approved in the 2018 budget, and said that information will be coming forward in future months. Councilmember Wood asked several questions about the current budget such as rental cars, supplies, and how much was spent for the intersection improvement for the Carnahan property. After Ms. Taylor went over the figures to which Councilmember Wood was referring, City Manager Calhoun said Council had an information item on the Carnahan property in a council packet in January, and he will get a copy and provide that at Councilmember Wood's desk. There was Council consensus to move this budget amendment forward as proposed. 7. Advance Agenda — Mayor Higgins Councilmember Wick suggested having an updated report about the Public Facilities District, and Council concurred. Councilmember Wood suggested revisiting graffiti and suggested the City offer a $1,000 reward for any information leading to the arrest and conviction of those who vandalize properties with graffiti; and to put that up on a billboard. City Attorney Driskell said there have been several provisions in the past Minutes Regular Council Meeting: 02-26-2019 Page 5 of 6 Approved by Council: DRAFT relative to graffiti and that he is not sure cash rewards would be in the best interest of the city, and that we did have several successful methods by our Police Department. Councilmember Wood said he wants to see that billboard to put those people on notice that others will be watching, and Mayor Higgins suggested further discussion first. Councilmember Wood also mentioned having someone come to a Council meeting to discuss EMF radiation. City Attorney Driskell said we do not have any in-house expertise and that falls into an area where we would not be able to do anything. Contacting the universities was suggested, and Councilmember Peetz suggested putting something on the City's Facebook page. Mr. Calhoun said he will check with Ms. Rose of Avista, and Mayor Higgins said the matter will be deferred until we hear further from Avista. INFORMATION ONLY (will not be reported or discussed): The (8) Remote Testimony item; and (9) Department Monthly Reports, were for information only and were not reported or discussed. CITY MANAGER COMMENTS City Manager Calhoun mentioned the City's snow removal ordinance; said we have had a series of storms over the last several weeks and once we get past that cycle, people will be expected to clear their walks within 48 hours of the conclusion of the event, and at that time for those not complying, Code Enforcement could issue warnings, and go through that process. Mr. Calhoun said it was also previously suggested by some members of Council that we have a special meeting with Liberty Lake; said he contacted Liberty Lake's City Administrator Ms. Katy Allen about such a meeting, and that they will discuss that idea next week; said there must be a specific agenda; that such a meeting would be gaveled in by each Mayor, and presided over by the hosting city; and he asked Council's interest in pursuing such a meeting, suggesting it not be held on a Tuesday evening since both cities generally meet that night. Councilmember Thompson asked about including the City of Millwood. Councilmember Woodard said he feels the Council of Governments meeting hosted by the County is the right place to talk about things we have in common; said if the intent is to have a free and open flowing dialogue, that won't likely happen with multiple councils; said we know what Liberty Lake is doing and vice -versa, and doesn't see what will be accomplished in a one-night joint meeting. Deputy Mayor Haley agreed that she too doesn't see the point in having a joint meeting. Councilmember Thompson mentioned the Chamber's 'Big 5' and said perhaps we could discuss how to support that, and who is doing what and how to work together on that. Councilmember Peetz said her intention wasn't a free-flowing meeting, and realizes we would need an agenda, but said the cities have a lot of things in common, such as the Appleway Trail, Centennial Trail, or park master plans and it would be an opportunity to start a relationship between newer councilmembers. Mayor Higgins asked for a consensus of those who want to meet, and Councilmembers Wick, Peetz and Thompson indicted they were in favor of a meeting. (As the Governance Manual states that there must be a consensus of four or more Councilmembers to move an item forward, this item will not be pursued.) It was moved by Deputy Mayor Haley, seconded and unanimously agreed to adjourn. The meeting adjourned at 8:27 p.m. ATTEST: L.R. Higgins, Mayor Christine Bainbridge, City Clerk Minutes Regular Council Meeting: 02-26-2019 Page 6 of 6 Approved by Council: CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: ❑ Check all that apply: ['consent ❑ old business ® new business ❑ public hearing ❑ information ❑ admin. Report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Second Reading, Ordinance 19-002: Northeast Industrial Area, Planned Action Ordinance (PAO) GOVERNING LEGISLATION: SVMC 17.80.150; SVMC 19.30.040; RCW 36.70A.106; RCW 43.21C.440; WAC 197-11-164; WAC 197-11-168; WAC 197-11-172. PREVIOUS COUNCIL ACTION TAKEN: On January 29, 2019, the City Council had an administrative report to review the PAO, related draft SEIS, and Findings and Recommendations from the Planning Commission. At that meeting the City Council concurred to move the ordinance forward for a first reading . On February 5, 2019, the City Council had the 1st reading of Ordinance 19-002 adopting the NIA-PAO. At that meeting the City Council passed a motion to advance Ordinance 19-002 to a second reading. BACKGROUND: In December of 2016, the City was awarded a competitive grant by the Washington State Department of Commerce for $114,200 to develop a PAO for the Northeast Industrial Area (previously identified in Planning Commission materials as Centennial Business Park). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). The PAO is a tool that may be used by developers to streamline the permitting process for industrial development in the Northeast Industrial Area. 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 with technical transportation expertise, property owners, utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. The transportation analysis was thoroughly vetted by Spokane Regional Transportation Council to ensure future land use assumptions were consistent with the regional model. Neighboring jurisdictions examined the modeling effort in substantial detail to ensure impacts of future development were accounted for in the PAO area. On November 15, 2018, the Planning Commission conducted a study session on the proposed amendment. The PAO code text amendment identifies the procedure for designating projects as Planned Actions consistent with the DSEIS and State Environmental Protection Agency (SEPA). Projects that meet the PAO criteria have the option to use the environmental analysis and identified mitigations. Being designated a Planned Action is strictly voluntary and provides predictability and time savings for projects that meet the criteria and qualifications. Planned actions shall not require an additional SEPA threshold determination, an EIS, SEPA appeal, or any additional review pursuant to SEPA. If the decision is made to not use the PAO, they will proceed through the existing permitting process including SEPA. The adoption of the PAO code text amendment for the Northeast Industrial Area 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 provides a more predictable and efficient permit process. On November 15, 2018, the Planning Commission conducted a study session to review PAO and related DSEIS. On December 13, 2018 the Planning Commission conducted a public hearing, voting 6-0 to recommend the City Council adopt the amendment. On January 10, 2019 the Planning Commission adopted Findings and Recommendation. OPTIONS: Move to approve Ordinance 19-002 with or without further amendments; or take other action deemed appropriate. RECOMMENDED ACTION OR MOTION: Move to approve Ordinance 19-002 adopting a new Chapter 21.60 of the Spokane Valley Municipal Code. BUDGET/FINANCIAL IMPACTS: Development of the PAO was in part financed with a $114,200 grant from the Washington State Department of Commerce. Assuming the adoption of the PAO, and full participation throughout the Northeast Industrial Area, this could generate as much as $3.65 million over an approximate twenty-year build out horizon, the proceeds of which would be used to offset infrastructure improvement expenses within the PAO boundary. STAFF CONTACT: Chaz Bates, Economic Development Specialist; Mike Basinger, Economic Development Manager ATTACHMENTS: a) Draft Ordinance 19-002, with attached Exhibit A: SVMC 21.60 Northeast Industrial Area Planned Action Ordinance b) Planning Commission Findings and Recommendation c) Planning Commission Minutes of November 15, 2018; December 13, 2018; January 10, 2019 d) Staff Report CTA -2018-0004 PC e) Planned Action Ordinance SEPA Analysis Draft CITY OF SPOKANE VALLEY SPOKANE COUNTY, WASHINGTON ORDINANCE NO. 19-002 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY WASHINGTON, ADOPTING A NEW CHAPTER 21.60 OF THE SPOKANE VALLEY MUNICIPAL CODE ALLOWING THE DESIGNATION OF QUALIFYING PROJECTS AS PLANNED ACTIONS CONSISTENT WITH THE STATE ENVIRONMENTAL POLICY ACT; AND PROVIDING FOR OTHER MATTERS PROPERLY RELATING THERETO. WHEREAS, pursuant to Ordinance No. 16-018, the City of Spokane Valley (City) adopted land use plans as set forth in the Comprehensive Plan, Capital Facilities Plan, and maps as the Comprehensive Plan of the City of Spokane Valley; and WHEREAS, the City adopted the Final Environmental Impact Statement (FEIS) prepared for the legislative update to the Comprehensive Plan and development regulations that occurred pursuant to Ordinance No. 16-018; and WHEREAS, the City applied for and received a grant from the Washington State Department of Commerce to develop a Planned Action Ordinance (PAO) pursuant to chapter 43.21C RCW (SEPA) for the area known as Northeast Industrial Area; and WHEREAS, City staff have proposed an amendment to Spokane Valley Municipal Code (SVMC) to create a new chapter 21.60 SVMC for the purpose of streamlining environmental permitting for the area in the City described herein to allow qualifying projects as planned actions pursuant to SEPA; and WHEREAS, on March 3, 2017, staff issued a Determination of Significance (DS) and scoping notice for the proposed PAO; published the DS and scoping request in the Valley News Herald, and provided notice to all affected public agencies; and WHEREAS, the DS indicated the City planned to supplement the FEIS (Supplemental Environmental Impact Statement or SEIS), prepared for the Comprehensive Plan with additional information related to impacts from development in the northeast industrial area on air quality, surface water and water runoff, historic and cultural preservation, utility provisions, and transportation, and identified mitigation measures to be include in the PAO; WHEREAS, the City formed a Technical Advisory Committee (TAC) consisting of a professional transportation consultant, private land owners, and public agencies to assist in the review and development of the SEIS; and WHEREAS, on November 14, 2018, the Washington State Department of Commerce was notified pursuant to RCW 36.70A.106 of the City's intent to adopt the proposed amendments to the Title 21 of the SVMC; and Ordinance No. 19-002 Planned Action Ordinance Page 1 of 4 Draft WHEREAS, on November 15, 2018, the Commission conducted a study session to review the proposed amendments; and WHEREAS, on November 23 and 30, 2018, notice of the Planning Commission (Commission) public hearing was published in the Valley News Herald; and WHEREAS, on December 13, 2018, the Commission held a public hearing and received evidence, information, public testimony, and a staff report and recommendation; and WHEREAS, on January 10, 2019, the Commission deliberated and voted 6 to 0 to forward CTA -2018-0004 to Council with a recommendation for approval; and WHEREAS, as of January 24, 2019 the City received one public comment. Pursuant to the Growth Management Act and SEPA, all comments have been incorporated into the SEIS and proposed amendment where appropriate; and WHEREAS, on January 29, 2019, staff presented Council a briefing to review the proposed amendments, and Council concurred to place CTA -2018-0004 in an ordinance for consideration of approval; and WHEREAS, on February 5, 2019, Council considered a first ordinance reading to approve CTA -2018-0004; and WHEREAS, on February 26, 2019, Council considered a second ordinance reading to adopt the proposed amendments for CTA -2018-0004. NOW, THEREFORE, the City Council of the City of Spokane Valley do ordain as follows: Section 1. Purpose. The purpose of this Ordinance is to adopt a new chapter 21.60 to the SVMC to streamline environmental permitting in the identified northeast industrial area to allow qualifying projects as planned actions pursuant to SEPA. Section 2. Findings. The City Council acknowledges that the Planning Commission conducted appropriate investigation and study and held a public hearing on the proposed amendments to the SVMC. The City Council has read and considered the Planning Commission's findings. The City Council hereby makes the following findings applicable to the proposed amendments: 1. Pursuant to RCW 36.70A.130, Spokane Valley adopted its Comprehensive Plan Update and updated development regulations on December 13, 2016 with an effective date of December 28, 2016. 2. On March 3, 2017, a Determinations of Significance (DS) and request for comments on the scope of SEIS was issued for the proposed amendment. Ordinance No. 19-002 Planned Action Ordinance Page 2 of 4 Draft 3. On March 3, 2017, the DS was published in the City's official newspaper, the Valley News Herald, pursuant to RCW 43.21C and chapter 21.20 SVMC. 4. Pursuant to RCW 43.21C (SEPA), a SEIS was completed for the proposed amendment. 5. The procedural requirements of SEPA and Title 21 SVMC have been fulfilled. 6. On November 23, 2018, a notice of issuance and availability, adopting an existing document, of the City for a PAO and SEIS was sent to all agencies affected by the proposed amendments. 7. On November 23, 2018, the Washington State Department of Commerce was provided a notice of intent to adopt amendments to the SVMC. 8. On November 23, 2018 and November 30, 2018, notice of the Commission public hearing was published in the Valley News Herald. 9. The procedural requirements in SVMC 17.80.140 for the amendment process, including public participation, notice, and public hearing requirements have been met. 10. On December 13, 2018, the Commission held a public hearing on the proposed amendment. After receiving public testimony the public hearing was closed. 11. The City of Spokane Valley has adopted goals and policies consistent with the GMA and adopted County -Wide Planning Policies, set forth below. The proposed amendment is consistent with the following provisions of the Comprehensive Plan: a. ED -G1: Support economic opportunities and employment growth for Spokane Valley. b. ED -G3: Balance economic development with community development priorities and fiscal sustainability. c. ED -G6: Maintain a positive business climate that strives for flexibility, predictability and stability. d. ED -P3: Encourage businesses that provide jobs and grow local markets. e. 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). f. ED -P6: Promote the development or redevelopment of vacant and underutilized properties, particularly those with potential to serve as a catalyst for economic development. g. ED -P8: Provide and maintain an infrastructure system that supports Spokane Valley's economic development priorities. h. ED -P11: Leverage federal, state, and regional economic development resources and programs for City economic development purposes. i. LU -G4: Ensure that land use plans, regulations, review processes, and infrastructure improvements support economic growth and vitality. j. LU -P9: Provide supportive regulations for new and innovative development types on commercial, industrial, and mixed use land. k. T -G1: Ensure that the transportation system and investments in transportation infrastructure are designed to improve quality of life or support economic development priorities. 1. T -G2: Ensure that transportation planning efforts reflect anticipated land use patterns and support identified growth opportunities. Ordinance No. 19-002 Planned Action Ordinance Page 3 of 4 Draft m. T -P9: Provide and maintain quality street, sidewalk, and shared -use path surfaces that provide a safe environment for all users. n. CF -P6: Ensure that facilities and services meet minimum Level of Service standards. 12. The proposed amendment to the Comprehensive Plan is consistent with GMA and does not result in internal inconsistencies within the Comprehensive Plan itself. Section 3. Adoption. Title 21 SVMC is hereby amended by adding a new chapter, to be designated "Chapter 21.60 Planned Action Ordinance," as set forth in Exhibit "A," attached hereto and incorporated herein. Section 4. Other sections unchanged. All other provisions of the SVMC not specifically referenced hereto shall remain in full force and effect. Section 5. Severability. If any section, sentence, clause, or phrase of this Ordinance shall be held to be invalid or unconstitutional by a court of competent jurisdiction, such invalidity or unconstitutionality shall not affect the validity or constitutionality of any other section, sentence, clause, or phrase of this Ordinance. Section 6. Effective Date. This Ordinance shall be in full force and effect five days after publication of this Ordinance or a summary thereof in the official newspaper of the City as provided by law. PASSED by the City Council this day of March, 2019. ATTEST: L.R. Higgins, Mayor Christine Bainbridge, City Clerk Approved As To Form: Office of the City Attorney Date of Publication: Effective Date: Ordinance No. 19-002 Planned Action Ordinance Page 4 of 4 DRAFT— EXHIBIT A Chapter 21.60 NORTHEAST INDUSTRIAL AREA PLANNED ACTION ORDINANCE (NIA-PAO) Sections: 21.60.010 Purpose of the Northeast Industrial Area Planned Action Ordinance 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 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 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; and 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. 21.60.020 Findings. A. The City is subject to the full requirements of chapter 36.70A RCW, the Growth Management Act, located within an urban growth area, and has an adopted comprehensive plan in compliance with the Growth Management Act; B. The NIA- SEIS is consistent with the comprehensive plan and has been prepared and adopted under the provisions of the GMA and SERA; 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 from development in NIA; F. The expedited permit review process, as set forth in this chapter 21.60, will benefit the public, adequately protect the environment, and enhance the economic development of the Northeast Industrial Area; 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; SVMC21.60 Page 1 1 DRAFT— EXHIBIT A H. The uses allowed by the City's industrial zoning classification will implement the Comprehensive Plan; I. The NIA planned action is not an essential public facility as defined by RCW 36.70A.200(1); J. Chapter 21.60 SVMC 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. Figure 21.60-1— Northeast Industrial Area Planned Action Area PAO Boundary BNSF Mainiin City Limits 2. Have primary uses that meet the definitions of light industrial, heavy industrial; or warehouse, wholesale, and freight movement use categories as set forth in Appendix A Definitions SVMC. 3. Submit an environmental checklist or other project review form pursuant to SEPA. 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 all development within the NIA from the effective date of chapter 21.60 SVMC. 6. Meet density and dimensional requirements for non-residential standards pursuant to 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. The fee is $2,831 per PM Peak Hour trip. SVMC 21.60 Page 12 DRAFT— EXHIBIT A 8. Submit a signed "Sewer Planning Requirements Form" as specified by Spokane County Environmental Services;. 9. Project impacts may 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 pursuant to SEPA and the review of the application and supporting documentation. 2. The City shall designate a project as a planned action, pursuant to chapter 21.60 SVMC and SEPA , 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 may 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 pursuant to SVMC 21.60.030(A). 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 pursuant to chapter 17.80 SVMC. SVMC 21.60 Page 13 DRAFT— EXHIBIT A c. After the City receives a complete application, the responsible SEPA official shall determine, pursuant to the criteria and procedures of chapter 21.60 SVMC, whether the project qualifies as a planned action. Once a project is determined to quality as a planned action, the City shall: i. Notify the applicant, and the project shall proceed in accordance with the applicable permit review procedures specified in Chapter 17.80 SVMC; and ii. Notify utility providers in the area, such as: sewer, water, power, natural gas, and telecommunication of a pending development under the NIA PAO. 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 local 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 NIA-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 within the designated planned action area to ensure that development is consistent with the assumptions of chapter 21.60 SVMC 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 chapter 21.60 SVMC and the NIA-SEIS. B. The total number of PM peak trips available at the time chapter 21.60 SVMC becomes effective is 1,340 PM Peak hour trips. 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 at the time an application is deemed complete. 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 SVMC21.60 Page 14 DRAFT— EXHIBIT A 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 chapter 21.60 SVMC or any mitigation measure imposed thereto, and any other adopted regulation of the City, the provisions of chapter 21.60 SVMC shall control. 21.60.060 Expiration date. The planned action adopted pursuant to chapter 21.60 SVMC shall expire 20 years from the effective date of the ordinance unless otherwise repealed or readopted following a public hearing. SVMC 21.60 Page 15 FINDINGS AND RECOMMENDATIONS OF THE SPOKANE VALLEY PLANNING COMMISSION CTA -2018-0004 — Proposed Amendment to Spokane Valley Municipal Code (SVMC) Pursuant to SVMC 17.80.150(E) the Planning Commission shall consider the proposal and shall prepare and forward a recommendation to the City Council following the public hearing. The following findings are consistent with the Planning Commission recommendation that City Council adopt the amendment. Background: 1. Pursuant to RCW 36.70A.130, Spokane Valley adopted its Comprehensive Plan Update and updated development regulations on December 13, 2016, with December 28, 2016 as the effective date. 2. CTA -2018-0004 is a City -initiated text amendment to Title 21 SVMC. The proposed amendment will create a new chapter 21.60 SVMC Centennial Business Park Planned Action. The code text amendment identifies the procedure for designating projects as planned actions consistent with the State Environmental Policy Act analysis completed for the project. Projects that meet the criteria have the option to use the environmental analysis and mitigations identified. Being designated a planned action is strictly voluntary, and projects that meet the criteria and qualifications for a planned action shall not require an additional State Environmental Protection Agency (SEPA) threshold determination, an Environmental Impact Statement (EIS), SEPA appeal, or any additional review pursuant to SEPA, If applicants chose to not use the new chapter 21.60 SVMC, they will proceed through the existing permitting and environmental review process. 3, The Planning Commission held a properly noticed public hearing and conducted deliberations on December 13, 2018. The Commissioners voted 6-0 to recommend that the City Council adopt the amendment. Planning Commission Findings: 1. Recommended Modifications The Planning Commission recommended approval of the proposed amendments presented by staff and attached in Exhibit 1. 2. Compliance with SVMC 17.80.I50(F) Approval Criteria a. The proposed text amendment is consistent with the applicable provisions of the Comprehensive Plan: Findings: The proposed text amendment is consistent with the following goals and policies of the Comprehensive Plan. 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. Findings and Recommendations oldie Spokane Valley Planning Commission CTA -2018-0004 Page 1 oft 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 -G 1 Ensure that the transportation system and investments in transportation infrastructure are designed to improve quality of life or support economic development priorities. T -G2 Ensure that transportation planning efforts reflect anticipated land use patterns and support identified growth opportunities. 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. b. The proposed amendment bears a substantial relation to public health, safety, welfare and protection of the environment. Findings: The code text amendment and supporting environmental analysis identifies 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 Iocation 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. 3. Conclusion: The proposed text amendment is consistent with Comprehensive Plan and bears a substantial relation to public health, safety, welfare, and protection of the environment. 4. Recommendation: The Spokane Valley Planning Commission therefore recommends the City Council approve CTA -2018- 0004. Attachments: Exhibit 1 — Proposed Amendment CTA -2018-0004 Approved this 101h day of January, 2019 Planning Commission Chairman TTEST lCL Dea na Horton, Administrative Assistant Findings and Recommendations of the Spokane Valley Planning Commission CTA -2018-0004 Page 2 of 2 Special Meeting Minutes Spokane Valley Planning Commission Council Chambers -- City Hall November 15, 2018 L Chair Rasmussen called the meeting to order at 6:00 p,nt. Commissioners, staff and audience stood for the pledge of allegiance. Secretary Deanna I-lorton took roll and the following members and staff were present: James Johnson Danielle Kasclunilter, absent — excused Timothy Kelley Michael Phillips, absent - excused Michelle Rasmussen Suzanne Stathos Matt Walton Erik Lamb, Deputy City Attorney Mike Basinger, Economic Development Manager Ray Wright, Senior Traffic Engineer Chaz Bates, Economic Development Specialist Deanna Horton, Secretary to the Commission Hearing no objections, Commissioners Kaschmitter and Phillips were excused from the meeting. II. AGENDA: Commissioner Johnson moved to accept the November 15, 2018 agenda as presented. The vote on the motion was five in favor, zero against, and the motion passed. 11[1. MINUTES: Commissioner Walton moved to approve the October 11, 2018 minutes as presented, The vote on the motion was five in favor, zero against and the motion passed. IV. COMMISSION REPORTS: Commissioner Johnson stated he hacl attended City Council meetings and the human rights task force. He had heard an interesting presentation on the Jonah Project regarding child sex trafficking in Spokane County at the human rights task force meeting. V. ADMINISTRATIVE REPORT: Economic Development Manager Mike Basinger informed the Commissioners that the City Council had an administrative report November 20, 2018, regarding the docket for the annual Comprehensive Plan amendments, Mr, Basinger reported on the many economic development efforts his department had been working. Some of the highlighted items were: updating the bike and pedestrian plan, adding annexation goals and policies to the Comprehensive Plan, streamlining and improving the Northeast industrial areas to foster more manufacturing business development, working on a 20 -year transportation plan, updating the city newsletter, looking at social media as a way to inform citizens and more. VI. PUBLIC COMMENT: Pete Miller, 18124 E Mission Avenue: Ms, Miller stated she felt developers have taken advantage of the City code by developing duplexes in the R-3 single family residential zone. Ms. Miller said there are 16 new developments currently being built or planned in her neighborhood, 14 of them are duplexes developments. Many of these developments, she stated are purchased by out of state developers for investment purposes. Ms, Miller pointed out that she felt this was not a Greenaeres problem tut a citywide problem, affecting the entire R-3 zone. She pointed out the R-3 zone encompasses most of the city. She said that developers are using the duplex regulations in order to increase the density beyond what is allowed in the R-3 zone. She is very concerned that many of these duplexes are not going to be owner occupied and will be left to fall into disrepair. Ms. Miller supplied a map of the Greenaeres neighborhood showing the developments in her area and an article from Realtor.com which states among other things that a high concentration of renters will drag down home values. She is requesting the Commission make a change to the code to restrict duplexes in single family residential zones. Stephanie Woodruff, 17501 E Boone Avenue: Ms. Woodruff stated she had read an article that morning citing Spokane Valley as tho second best place to buy instead of rent. She said the rankings were based on a 2017 census bureau ranking. She said site moved to the valley because it was peaceful but three years later all attic new development has brought many duplexes, increased traffic and drug deals to the neighborhood. She feels these duplex developments are ruining the ambiance of the valley. She asked the commissioners if they wanted to live in duplexes. She stated it would rutin the valley if these duplex developments were allowed to continue. 2018-11-15 Planning Commission Wangs Page 2 of 5 Nancy Purcell, 2531 S Adams Road: Ms, Purcell stated she agreed with what Ms, Miller and Ms. Woodruff had to say however, driving around a person could see many signs saying for lease or for rent, but not a lot of for sale signs, She said this is not what we want for our valley. The R-3 zone is for single family Iiornes and it. needs to be made clear That what that means, After the public testimony, Con►nissioner Johnson stated home ownership was something the Planning Commission discusses often, Deputy City Attorney )Erik Lamb said staff had made an administrative report to council October 2, 2018, regarding the duplex densities. The direction from council at that time had been to wait and see what changes Spokane County was making to its municipal code before proposing any changes to the City's code. He said he would cheek with staff to see if they could make the same presentation to the Planning Commission. VII. COMMISSION BUSINESS: i. Study Session: CTA-'2018-0004 A city-initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21,60 Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist Chaz Bates gave a presentation to the Commission explaining the proposed amendment to SVMC Title 21 by adding a new chapter 21,60 Centennial Business Park Planned Action Ordinance (PAO). A planned action ordinance is focused environmental analysis. The City's is for the area located in the northeast inclustrial area of the City located primarily between Hodges Road, Euclid Avenue, Trent Avenue and Flora Road. It is a supplement to the Comprehensive Plan Environmental Impact Statement (LCIS). The PAO is li►nited to the specific identified area for limited analyzed projects in that area, It is voluntary to participate in the PAO. This process will reduce the permitting time for applicants. The City has calculated impact fees for participating in the PAO, of$2,831.00 based on per trip basis, This number is based on peak PM hour trips. Mr. Bates covered the elements, which were updated in the supplemental LCIS: air quality, surface water, water runoff, historic and cultural preservation, utility provision and supply and transportation. In summary, Mr. Bates stated the amendment applies to a limited area in the northeast portion of the City, for primarily industrial uses. The City has clone a traffic study to anticipate future traffic impacts, Participation is voluntary, participants will pay a proportionate share of off-site traffic impacts, it will reduce permit processing times, City has worked with Spokane County to extend sewer to the area, and impacts have been addressed in the supplemental BIS. Commissioner Kelley asked what plans were for the I-90-Barker interchange. Senior Traffic engineer Ray Wright explained the 1-90 Barker interchange was a Washington Department of Transportation project, which is not part of the PAO. The bridge over the freeway is not expected to be replaced until 2027, An interim solution is being developed with a single lane roundabout for the east and westbound on and off ramps. WSDOT believes this would allow seven to eight years lead time, in order to find a funding solution for the bridge replacement, Commissioner Walton clarified the agency commenting tune in the presentation. He asked how streamlining the process would allow the agencies to comment in a timely manner. Mr. Basinger stated this process would eliminate the SETA process for participants. The City would have already completed it ahead of time for the applicant. Agencies would have already commented on future development. However, in 21.60.030(C)(1)(c)(ii) allows for the notification of all utility providers and Spokane Clean Air at the time of development, Commissioner Johnson asked about any other future improvements. Mr. Basinger stated the City would improve Garland Avenue to Barker Road. He also commented the City worked with Centennial properties regarding Boundary Line Adjustments to create 10-acres parcels, but dict not see any other future road improvements. Mr. Bates said any other irnprovements, which are identified in the infrastructure plan, are projects the City is cur'r'ently perusing grant funding for especially along Barker, because it has been identified as a critical component, Commissioner Rasmussen confirmed the public transportation in the area is virtually non-existent. -Commissioner Kelley asked about the classification of the jobs that would be added to the work force, He was thinking the job classification would be entry level positions which would be hired, 2018-11-15 Planning Commission Minutes P ige 3 of 5 Comtnissioner Walton noted he hacl several questions regarding the documents and would like to discuss theta, They are as follows: • He did not see any additional projections for housing or population as it relates to additional manufacturing jobs, Mr, Bates noted the Final EIS which was done for the update of the Comprehensive Plan had addressed impacts to housing and population. • Chapter 21.60.030(A)(4) and (5) discuss PM peak trips but other areas discuss AM trips. When discussing impacts why are only the PM trips taken into account? Mr. Wright stated standards use peak PM trips, which usually cone in as a higher number. Some people might arrive for work at a different time of day, but generally they leave at the same time, • There is a discussion of AM peak trips impacting schools. Mission would have significant School impact, from the new school, What impacts did school or future schools in the area have on the traffic analysis? Mr. Wright stated the traffic analysis firm Fehr & Peers dict an growth projection to the year 2040 to establish a trip count in order to design the mitigation. In the modeling they have projected what the traffic would be for the schools up to 2040, They have accounted for the impacts to the surrounding schools. Mr. Bates offered this analysis is not projecting any new growth, or new development, This is development whieh had already been analyzed during the Comprehensive Plan horizon. This is simply allowing people to have a more streamlined permitting process within the existing bounds that we have analyzed. • 21.60.060 states the decision for qualifications shall be final, He commented that in other places in the code there is an appeal process. Why was none offered here? Mr. Lamb stated this is a specific area, with specific criteria and the participation in this process is voluntary. If participation is voluntary, there is no appeal to consider, The appeal for the PAO would be when the PAO was adopted. If an applicant did not like the qualification requirements, then they can choose to not participate in the process, • The draft Northeast Industrial Area report, page 8, 6.1, It states it would improve traffic to an acceptable level. He wanted to know what was an acceptable level and how is that defined. Mr. Bates stated in the adopted Comprehensive Plan there stated level of service for truffle intersections. • On page 12 of the same report, it states Spokane Clean Air maintains a list of uses which require permits. He asked if there was going to be a way for people to get the list other than reaching out to Clean Air. Mr. Bates said he would reach out to Clean Air and fund out, • On page 15 of the saine report, it talks about hydrologic impacts and best management practices that n stormwatcr facility must be able to treat up to a 10 -year 24-hour storm event. He asked why something more catastrophic event was not used. Mr. Bates commented he was not aware, but the information was supplied by one the City's senior hydrologic engineer's, The requirement more than likely met the standards in the Spokane Regional Stormwater Manual. Ms. Horton, Certified Floodplain Manager for the City, also commented this area was not located in a FEMA floodplain, so would not be required to meet the standards of a larger event. • On page 19 of the same report, talks about the water System plan and not meeting fire flow in the northeast industrial area. What is being done to address this issue? Mr. Bates stated staff coordinated with Consolidated Water District's water system plan and have spoken to thein regarding this issue. He commented on the next page there are improvements necessary to support the growth in this area, Mr. Walton stated there is a mitigation plan and • Please walk through the methodology of the traffic study. Mr, Wright stated the traffic impact analysis was clone by the City's traffic consultant Fele' & Peers. It performed based on American Association of Highway and Transportation Officials (AASI-ITO) standards looking at the intersections, crash data, peak travel times, and traffic counts. 2018-11-15 Planning Commission Minutes Page 4 of 5 • Is the suggested rail spur the one which was already been installed? Mr. Bates slated the one suggested in the report is another spur which has been suggested, further north. Would there be a grade separation project for this spur line. None has been considered for this spur, A grade separation project For the spar would have to go to the Utility Trade Commission. • How were costs for the impact fees worked out? Mr, Walton stated he carne up with a different number than the report reflects. Mr. Wright stated there were mitigation factors involved, the difference in the cost of a roundabout vs. a signalized intersection over a 4- way stop. It is not a straight-line charge, it is a mitigation fee based on over all impacts to the system. Mr. Basinger and Mr. Lamb explained the process of imposing impact fees in advance of development so everyone coming in pays a portion. Instead of the last person coaling in and having to pay for all the improvements when they trigger the need for them. • Appendix A, page 8, why would we allow a system, which might already be broken or strained, to continue to fail. Mr. Lamb stated it was a chicken and the egg problem trying to improve infrastructure. You have to show the system falling before anyone wants to fix it, If the fix conies before the failure, where do you come up with the money when it might be needed somewhere the infrastructure is already failing. • Appendix B, page 3, trip distribution, how was this calculated? Where did they get the methodology? Why do they feel this would impact Trent more than the 1-90 corridor? Mr. Wright stated there are several ways to get the information, cell phones, the changes of zoning, WSDOT can track where traffic is going, where the density is, similar land uses, how the industrial park traffic troves, etc. • Appendix 13, page 7, it is not recommended to have a left hand turn lane. Why would no one recommend a left hand turn lane in this location for Phase I? Mr. Basinger stated staff communicated with the users, There will only bo one property owner on the east side and there would not be a lot of left turn traffic so the need for the left turn Zane did not seem necessary. Mr. Basinger commented this is a specialty area. These analyses were vetted by Spokane Regional Transportation Council (SRTC), and Spokane County DOT and they all agree with the results in the study. • Appendix 13, page 9, vehicle cueing lengths, is this long enough for turning onto Barker? Mr. Bates explained that after the Barker Gracie Separation Project, there will no longer be a road crossing, so this will not be relevant. • Appendix 13, page 12, it states changes to the 1-90 interchange would be constructed by 2020, but would occur by 2040. Is that referring to the bridge replacement? Mr, Wright states) the 2040 assumption was with the bridge replacement. The interim solution is two one-lane roundabouts by 2027 and when the bridge is replaced there will be two, two-lane roundabouts. Mr. Walton would like to know the timing of this before the public hearing. • In the memorandum from Fehr & Peers, Page 6, Figure 5, it has assumed truck trips in 2040 would be the same as observed trips in 2017. How is this possible? Mr. Bates responded it would be proportionate. The percent of truck traffic will increase at the sante percentage as it was increasing in 2017. The truck traffic will increase, at the satne rate it is increasing now. Commissioner Walton stated he understood this concept, however currently there is no truck traffic coning from this area. Commissioner Kelley stated currently Old Dominion is there and many trucks use Euclid to get to Barker instead of trying to use Sullivan, Mr. Bates offered that on Page 12 of the Existing Conditions report accounts for where the truck traffic is currently coming from. • In the memo, page 6, it discusses the realignment of Catalclo and Boone. However, it does not indicate how this would be accomplished, how property would be acquired, or how it would be paid for. Mr. Bates replied there were some assumptions made, but this was considered as part of the fee in the infrastructure plan on page 7, figure 6. 2018-11-15 Planning Commission Minutes Page 5 of 5 • Why was Caltrans (California Department of Transportation) used for cost assumptions? Mr. Bates stated that the Engineering department reviewed the costing estimates as to what the City would expect to lay for infrastructure costs. Mr. Wright said that Caltrans was not a standard but since they do so much work, from a unit cost standpoint, there is goocl uniformity in their numbers. VIII. GOOD OF' THE ORDER: There was nothing for the good of the order. IX. ADJOURNMENT: Commissioner Kelley moved to adjourn the meeting at 8:22 p.m. The Vote on the motion was unanimous in favor and the motion passed. /t,( Lae.£J%i=' -19 Michelle Rasmussen, Chair Deanna Horton, Secretary Date signed Regular Meeting Minutes Spokane Valley Planuhig Coannaission Council Chambers — City Hall December 13, 2018 I. Chair Rasmussen called the meeting to order at 6:00 p.m. Commissioners, staff and audience stood for the pledge of al legiance. Secretary Deanna Horton took roll and the following members and staff were present: James Johnson Erik. Lamb, Deputy City Attorney Danielle Kaschmitter Mike Basinger, Economic Development Manager Timothy Kelley Ray Wright, Senior Traffic Engineer Michael Phillips, absent - excused Chaz Bates, Economic Development Specialist Michelle Rasmussen Suzanne Stathos, absent — excused Matt Walton Deanna Horton, Secretary to the Commission Hearing no objections, Chair Rasmussen excused Commissioners Stathos and Phillips from. the meeting. II. AGENDA: Commissioner Johnson moved to accept the December 13, 2018 agenda as presented. The vote on the Motion was five in favor, zero against, and the motion passed) HI. MINUTES: Commission Secretary Deanna Horton noted it had been brought to her attention there was mistake in the September 27, 2018 minutes regarding the wording of a motion. She explained the motion was written as `which would require multifamily developments of 10 units or less to provide open space.' This should have said 'which would approve the presented changes to 19.70.050 but adding back the exemption for multifamily developments of 10 units or less to provide open space.' Commissioner Kelley moved to amended the previously adopted minutes from September 27 to read `which would approve the presented changes to 19.70.050 but adding back the exemption for multifamily developments of 10 avails or less to provide open .Space,' and striking the words 'by stcijj" fioni the end of the sentence which approved the motion to recommend approval of CTA -2018-0003. The vote on this motion wasfivein favor, zero against, and this motion passed. IV. COMMISSION REPORTS: Commissioner Johnson reported he attended the City Council meetings on December 4 and 12, 2018, the Spokane Home Builders Association government affairs meeting on December 6, 2018 and the Human Rights Task Force meeting on December 1 1, 2018. Commissioner Johnson noted that the City Council decided to strike the section of code which refers to providing any open space in a mixed-use zone. They will be holding a public hearing. Commissioner Kelley asked if he thought the change to the minutes would make any difference, Commissioner Johnson said the minutes would not change anything. V. ADMINISTRATIVE REPORT: There was no administrative report. VI. PUBLIC COMMENT: There was no public comment, VII. COMMISSION BUSINESS: i. Public Hearing: CTA -2018-0004: A city -initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60, Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist Chaz Bates gave a presentation to the Commission explaining the proposed amendment to SVMC Title 21, which would acid a new chapter, 21.60 Centennial Business Park Planned Action Ordinance (PAO). The area is located in the northeast industrial area of the City, bordered primarily by I -lodges Roacl, Euclid Avenue, Trent Avenue and Flora Road. A planned action ordinance is a focused environmental analysis that allows for a more efficient permitting process. Impacts to the area can viewed holistically and in greater depth. Mitigation measures are right -sized for the arca and proportionate to the industries that will locate 2018.12-13 Planning Commission M !autos Page 2 of 4 there. Traffic is the biggest mitigation factor. Those impacts can be identified and mitigation factors funded with this plan, It is voluntary to participate in the PAO. This process will reduce the permitting time for applicants. The City has calculated traffic fees for participating in the PAO, of $2,831.00 based on per trip basis. 'This number is based on peak PM hour trips and the evaluation of what we believe those infrastructure improvements would cost the City to put in. Mr. Bates said the City decided to undertake this project because the Comprehensive Plan was a data driven product, which requires data driven strategic economic investments to support opportunities and growth. This action provides an incentive for future development by leveraging federal, state and regional resources. This PAO will reduce risk, create a predictable permitting process and reduce the permit time line for new businesses. It snakes the costs and expected requirements known earlier in the permitting timeline. It identifies the capital improvements that are right -sized for the area. This also happens to be ane of the Greater Spokane Valley Chamber's BIG 5 initiatives, building a greater vision of an enterprising identity The PAO process started in 2016 with a grant to begin the studies necessary to supplement the Environmental Impact Statement (EIS) done for the 2016 Comprehensive Plan update. The Technical Advisory Committee had members from Spokane County, Spokane Regional Transportation Council (SRTC), Avista, Department of Commerce, City of Liberty Lake, Spokane Regional Clean Air Agency, Washington State Department of Transportation (WSDOT), Union Peel&c railroad, Utilities Trade Commission (UTC), and Fehr & Peers, Fehr & Peers are the transportation consultants hired by the City to help conduct the studies necessary to supplement the Comprehensive Plan EIS, The existing conditions reports showed the area had limited connectivity, the land was vacant, there were no critical areas, it was zoned industrial, there was limited infrastructure, good access to rail and truck routes and Barker Road is key for growth in the area, The EIS that was completed when the Comprehensive Plan was updated looked at the economic welfare of the City and addressed land use, transportation, housing and the natural environment. The supplemental for this area looked at air quality, surface water and water runoff, historic and cultural preservation, utility provision and supply, and transportation. It also looked at the mitigation factors that need to be addressed for each of these areas. It was determined that during the permitting process, a notice would need to be sent to Spokane Clean Air and Spokane County so that air quality and sewer can be taken into account when a new business moves into the area. Surface water will be addressed by the Spokane Regional Stormwater Manual regulations. An inadvertent disturbance plan includes procedures for the discovery of cultural materials at the time a new building Is constructed, Transportation improvements will be necessary to support the increase in industrial development in this area. Implovements to the road system will be needed at Flora and Trent, Barker and 1-90, along Barker, extending Garland Avenue to Barker, and the Grade Separation Project at Barker and Trent to move the traffic above the rail lines. By looking at these things ahead offline and planning for them, the items can be improved to support the growth that we know will come. A traffic fee has been generated based on the infrastructure improvements needed to support the growth of the PAO area. For our jurisdiction, it will be $2,831.00 per PM Peak hour trip. Incoming businesses will not have to pay for traffic analysis or frontage improvements, because these will already be done, Spokane County created new forms for applicants applying for building permits to use to inform Spokane County regarding sewer installations. Commissioner Kelley confirmed Consolidated water district were not concerned with the ability to provide water to incoming businesses, Mr, Bates noted the in the future Consolidated plans to replace the Campbell Road line, a line from Euclid to Wellesley, from Barker to Tshirley build a loop and replace the north side of Trent from Tshirley to Flora. Consolidated funds improvements through development. It was also confirmed a sewer line runs nectar Euclid out to where the Katerra plant was built. Commissioner Kelley asked about road improvements being proposed. Mr, Bates discussed the improvements to the intersection at Flora and Trent, Barker improvements from Mission to Trent, and the Barker Grade Separation Project, Commissioner Walton confirmed that the land is currently zoned industrial and Barker is currently expected to handle truck traffic without this PAO, 2018-12-13 Planning Commission Minutes Page 3 014 Commissioner Johnson asked if the PAO could be expanded, Mr. Bates stated it was possible to expand it; however, the EIS would need to be further supplemented in order for it be expanded The environmental elements would need to be looked at for each area that one wanted to incorporate into the PAO. Commissioner Rasmussen noted in one place in the report it states no increase in rail traffic. However, in another place It states growth could be 50 to 100%, I-Iow will this be handled for emergency traffic trying to cross Trent? After considering where emergency facilities were located, Mr. Bates said he would look at the discrepancy in the report however, with the future grade separation projects it would reduce the worry, Any attempts to control traffic with paint on pavement concerns Commissioner Rasmussen as she sees them as ineffectual in her business of parking enforcement at Eastern Washington University, Mr, Bates stated the suggestion in the report is just one way to mitigate the traffic, but it would require an enforcement effort if this method of mitigation were used. Commissioner Kaschrnitter and Johnson asked about the spur and train traffic. Mr. Bates responding saying Katerra could increase the train traffic, but that has yet to be seen, A future spur would not be installed by the City but would have to be added by whichever company had the need for it. There would not be a grade separation project for the spur because most of the traffic would be routed to the larger grade separation project for Barker as a whole, Commissioner Rasmussen opened the public testimony al 6:53 p.m, John Patrouch, 18009 E Riverway Avenue: Mr. Patrouch stated he read the PAO and feels Mr, Bates and Mr. Basinger had clone a great job, His issue is light pollution. He said when Old Dominion moved in on the north side of the river, their lights are so bright that he can read at night on his deck on the south side of the river. Wassa is in the old Bayliner building and all of their lights are pointing straight out. He offered that with an industrial area, light trespass to residential areas is still important and something that needs to be considered when permitting projects, The light trespass can travel and it does impact people's property ways a way. He also commented he did not feel there was enough protection for ground water, He was impressed with permit fast tracking, but would like to see the light trespass and ground water protections added. Mr. Basinger commented the City does have lighting standards, which address light trespass. Seeing no one else who wished to test' Commissioner Rasmussen closed the public hearing al 6:59 p. m. Commissioner Walton stated lie had spent time going through the documents, and the responses to his questions from the study session and he has found this to be a well -crafted proposal. He has concerns about the transportation growth strategy as it relates to Barker Road. He stated he felt the City should be more proactive elevating some of the transportation issues in relation to Barker traffic increases, He also understands that there are funding issues that go along with attempting to be proactive. Again, he stated he felt happy with the way the document was laid out and he would be supporting the proposal as presented, Commissioner Johnson said he agreed with Commissioner Walton and stated this was how proposals were supposed to work. He commended staff on a fantastic job, stating he would be supporting it. Commissioner Kaschrnitter stated the she felt the document was well written, I-Ier only concern was regarding the transportation, She would like to see bus service unproved in the area, She also said she would like to see the lighting standards enforced for the residential areas surrounding the proposal, She said she would be supporting the proposal. Commissioner Rasmussen said she felt the document was a great collaborative effort. She was glad to see so many stakeholders had been involved in the development of the project. She stated it was commendable and she would be supporting it. Commissioner Walton commented growth would happen in this area regardless of any actions the Commission takes, water, transportation, sewer will all be issues whether this proposal is passed or not. In his mind, getting this PAO in place is going to allow the City to remain extremely 2018-12-13 Planning Commission Minutes Page 4 of rt competitive and bring in the industry in a way that is going to allow the City to address some of the concerns every Commissioner has voiced at some point regarding the Barker corridor. This is an excellent step in taking the grant money to study the area, to get the ball rolling to put these other processes in place to streamline the permitting process, Commissioner Johnson moved to recommend approval of CTA -2018-0004, the Planned Action Ordinance Chapter 21,60 Centennial Business Park to the City Council, Commissioner Kelley stated he felt the location was excellent being on the northeastern edge of the City. He said there were several ways to handle the traffic, none of which was too difficult to overcome. 1-1c commented that he had asked about what kind of jobs would be coning to the area, wondering what kind of other jobs it brings in peripherally. I -[e said we want industry to bring money back to our community, as well as share it around the country, He is supportive of this proposal, Commissioner Johnson saki the largest traffic obstacle had already been funded; the rest of it is in the planning stages. He feels the City is ahead of the game in preparing for this. The vote on tate motion to grove CT4-2018,0004 forward was five in favor, zero against, and the ',lotion passed. Mr. Basinger shared the City has an interactive map on its website which lays out which transportation projects the City is working on, in which order. The City purposely focused on Barker because of the economic impacts. Pines, also needs a grade separation project, but we knew that this area would bring in high paying manufacturing jobs so we wanted to focus on that first. The next focus will be Pines Grade Separation project. VIII, GOOD OF TIII ORDER: Commissioners thanked each other for hard work in 2018 wished each other well in the New Year. IX. ADJOURNMENT: Commissioner Johnson moved to adjourn the meeting at 7:12 p.tn. The vote on the motion was unanimous in favor and the motion passed, 1(4.14, k)aj..1.-01-44.--171) J /} jC1 Michelle Rasmussen, Chair Date signed /0Y -1654D Deanna Horton, Secretary Regular Meeting Minutes Spokane Valley Planning Commission Council Chambers — City Hall Januaay 10, 2019 I. Chair Rasmussen called the meeting to order at 6:00 p.m. Commissioners, staff and audience stood for the pledge of allegiance. Secretary Deanna Horton took roll and the following members and staff were present: James Johnson Danielle Kaschmitter Timothy Kelley Robert McKinley Michael Phillips, absent - excused Michelle Rasmussen Matt Walton Erik Lamb, Deputy City Attorney Lori Barlow, Senior Planner Jenny Nickerson, Building Official Chaz Bates, Economic Development Specialist Robin Hutchins, Office Assistant Deanna Horton, Secretary to the Commission Hearing no objections, Chair Rasmussen excused Commissioner Phillips from the meeting. II. AGENDA: Commissioner Johnson moved to amend the Januaiy 10, 2019 agenda. He offered to move exchange the study session for CTA -2018-0005 with the annual public records training in order to accommodate the waiting audience. The vote on the motion was six in favor, zero against, and the motion passed III. 'MINUTES: Commission Secretary Deanna Horton noted there was a mistake in the October 11, 2018 minutes regarding the outcome of a motion. She explained the vote on the motion for the Findings of Fact for CTA -2018-0003 needs to be corrected from five in favor and zero against, to four in favor, one against with. Commissioner Rasmussen dissenting. The Findings will also be corrected to reflect this change. Commissioner Walton moved to amended the previously adopted minutes from October 11 to change the outcome of the vote on the Findings of CTA -2018-0003. The vote on this motion was six in favor, zero against, and this motion passed. Commissioner Johnson moved to approve the minutes from November 15 and December 13, 2018 as presented. There was no discussion. The vote on this motion was six in favor, zero against and the motion passed. IV. COMMISSION REPORTS: Commissioner Johnson reported lie attended the Pines Grade Separation Project meeting on November 13, 2018, the City Council and the Human Rights Task Force meeting on January 8, 2019. V. ADMINISTRATIVE REPORT: Senior Planner Lori Barlow reported the advanced agenda was looking to be very busy for the beginning of the year, She stated the Comprehensive Plan amendments would not be on the agenda until February, due to staff needing more time for review and evaluation of the proposals. VI. PUBLIC COMMENT: There was no public comment. VII. COMMISSION BUSINESS: i. Election of Officers: Ms. Hotton informed the Commission that according the rules of procedure, Commissioner Johnson had reached his term limit as Vice Chair and would not be able to be elected to that position again. However; Commissioner Rasmussen had only served one term as Chair. She then accepted nominations for the position of Chair of the Planning Commission. Commissioner Rasmussen and Commissioner Johnson were nominated for the position of chair and .both accepted the nomination. The vote on this position was as follows: Commissioner James Johnson Danielle Kaschmitter Timothy Kelley Vote Rasmussen Rasmussen Rasmussen 2019-01-10 Planning Commission Minutes Page 2 of 4 Robert McKinley Johnson Michelle Rasmussen Johnson Matt Walton Johnson With the vote ending in a tie, Commissioner Rasmussen stated she would step aside and allow Commissioner Johnson to take the chair position. Commissioner Johnson stated he would accept this proposal. Commissioner Walton and Commissioner Rasmussen were nominated for the position of vice chair. Commissioner Rasmussen declined the nomination, Commissioner Walton accepted. There was consensus from the entire Commission to accept Commissioner Walton as the vice chair for the 2019 year. H. Findings of Fact: CTA -2018-0004: A city -initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60, Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist Chaz Bates explained the Findings of Fact reflected the process and decision the Commission had made regarding CTA -2018-0004, the Planned Action Ordinance, Centennial Business Park. Commissioner Johnson moved to approve the Findings of Fact for CTA - 2018 -0004. There was no discussion. The vote on the motion was six in favor, zero against and the notion passed. Hi. Study Session: CTA -2018-0005: A privately initiated amendment to SVMC 19.60.050 Permitted Use Matrix, 19.40.060 Development Standards — Duplexes, and 19.40.050 Development Standards — Cottage Development. Ms. Barlow gave the Commission a presentation explaining the privately initiated code text amendment CTA -2018-0005 which proposes to amend SVMC 19.60,050 Permitted Use Matrix, 19.40.060 Development Standards — Duplex, and 19.40.050 Development Standards — Cottages, She stated that all of the changes relate to the R-3 zoning district only. She continued in the Permitted Use Matrix the amendment proposes to change in the line for Duplexes froth a 'P' for permitted under the R-3 zoning district to an `S' which would signify that there are additional regulations. On the line for townhomes it would strike the `P,' and make them prohibited in the R-3 zone. In SVMC 19.40,060 Development Standards — Duplexes, language would be added which states `Duplexes shall be limited to one duplex per acre. Duplexes shall have separate parcel numbers per each dwelling unit, be non -adjacent, across the streetfrom or on opposite corner.' Ms. Barlow stated that when planners are looking at the Permitted Use Matrix and see the `S' instead of the P they would then look to this language to see these additional regulations to govern where a duplex could be placed in a development. She said the currently duplexes are allowed in the R-3 and the multifamily zones. The proposal does not ask to change any of the other standards for a duplex. She then showed the Commission how it might look if a development were proposed to have a duplexes and where they could be placed. Commissioner Walton asked what would happen if a developer sold the lots in the plat, and someone wanted to come in and build a duplex on one of the lots, outside of the larger development. Would this be a way to get around the intent of the proposal? Ms, Barlow stated that in the past dedication language has been used but the City is reluctant to use this, because the only way to remove that language should the regulations change in the future would be through another process. There would have to be discussion internally as to how to implement the proposal should it be adopted. She hoped to look at these applications further in the staff report for the public hearing. Commissioner Kelley confirmed that it did not matter who owned the lots, it would only allow one duplex per acre. If the land was divided into four lots, and one person built a duplex, the other three would not be able to do so. Commissioner Rasmussen asked how many parcels of land this would affect. Ms. Barlow stated she did not know, but would try and work to figure it out, but it might not show what is completely under utilized. 2019-01-10 Planning Commission Minutes Page 3 of 4 Commissioner Walton asked if there are other jurisdictions had these same types of restrictions. Ms. Barlow said she could look to some jurisdictions lying further away from the City, however she had looked the surrounding jurisdictions and did not find any regulations built into those codes which were similar to this. Spokane County had used plats in the past to keep the density to a certain number, which they felt was not an effective way to manage density. In fact, Spokane County was changing their regulations to eliminate barriers in order to make it easier to develop duplexes, and they are increasing the density in some of their urban districts. Commissioner Rasmussen asked how the proposal affected the City's Comprehensive Plan in respect to the Growth Management Plan and capacity to handle population growth. Ms. Barlow stated in theory it should not have any effect, because our density is six emits per acre, it does not matter if it is single family homes or duplexes, six structures verses three structures, the density is still six units. Ms. Barlow continued explaining the proposal looks to add language SVMC 19.40.050 (C) 'In - whole purchase of any development by one entity in the R-3 zone is prohibited.' This would prohibit a single owner from owning all of a cottage development. Commissioner Walton asked if this would apply to the cottage structure, meaning the entire area developed into cottages or would it apply to the land someone would purchase and create for development into that purpose? Would it be prohibited for a developer to come in, buy the land, develop a cottage development and then sell offthe individual cottages as separate pieces? Ms. Barlow said the way the language is written it would prohibit the entire development being owned by a single entity. Someone could own the underlying land and common areas, but individuals would own the separate living structures. This would insure that the cottages would be owner occupied and not a rental community. After Commissioner Kelley tried to clarify how someone could develop a cottage development, Ms. Barlow said she would have to have more discussions with other staff members in order to try and work through this, because as it written this would prohibit a cottage development. Ms. Barlow stated the public hearing for this amendment has been scheduled for January 24, 2019. iv. Annual Training; Public Records Act, Open Public Meetings, Appearance of Fairness. Deputy City Attorney Erik Lamb gave the Commission and staff in attendance training on how to handle public records, the Public Records Act, public meetings, and the appearance of fairness. VIII. GOOD OF THE ORDER: Commissioner Johnson stated he would not be able to attend the January 24, 2019 meeting. Commissioner Walton said he would like to reflect on the work the Commission put into CTA -2018- 0003, which was the city initiated amendment regarding open space requirements in mixed use zones. He said he felt like the Commission put in a tremendous amount of work, reflection and it reflects tremendous on this body. Especially when you consider the amount of regarding the subject, the very vague nature of the proposal that City Council submitted to us, in terms of having us look at this subject. I felt we created a very reasoned approach to not only addressing the concern Council brought to us, in the fee -in -lieu of but also in terms of helping to define for future development what mixed use really means. After reviewing the January 8, 2019 City Council video and looking at their decision to go against the Planning Corrunission, I am personally extremely disappointed in the direction the City Council chose to take. It disregards the hard work the Commission put in that. Each of you individually spent a lot of time, not only addressing the inforination we had, but in providing guidance to the planners. 1 just wanted to recognize that again. It is difficult not to take it personally when you have a lot of work you put into something and then have it disregarded by a different body, but in this case, I understand the direction the City Council chose to take, but I very strongly disagree with it. The entire intent of an elected body, as well as a body appointed by that elected body, is to govern on behalf of the people. In terms of what we have seen for public comment, from members of the community showing up at public meetings, and being engaged the public very clearly cares about maintaining the character of Spokane Valley. Simply saying we wish to take government out of actions so we can maintain the maximum amount of freedom, in my view is an abdication of our responsibilities to the community and to the citizens who elected the City Council, who appointed us as a Commission. While I understand the City Council had a role to play, and that role for their own individual sakes meant they 2019-01-10 Planning Commission Minutes Page 4 of 4 had to exercise their conscious to make a decision that went against the Planning Commission. 1 truly feel the Planning Commission created a legislative action for consideration by the elected individuals which would truly create a situation that was pro -growth and pro -character of Spokane Walley, It would have satisfied both sides of an ongoing and heated discussion that continues and was evident from watching the videos from January 8, 2019 and the meetings previous to that. 1 wanted to go on the record that I feel the City Council erred in making the decision they did and that this body made the correct determination by explaining what mixed use was and by also basically creating a scenario that allowed both residential and mixed use development while still discouraging the strictly residential that members of the City Council indicated they were not necessarily for, but then voted to affirm that particular stance. Commissioner Rasmussen thanked the Commission members for their support while slie chaired the Commission in the last year. IX. ADJOURNMENT: Commissioner Johnson moved to adjourn the meeting at 7:12 p.m. The vote on the motion was unanimous in favor and the motion passed. at7ei, Michelle Rasmussen, Rasmussen, Chair alit/7 CitieHnD Deanna Horton, Secretary f - eel -feel Date signed Spokane 4 _••Val ley COMMUNITY AND PUBLIC WORKS ECONOMIC DEVELOPMENT DIVISION PUBLIC HEARING STAFF REPORT TO THE PLANNING COMMISSION CTA -2018-0004 STAFF REPORT DATE: December 6, 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 ATTACFTh LENTS: Exhibit 1: Draft Centennial Business Park Planned Action Ordinance (chapter 21.60 SVMC) 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, 20 18 SEPA—DSEIS and Notice of Availability November 23, 2018 Published Notice of Public Hearing 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 (Fl .TS). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement (PEIS). 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 transportation consultant and 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 with technical transportation expertise, property owners, utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. The transportation analysis was thoroughly vetted by Spokane Regional Transportation Council to ensure future land use assumptions were consistent with regional model. Neighboring jurisdictions Staff Report and Recommendation CTA -2018-0004 examined the modeling effort in substantial detail to ensure impacts of future development were accounted for in the PAO area. 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 applicants chose 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. The SEIS completed for the PAO code text amendment provides supplemental environmental review identifying specific mitigations to support the future industrial development. The supplemental analysis allows industrial development to be streamlined in a limited area. The PAO will be limited to industrial development and confined to the area known as Centennial Business Park, shown in Figure 1 below. t3P�SE i��faunItnC City Limits Figure 1: Planned Action Area The Comprehensive Plan identifies the northeast portion of the City as appropriate for industrial development. The Comprehensive Plan also identifies infrastructure improvements and continuing coordination as essential to achieving the City's vision for this area. 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 review for a defined geographic area. The SEIS supplements the Comprehensive Plan FEIS with the following environmental elements: Transportation — systems, traffic, Page 2 of 5 Staff Report and Recommendation CTA -2018-0004 circulation; Water — runoff/absorption, supply; Air—quality, odor. These elements of the environment were identified as needing additional information and were included as part of the Determination of Significance and Scoping Notice issued in March, 2017. No additional elements needing analysis 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: Summary of Potential !at acts and Mitigation Measures Environmental Element Impacts Mitigation Air Quality Increased industrial development is likely to increase impacts to air quality including ambient air quality, point source impacts, and increased motorized transportation emissions. — Use existing regulations for ambient air quality and transportation related emissions, — Provide notice to agencies responsible for point source pollution permits Surface Water and Water Runoff Increased development on vacant land will increase impervious surface from rooftops, parking area and access drives. — Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater Historic and Cultural Resources Increased development will increase land disturbance activities. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development. - Require an inadvertent disturbance plan that includes procedures for the discovery of cultural materials and human skeletal material Utility Provision Increased development will require water, sewer, telecommunication, natural gas, and power. — Various improvements already identified in respective improvement programs (water & sewer). — Ensure adequate notice for potential projects during land use or building permit action, Transportation Increased demand on various local and arterial streets. — Various transportation improvements, including grade separation of Barker, widening of Barker, and Barker 1-90 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 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. Industrial development within the PAO is assumed to occur at the same intensity and location identified in the adopted Comprehensive Plan, FEIS and implementing development regulations. The PAO analyzes the impacts of future development and provides appropriate mitigations snaking 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 r. The City may approve Municipal Code Text amendment, if it finds that: Page 3 of 5 Staff Report and Recommendation CTA -2018-0004 (1) The proposed text amendment is consistent with the applicable provisions of the Comprehensive Plan; Staff Analysis: The proposed amendment is supported by the Comprehensive Plan and is consistent with the following goals and policies: ED -GI 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 far 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-Gl 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 hears a substantial relation to public health, safety, welfare, and protection of the environment; Staff Analysis: The code text amendment and supporting environmental analysis identifies 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). Page 4 of 5 Staff Report and Recommendation CTA -2018-0004 2. Finding and Conclusions Specific to Public Comments a. Findings: The amendment is subject to 60 -day notice of intent to adopt. The Notice of Availability and public comment period started on November 23, 2018 with the 60 -day comment period ending January 22, 2019. b. Conclusion(s): Adequate public noticing has been 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. The amendment is subject to 60 -day notice of intent to adopt. The Notice of Availability and public comment period started on. November 23, 2018 with the 60 -day comment period ending January 22, 2019. b. Conclusion(s): Adequate public noticing has been 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 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 509-720-5337 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 23, 2018 DATE OF COMMENTS DUE January 22, 2019 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. The complete NIA-SEIS and associated draft development code are available at: www.spokanevalley.org/PlannedAction Copies of these documents are also available for public review at the following location: Spokane Valley City Hall 10210 East Sprague Avenue 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 46 Section 5.0 Response to Comments 49 5.1 Comments and Responses on the Scope 49 5.2 Comments and Responses on the DEIS 49 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 1, Phase 2, and Phase 3 Appendix C: Infrastructure Plan for the Spokane Valley Northeast Industrial Area PAO Appendix D: General Sewer Summary Packet for Planned Action Ordinance Applications 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). _r PAO Boundary BNSF Mainiin City Limits Figure 1: Northeast Industrial Area Planned Action Ordinance Area Section 3: Affected Environment, Impacts, and Mitigations 6IPage 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 Element Air Quality Impacts Mitigation Increased industrial development is likely to increase impacts to air quality including ambient air quality, point source impacts, and increased motorized transportation emissions. Use existing regulations for ambient air quality and transportation related emissions. Provide notice to agency(ies) responsible for point source pollution permits Surface Water and Water Runoff Increased development on vacant land will increase impervious surface from rooftops, parking area and access drives. Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater Historic and Cultural Resources Increased development will increase land disturbance activities. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development. Require an inadvertent disturbance plan that includes procedures for the discovery of cultural materials and human skeletal material Utility Provision Increased development will require water, sewer, telecommunication, natural gas, and power. Various improvements already identified in respective improvement programs (water & sewer). Ensure adequate notice for potential projects during land use or building permit action. Transportation Increased demand on various local and arterial streets. Various transportation improvements, including grade separation of Barker, widening of Barker, and Barker I-90 interchange Section 3: Affected Environment, Impacts, and Mitigations 7IPage 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 the adopted level of service. Section 3: Affected Environment, Impacts, and Mitigations 8 I Page 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 3: Affected Environment, Impacts, and Mitigations 9 1 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 ceiling 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 3: Affected Environment, Impacts, and Mitigations 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 (PM10) 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 3: Affected Environment, Impacts, and Mitigations 11 1 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 • Boiler • Coffee Roaster • Crematory • Emergency Generator Sets • Lithographic Printing • Resin/Gelcoat Operations • Baghouse • Chrome Plating • Concrete Batch Plant • Crushing Operations • Furnaces/Ovens • Paint Booth • 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 PMio explains how the area will continue to meet the federal standard for PM .° 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 3: Affected Environment, Impacts, and Mitigations 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. • Eastside Electric • Eclipse Screen Printing • UTEC Metals / Gillingham Best • Spur Industries • US Wax & Polymer • Greenacres Gypsum & Lime Company • MOCO Engineering • 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 3: Affected Environment, Impacts, and Mitigations 13 1 Page 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. Figure 2: Hydrologic Soil Group Map Hydrologic Soils Map ® PAG Boundary Hydrologic Sod Group Garrison HSG ® Phoebe HSC Hardesty HSG Section 3: Affected Environment, Impacts, and Mitigations 14 1 Page 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 05-05 (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 3: Affected Environment, Impacts, and Mitigations 15 I 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 3: Affected Environment, Impacts, and Mitigations 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. Water Distribution System Figure 3: Existing Water Infrastructure Section 3: Affected Environment, Impacts, and Mitigations 171 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 Area 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 3: Affected Environment, Impacts, and Mitigations 18 I Page (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 3: Affected Environment, Impacts, and Mitigations 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 5o -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 Pressure Vicinity of Flora Rd and Tschirley Rd North of Euclid Ave and South of Trent Ave None Improvements (a) and (b) Fire Flow Vicinity of Flora Rd and Tschirley Rd North of Euclid Ave and South of Trent Ave (a) Replace Campbell Rd from Euclid Ave to Wellesley Ave with 16" 20 -year improvements and Section 3: Affected Environment, Impacts, and Mitigations 20 1 Page (b) Construct 12" loop parallel to south side of Trent Ave from Barker Rd to Tschirley Rd Sewer (c) Replace north side of Trent Ave from Tschirley Rd to Flora Rd with 10" 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 Section 3: Affected Environment, Impacts, and Mitigations 21 I Page part of the PAO request, applicants shall complete Spokane County's general sewer packet, including a signed sewer planning requirements forme. 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 2 Appendix D includes the Spokane County General Sewer Summary Packet 3 Appendix A was developed prior to naming the area Centennial Business Park, the Northeast Industrial Area and Centennial Business Park are synonymous. Section 3: Affected Environment, Impacts, and Mitigations 22 1 Page 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 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: Existing 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 Section 3: Affected Environment, Impacts, and Mitigations 231 Page 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 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 6o 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. Section 3: Affected Environment, Impacts, and Mitigations 24 I Page 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 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: Operating characteristics of at -grade rail crossings Railroad BNSF Street Crossing Barker Avg Trains per day 54 Typical Frequency to -90 mins Gates Down avg/max mins 3:00 / 4:30 Typical Speed 1-79 mph Crashes 1975-2016 1991 - fatality Flora 54 10-90 mins No data 1-79 mph 1975 - no injury 1990 - no injury UP Barker 9 1-4 hours 2:00 / 4:00 24-49 mph 1989 -fatality Flora 9 1-4 hours No data 24-49 mph None 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 Section 3: Affected Environment, Impacts, and Mitigations 25 I Page 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. Table 6: Vehicle Queue Lengths at Barker Road Railroad Crossings 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. Section 3: Affected Environment, Impacts, and Mitigations 26 I Page Table. : Existing Transportation Projects Impacting Study Area Project Sullivan/Euclid - Concrete Intersection Description Reconstruct intersection in concrete pavement (slight change in lane configuration) ProgramStudy (Project #) 6 -year TIP Year 2018 Agency Responsible City of Spokane Valley In Area? No Barker Road - Euclid to Garland Reconstruct to 3 -lane urban section 6 -year TIP 2021 City of Spokane Valley Yes Barker Road - Garland to Trent Reconstruct to 3 -lane urban section 6 -year TIP 2023 City of Spokane Valley Yes Barker Road Improvement Project - Appleway to I-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 6 -year TIP 2024 City of Spokane Valley No Barker Road Improvement Project - Spokane River to Euclid Reconstruct and widen to 3- lane urban section 6 -year TIP 2023 City of Spokane Valley No Barker Road/BNSF Grade Separation Construct grade separation at,-yearCity Barker/BNSF RR/Trent TIP 2022 of Spokane Valley Yes I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 Plan 2020 WSDOT No Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks Horizon 2040 Plan 2031- 2040 City of Spokane Valley, BNSF No 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 34. • 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 3,2005 additional employees in the Northeast Industrial Area. The level of intensity expected is consistent with the adopted 2017 Comprehensive Plan. 4 Appendix B was developed prior to naming the area Centennial Business Park, the Northeast Industrial Area and Centennial Business Park are synonymous. 5 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 - Section 3: Affected Environment, Impacts, and Mitigations 27 I Page 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 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, 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. ranee ts: rnase 1 vemcie grip ueneranon Trip Generator Land Use Employees AM Peak Hour PM Peak Hour Weekday 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: Spokane Valley Northeast Industrial Area Planned Action Ordinance - Spokane Regional Transportation Council Model Update; April 4, 2018 Section 3: Affected Environment, Impacts, and Mitigations 28 I Page • 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 -9o, west of Barker Road: 19% • I-90, east of Barker Road: 5% • Barker Road, south of I-90: 10% 18% eneN 10,0k ko 2 IU4 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. Table 9: Phase 1 Intersection Level of Service Results Intersection along Barker Control' Existing AM Peak Delay LOS (2017) PM Delay Peak LOS Phase AM Peak Delay 1 LOS (2019) PM Peak Delay LOS Approach 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 Section 3: Affected Environment, Impacts, and Mitigations 29 I P a g e 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 Railroad Crossing Condition Trains per Day Gate Down Timer Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB SB BNSF Average (5oth percentile) Worst Case (95th percentile) 54 3 minutes 175 300 54 4.5 minutes 325 525 375 325 650 525 UP Average (5oth percentile) 9 2 minutes Worst Case (95th percentile) 9 4 minutes 400 275 950 275 300 650 65o 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 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 Condition Vehicle Queue Length (feet) Total Queue Need Barker Road Trent Ave Turn Lanes EBL WBL Unused Storage EBL WBL Existing Vehicle Storage Space Average (5oth percentile) AM 100 300 200 n/a n/a 300 100 100 100 200 125 Average (5oth 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 Section 3: Affected Environment, Impacts, and Mitigations 30 I Page 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 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 With '75% of the 2015-2040 forecast growth in the Northeast Industrial Area With 100% of the 2015-2040 forecast growth in the Northeast Industrial Area 2032 2026 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. Section 3: Affected Environment, Impacts, and Mitigations 31 1 Page 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 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.6 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 Road7 • New northbound and southbound left turn lanes were added on Sullivan Road at the Trent Avenue ramps Trip Generation 6 Spokane Valley Northeast Industrial Area Planned Action Ordinance — Spokane Regional Transportation Council Model Update; April 4, 2018 7 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 3: Affected Environment, Impacts, and Mitigations 32 1 i a g e 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 1: PM Peak hour trips 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 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 Floral East of Floral Northwest - Flora Road (north) 0% 8% - 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 South I-90 (east of Barker) 5% 4% - Barker Road (south) 2% 7% Local - Nearby local streets 1: Percent trips by trip end location Source: Fehr and Peers 3% 13% Section 3: Affected Environment, Impacts, and Mitigations 33 1 P a g e S 24°Jn t22°lr,� • local tri s) r fr,'" w.e Figure 5: 2040 Trip Distribution West of Flora Local Capture Rate 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 (2040) 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) 3kfocal trips), 7:21! YO Figure 6: Trip Distribution East of Flora Intersection Control' AM Peak PM Peak Approach Delay LOS Delay LOS la. Barker Rd/ Wellesley Ave2 Signal or Roundabout 28 C 25 C 1b. Wellesley Ave/ Trent Ave2 Signal or Roundabout 26 C 25 C 2. Barker Rd/ Euclid Ave (north) SSSC 12 B 16 C EB 3. Barker Rd/ Euclid Ave (south) SSSC 14 B 19 C WB Section 3: Affected Environment, Impacts, and Mitigations 341 Page 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 FS WB 10. Barker Rd/ I-90 Westbound Ramps Roundabout 30 C 13 B 11. Barker Rd/ I-90 Eastbound Ramps Roundabout 12 B 25 C 12a. Flora Rd/ Trent Ave (if Flora Rd/BNSF rail crossing is open2) SSSC >300 FS >300 FS SB/NB 12b. Flora Rd/Trent Ave (if Flora Rd/BNSF rail crossing is closed3) SSSC 174 FS >300 FS SB 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. 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 Section 3: Affected Environment, Impacts, and Mitigations 35 I Page to meet the peak hour signal warrant using MUTCD8 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 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 Barker Road Segment Existing (2017) Peak Hour Volume (highest approach) ADT ADT 2040 Peak Hour Volume (highest approach) Boone Avenue - Mission Avenue 13,400 640 1 18,400 780 Mission Avenue — Euclid Avenue 10,200 510 1 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, 8 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Section 3: Affected Environment, Impacts, and Mitigations 36 I Page 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 MUTCD9 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. 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 Condition Average (50th percentile) Worst Case Thru Trains (95th percentile) Worst Case Trains Accessing Future Spur' (95th percentile) Trains per Day 9 9 unknown Gate Down Time 2 minutes 4 minutes 6 minutes Vehicle Queue Length (feet) AM Peak NB SB 600 1,275 1,875 375 800 1,200 PM Peak NB SB 400 875 1,275 975 2,025 3,000 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. 9 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.thwa.dot.gov Section 3: Affected Environment, Impacts, and Mitigations 37 1 P a g e 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. 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 Section 3: Affected Environment, Impacts, and Mitigations 38 I Page 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". Table 18: Needed and Existing Projects to Meet LOS Project Description Timeframe Identified Mitigation Measures Cataldo Avenue realignment Reroute Cataldo Avenue to intersect Boone Avenue instead of Barker Road; add a cul-de-sac to Cataldo Avenue at existing intersection with Barker Road 2018-2023 Interim signal at Barker Road/Boone Avenue Add an interim signal 2018-2023 Barker Road —Mission Avenue to I-90 Reconstruct to a 5 -lane urban section 2025-2032 Flora Road/Trent Avenue Add a signal with left turn lanes on Flora Road or convert to a roundabout 2021 Barker Road/Euclid Avenue (south) Add northbound right -turn lane and westbound left -turn lane and sign/strip "do not block intersection" By 2040 Barker Road/Boone Avenue Add a permanent signal with northbound left and right turn pockets or a roundabout accommodating two lanes of traffic on Barker Roadl By 2040 Existing Programed Improvements Barker Road Improvement Project — Appleway to I-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 2021 Barker Road Improvement Project — Spokane River to Euclid Reconstruct and widen to 3 -lane urban section 2021 Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 2021 I-90/Barker Road Interchange'° Construct general purpose lanes and replace Barker Rd I/C 2020 io 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 3: Affected Environment, Impacts, and Mitigations 391Page Project Description Timeframe Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track) 2031-2040 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 Soo -foot long northbound right turn lane and 300 -foot eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. • 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 Section 3: Affected Environment, Impacts, and Mitigations 40 1 P a g e 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. ranee 19: iiortneast inaustriai area rair-snare cost or improvements Project Location Associated Development Phase Portion of future traffic from Northeast Industrial Areal Estimated Total Project Cost (2017 dollars) Northeast Industrial Area Fair - 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 below3 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. Section 3: Affected Environment, Impacts, and Mitigations 41 1 P a g e Table 20: Cost per PM peak hour trip by development phase Projects by Phase Projects that benefit Phase 1 only Projects that benefit Phase 2 & 3 only Projects that benefit Phase 1, 2 and 3 Total Fair -Share Cost $ 7,920 $3,214,558 $142,003 $ 3,364,482 Forecast PM Peak Trips 160 1,180 1,340 1,340 Phase 1 Cost per Phase 3 Cost per PM peak hour trip PM peak hour trip $ 50 N/A $ 106 $ 156 N/A $ 2,725 $ 106 $ 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 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 3: Affected Environment, Impacts, and Mitigations 42 1 P a g e SECTION 4.0: NOTICES 4.1 Determination of Significance and Scoping ity of Spokane Valley Notice of Determination Or Significance (DS) and Request for Comments. on Scope of S ppl eni en ta I Fiivironmental I m port Statement (SEIS) PROJF.CT or the,..NtnJu.sI.a1 Are,: i'lmn.2,1 plmis k, o ACliortf.)rdinance .1.1".V..)) siutri,:m perniin I!1,2 north..:.astIIJLJLrllII LF0I I viric.e.1. :nclustnal -2, :1 , c Plait • -id 1 !d:'•., 1 II,: v., ill iiiTler1.1.20i Iv t::.: 1:; he pi oppsat applws to upp,,::,,r,i.Hcly 840 acres 1:277 acres dm and 563 The types of pri-r.jc-els. are Nr).! !!!,:!!!! • 1!•4! IL! 1,1!!!! I •!!•••:., :!!!, ile 1.1 11 ',lei:tit, :1111 :ice. :.eld 1 III ions 1.,.: ;hie industritil ,Lieyeloprnents -I Ile amount oinmv indumi-tal development ts unknown itt this ,, 11 1c. 10: • tialustrial, Iica vtssis. I :.:t;.iblislIntents ilii assemble. nianulacture. packa,,Te. t...r process rate or serrp-tinisited rn. -ortr,11.; to irc.Iu. a.. i LW:ivy M‘iu..-.J.rthl HIX!!!.. hi." L.7,1tc hay,: pnr,erties ....call noise. Jr nmsance vibration. • IiI1JspIiIP, light 1:1.stahlishruents Mat P.sErr,111crmirtuture. package. or process niatctials to .,1i.111,1.y. or ...11..imi!..,enlbly mn,1 to he oriented as rite ieojuctaare for end users and typically not to 1:,e inminiadiam ichmtifie‘: thvIo11.. iita el tent for ar)itl-ailE., m the Supplentental F0vironmen.11 impact tteracni Ti-rtirsporl.utilT - ▪ AraffiC. eirCil/aref.l.fd; — rurrelf rib.c,option. . 10 - jiijthtl, odor. I .and j Enki,m.r., .1,..:.;:otorri ILii . trttorricnt the -2,11 7-2.11 17 , 'omprellensive Plan and 1.1aul hde,..ironmeritai I rapaci (!!!!E[ `,-;!) il he ireterertced us relevant arld necessar,. APPLK'.VS T : City of Src.:;:•.iri,.• LOCATION OF PROI,OS.k,i.: 1 lc pr()pt):,...11 is 1t ....mad in the City or Spokane Va[ley-s nortileast Lii.J;idrant 1-K)uncled. by Flora Road the I em 1 1.,....;11.,Lc.ific line 00 limos itt he east 11.1e L.enter Lirca can be further :..Lited at 47.411N 11709' 1) Fi Ft. ItNit HontirQd. 1. I . 1 111! j (10: i,-1:01-10Sii I is 1d..e1‘. 10/ 1 r.L.1111.1c..,rit aLlrerse inpaT an1.h,..• envitonniam it required Linde: 1,., pr.:nfitc..1 1h... 1- 11' ;wan:Tate:, sLJi]1neIIr1L 1 11117-2tit/ontprehen:flye Plan ...1.11J 1!!!•.• 1 1,•: addt.esse,..I in the oreirri.1 document 1 he .....oripretiens:,•, 1 'hi •[111_I ;'71 1 ,...101;11,::,. 1 1 Sk-,(ers,c; AND ( :0AINIFNL11,,f;•, drit tjllin itt 0 1!..L1 m!ii 1 ile Scope nt the S.1:10 es. ...ed licenses or rodinrcLI oci the • .1 on or hoore :::1111 pin April 3, 2(117. Sand urnnIa 0 CH:2". I iatc!... Spokane Ilev, 11707 I,. Avenue. 1110, Spo'imr.e. Valley, WA 02.1 or \Hu evrea 1 to ▪ Llfg I l'ItELICiSIVI: PLAN .3i.ND FELS: hc • L.;;5(' :ipol.,:anevallev..ory:cp .0 !-IdH11.1g2. 4•15%,,triu 1-..etvieen 0 1111 111 11 \ • it:, 11111 1 1 71,7 East Spr.r.;2uc. 0111 1 FF (1 1 •Put • i 1-1.1:47 Hates, Al( 1 Eiconorn lc 15 Is..-ipinent. Specialist, P11: (5119) 7211)-5315 or email 1:S/9..)•\ SHOT (1FIL1LIJ ' 0•11.,!!!!!!Fic‘ 1).‘ ry. Issi 1:1): N 7,17 : .\r , H.tim iiai ti) the commurmy Devel..ipm/nt ,::',2partment titin fourteen (14.1 i !Lk: ▪ I tolo isi iraeit L ratert und tnuke specite_. L.:cod:11 iicltsii tc the itt threshold d0,..1,- :1' ▪ cdndu..ted 0 cordon -mince with 'hy.pter 17 ',H.: .1pperdsli ol the Spo'e.:,ine kfuns:1 1 ill :s ...tdoptc,1 1.1,c1 ule p;t11 [hill 1 1.tia N-1111111. Mike Basinger, AlCP, Senior Planner, P11. (509) 72U-5331 or email Conic 1 nd...11.3. CA h.' SpoLtric Cih. (kr], PUBLISH: 03-05-2017 Section 3: Affected Environment, Impacts, and Mitigations 431Page 4.2 Draft EIS and Document Availablity NOTICE OF ISSUANCE AND AVAILABILITY ADOPTING AN EXISTING DOCUMENT OF THE CITY OF SPOKANE VALLEY FOR A PLANNED ACTION ORDINANCE AND SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT Notice is hereby given that the City of Spokane Valley has prepared an amendment to Title 21 of the Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60 SVMC Centennial Business Park Planned Action. To support the proposed amendment the City prepared a SEIS for the northeast industrial area. 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). 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 area can be further located at 47°41'32.2"N 117°09'48.2"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 BEING ADOPTED 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 are 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 the 20 -year planning horizon established in the Comprehensive Plan and FEIS. The SEIS reviews potential impacts to air quality, historic and cultural resources, water, and transportation. The SEIS also identifies mitigation measures to address identified impacts. DSEIS DATE OF ISSUANCE: November 23, 2018 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. January 22, 2019. 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: cbates@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. Section 3: Affected Environment, Impacts, and Mitigations 441 Page PUBLIC HEARING: December 13, 2018 - 6:00 p.m. (Planning Commission) DOCUMENT AVAILABILITY: The complete 2017-2037 Comprehensive Plan and FEIS are available for download at: www.spokanevalley.org/CP. The complete NIA-SEIS and associated draft development code are available at: www.spokanevalley.org/PlannedAction Copies of these documents are also available for public review during regular business hours at the following location: Spokane Valley City Hall 10210 East Sprague Avenue Suite 106 Spokane Valley, WA 99206 Copies are also available for purchase upon advanced notice for the cost of printing from the City of Spokane Valley at 10210 East Sprague Ave., Spokane Valley, WA 99206. If you have special accommodation needs, please contact the City of Spokane Valley at (509)-720-5000. CITY CONTACT: Chaz Bates, AICP, Economic Development Specialist SEPA RESPONSIBLE OFFICIAL: Mike Basinger, AICP, Economic Development Manager DATE: November 23, 2018 Carrie Koudelka, CMC Spokane Valley Deputy City Clerk PUBLISH: November 23, 2018 Section 3: Affected Environment, Impacts, and Mitigations 45 1 Page 4.3 Public Hearing SPOKANE VALLEY PLANNING COMMISSION Public Hearing for Code Text Amendment December 13, 2018, 6:00 p.m. The Spokane Valley Planning Commission will hold a public hearing December 13, 2018 at City Hall Council Chambers, 10210 East Sprague Avenue, Spokane Valley, WA 99206 at 6:00 p.m., to receive public testimony on the following proposal: FILE NUMBER: CTA -2018-0004 DESCRIPTION OF PROPOSAL: The City has prepared a 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. PROPONENT: City of Spokane Valley, 10210 E Sprague Avenue, Spokane Valley, WA 99206 HEARING PROCEDURES AND APPEALS: The Spokane Valley Planning Commission will conduct the hearing pursuant to Planning Commission rules of procedure. Interested persons may testify at the public hearing and may submit written comments and documents before or at the hearing. The Planning Commission may limit the time given to speakers. The Planning Commission will forward a recommendation on the proposed amendment to the Spokane Valley City Council. Appeals shall be pursuant to SVMC 17.90 Appeals. ENVIRONMENTAL DETERMINATION: Spokane Valley, acting as the Lead Agency, issued a Determination of Significance (DS) on March 3, 2017 pursuant to WAC 197-11-360. Comments on the scope of the EIS were accepted until April 3, 2017. The City has prepared a supplement to the 2017-2037 Comprehensive Plan and FEIS that was adopted on December 13, 2016. Comments on the draft Supplemental Environmental Impact Statement and code text amendment are being accepted until January 22, 2019. STAFF REPORT AND INSPECTION OF FILE: A staff report will be available for inspection seven (7) calendar days prior to the hearing, at Spokane Valley City Hall, 10210 East Sprague Avenue, Spokane Valley, WA between 8:00 am and 5:00 pm, Monday -Friday, excluding holidays. Please send written comments to Chaz Bates, Economic Development Specialist; 10210 East Sprague Avenue, Spokane Valley, WA 99206; (509) 720-5337; Fax (509) 921-1008; or send email to cbates@spokanevalley.org. NOTICE: Individuals planning to attend the meeting who require special assistance to accommodate physical, hearing, or other impairments, please contact the City Clerk at (509) 720-5000 as soon as possible so that arrangements may be made. Carrie Koudelka, CMC Spokane Valley Deputy City Clerk PUBLISH: 11-23 & 11-30, 2018 Section 3: Affected Environment, Impacts, and Mitigations 46 I Page 4.4 Final EIS and Document Availablity [To be inserted after adoption] Section 3: Affected Environment, Impacts, and Mitigations 471 Page 4.4 Distribution List City of Spokane Valley City Officials Mayor and City Council Planning Commission City Manager City Clerk City Attorney Other Agencies Local City of Liberty Lake City of Spokane County Spokane County Fire District No. 1 Spokane County Fire District No. 8 Spokane County Building and Planning State Department of Archeology & Historic Preservation Department of Resource and Conservation Department of Commerce Department of Ecology & SEPA Register Tribal Spokane Tribe of Indians Federal Federal Aviation Administration (FAA) — Seattle District Federal Emergency Management Agency (FEMA), Region X National Marine Fisheries Service - NOAA U.S. Army Corps of Engineers — Seattle District Utilities CenturyLink Avista Utilities Comcast Media Spokane Valley Herald Schools Central Valley School District No. 356 East Valley School District No. 361 Other Spokane County Joint Aquifer Board Spokane Regional Health District Spokane Regional Transportation Council Spokane Transit Authority Spokane County Library District Spokane Regional Clean Air Agency Community and Economic Development Director Human Resources Director Finance Director Parks & Recreation Director Police Chief Public Works Director City of Millwood Spokane County Division of Utilities Spokane County Water District No. 3 Department of Fish & Wildlife Department of Natural Resources Department of Transportation Department of Health U.S. Department of Agriculture, Natural Resources Conservation Service (NRCS) U.S. Environmental Protection Agency, Region X U.S. Department of Homeland Security, Region X Consolidated Irrigation District No. 19 Spokesman Review West Valley School District No. 363 Holiday Trailer Court Kaiser Aluminum Pinecroft Mobile Home Park Spokane Business & Industrial Park Section 4: Notices 48 1 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 draft SEIS The 60 -day comment period closed on January 24, 2019. No written comments were received on the SEIS. One public comment was made at the public hearing held December 13, 2018 at the Planning Commission. This comment and response is noted below. Name Comment Response 1 John Patrouch Would like to see the light trespass and ground water protections added Lighting was not considered in the scope of the environmental analysis. The city has exiting standards related to light trespass. Comment noted. Surface water and water runoff were addressed in the environmental analysis and it was determined existing regulations provide sufficient mitigation for the proposed impacts. See Section 3.2 of the supplemental Environmental Impact Analysis. Comment noted. Section 5: Scoping Comments and Response to Comments DSEIS 49 I Page APPENDIX A: ExisTING TRANSPORTATION CONDITIONS REPORT FOR SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PA O Existing Transportation Conditions Report Spokane Valley Northeast Industrial Area PAO Prepared for: City of Spokane Valley Updated June 2016 SE17-0508 FEHR ' 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 Wellesley Av Heroy Av BNSF RH broad A,+ Rich Av Trent Av f •+ y IndustrialPark;Lt- - - Industrial Park B St Industrial-Park-C-St'*°"1 '-'v3 I 1 1 1 d y - I a Euclid Av a 1 a Marietta Av ro rs am Broadway Av Valleyway Av 0.25 0.5 1 V Afles Montgomery Av Knox Av Arc St Are Rd Cataldo Av Buckeye As Mission Av Sinto Av E, Sharp Av adore Av Alki Av v+l� Pv FN' Liberty Lake I� �I Study Area (PAO) Spokane Valley City Limits 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 3 1 P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 2. Study area aerial view v4 6/16/17 111111If L., Study Area Spokane Valley CRY LMits 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 Street Dir. Class # of Posted ADT Lanes Speed (% trucks) Miles in % curb study & area gutter Major intersecting streets nearby Barker Road N -S Minor Arterial 2 45 mph 5,500 (12%) 0.9 3% Trent Avenue, 1-90, Appleway Avenue Flora Road N -S Minor Arterial 2 35 mph 1,900 (16%) 0.9 0% Trent Avenue Euclid Avenue E -W Collector 2 35 mph 2,800 (17%) 1.5 0% Barker Road, Flora Road, Sullivan Road Existing Transportation Network 4IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 4. Existing street classification and average daily traffic (ADT) m 3500 10100 Broad Av 3500 Hetoq Av O O WE II rsIE. Rich Av - - 19900 Yrent Av __ 22400 BNSF RR 55100 s�� • • • 1 1 1 " • • 1 r Industrial Park B St o O N fc Industrial-Pai•k-C"S't-4l l a' 1 1 1 ,n—,..�f}—°ri, u :•,,, 'nom' T » 1 I 1 I y p1 Marietta Pv 4100 Fera Pit Rd thdrar . 4, m g 4 9500 .9300 .,i,21000 5100 900 if.' Alki Av P S 'i. ,� a Vallayway Avl'''r Cy 536 5 Main Av 10, 7600 a r I 2400 Montgomery Av °2 Knox Av o irc2 2 4600 0 2300 Buckeye Av Mis Sian Av 4100 8 g Sinto A F, Sharp A L.7 Catalda Av 1 v4 6/16/17 Union Pac SP" tic Liberty Lake PCP" N dos, Av Collector Minor Arterial Principal A rterial Study Area Spokane Valley City Limits 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 1 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 Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. 0-10 0-10 B Stable operating conditions. 10-20 10-15 Stable operating conditions, but individual motoristsC are affected by the interaction with other motorists. 20-35 15-25 D High density of motorists, but stable flow. 35-55 25-35 E Near -capacity operations, with speeds reduced to a low but uniform speed 55-80 35-50 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 6IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 • 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 BNSF RR a a . - m v a co Wellesley Av Weroy Av Rich Av Trent Av y Industrial Park; Lt. - - Industrial Park B St a ✓ Industrial-Paii-k-C-SL`r�+ 1 'y" L. --J2 • i . u, -ti --J21 r a W n • Euclid Av 4 Marietta Pv P14"a Pit Rd qy Broadway Av 0 a. Valleyway Av 0 0.25 0.5 1 8 rvEles rt 1 a 1 C 1 1 1 Montgomery Av Knox As Arc St Arc Rd Cataldo A5 iCC 3 0 Buckeye Av 0 2 cc fission Av Sinto As Sharp Av mane Pv Av 8 1 a 1 a �0ian e J akane Rive Liberty Lake • • • 1. _1 Study Area (PAO) Spokane Valley City Limits 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 Intersection Type AM Peak Delay (secs) LOS PM Peak Delay (secs) LOS Approach reported (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 7IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 Intersection Type AM Peak Delay (secs) LOS PM Peak Delay (secs) LOS Approach reported (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 1 Page 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 Spokane Valley Northeast Industrial Area PAO Figure 8. Existing transit network Broad Ay Wellesley As Heroy Av Rich Av Trent Av Industrial Park A St G r . Industrial Park B St BNSF Fri w N InduStriaal-Park-C'St�+'X11 1 1 451/-13 1 Euclid As 4A c a Marietta PJ NO ■ 1 1 1 1 1 1 ■ 11 1 mi 1r ■ M1 1 K 1 F6 ra Pit Rd naq -o a n cb -c a z a ere li • Broadway As a -a j C m m c 0 Valleyway Ay c a 4 Montgomery Av °d Knox As 8 vy 2¢ P 5 g 5into A FSharp A m to Alki Ay Buckeye Av Route 98 v4 6/16/17 pea Rv Ft UNC f,rAkprre Rai. 0 a ssion • v < AJ 1300° vivo, Ay Liberty Lake zeo © STA Bus Stops STA Bus Routes Pm - 1 Study Area 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 P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 9. Existing bicycle network BNSF RR Wellesley Av Heroy Av Broad Av Rich Av hent Av r e industrial ParkiiA St- - Industrial Park B St - Indus trial-Park-CSi-4, 31 I I 1_,10. Euclid Av1 v4 6/16/17 Marietta Wv Buckeye Av ISSiOn Av - Sinto Av a m Sharp A ,pone Av go LJ rnkcme Rrii.� Liberty Lake Bike Friendly Route Existing Bike Lane Existing Shared Use Patfl 1 Study Area Spokane Valley City Limits 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 1 Page DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 10. Existing sidewalk network SNSF RR Wellesley Av "eroy Av Broad Av Rich Av Trent Av Industrial ParkLALt— — v4 6/16/17 .1 1 1 1 1 1 1 sro 1 1 1 Industrial Park B St 1 1 se M u Industrial-Park'CSt'*r�"�xm 1 5 ., 1 g re) 1 N c 7. Euclid Av I n I arietta jv Ptcktna Rd 9y Broadway] Av I es no ValletalAv Buckeye Av on `r. Montgomery Av nn Cataldo Av a _ 091 GC iv Soto Avl g Sharp Ay t7 J sp.()i v ' Rri. Liberty Lake Alki Av 03wtev e' L R�1Av t3;xp0 — Existing Sidewalks 1. . Study Area Railroads Spokane VaAey City Limits 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 ( P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 11. Truck route classification and at -grade railroad crossing locations Broad Av Wellesley Av Heroy Av v4 6/16/17 Rich Av Tient AJ Industrial ParkSA ▪ St- - Industrial Park 6 St w � Industr l-Park-C'St-4 2 t f I 1 �4 NN -'97'4\1...Euclid AV — a Marietta Ay rr 2 1 Montgomery Av � m 9L A Knox Av a Q CataIdo Av a m 2c o 'Mission Av -0 iu `,4 Sint!) ¢. ZSharp A Boogie m .p Broadway Av _m.�.‹.— to F nq a`.cc Valleyway Av = C c V L >= s a U to Alki Av I� AU Av _J sA(E' Reu'Fa Liberty Lake Route Classification . .. T-17> 10 mullion mnslyear - T-2 4-10 millicn tons/year - T-37300,000-4 mullion tonstyear At -Grade Railroad Crossings Railroads •1 -� Study Area (PAO) 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 ( P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 12. Operating characteristics of at -grade rail crossings in the study area v4 6/16/17 Railroad Street Crossing Average Typical Gates Down Trains Train Average/Max per Day Frequency (minutes) Typical List of Crashes Train Speed (1975-2016) BNSF Barker Road 54 10-90 mins 3:00/4:30 1 - 79 mph • 1991 - Fatality Flora Road 54 10-90 mins No data 1 - 79 mph • 1975 — no injury • 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 141 Page 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 (Project #) Year Agency Responsible In Study Area? Euclid Avenue Reconstruction — Flora to Barker Replace roadway and widen shoulders as part of new sanitary -sewer installation 2017 CIP 2017 Spokane Valley & Spokane County Yes Sullivan/Euclid - Concrete Intersection Reconstruct intersection in concrete pavement (slight change in lane configuration) 6 -year TIP (#16) 2017 City of Spokane Valley No Barker Road — Euclid to Trent Reconstruct to 3 -lane urban section 6 -year TIP (#36) 2021 City of Spokane Valley Yes Barker Road Improvement Project— Appleway to 190 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 6 -year TIP (#37) 2021 City of Spokane Valley No Barker Road Improvement Project— Spokane River to Euclid Reconstruct and widen to 3 -lane urban section 6 -year TIP (#41) 2021 City of Spokane Valley No Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 6 -year TIP (#42) 2021 City of Spokane Valley Yes I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 Plan (#12) 2020 WSDOT No Existing Transportation Network 15IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 Project Description Program (Project #) Year Agency Responsible In Study Area? Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks Horizon 2040 Plan (#29) 2031- 2040 City of Spokane Valley No 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 ( P a g e 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 1 P a g e APPENDIX B: SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PA O TRAFFIC ANALYSIS FOR PHASE 1, PHASE2, AND PHASE 3 FEHRt 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 SE17-0508 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, 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 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 Figure 1: Vehicle Trip Generation 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. Trip Generator Employees AM Peak Hour In Out PM Peak Hour In Out Weekday Total Project #1 Project #2, 1st Shift Project #2, 2nd Shift Light Industrial 150 56 10 13 50 473 Light Industrial 125 46 9 11 42 399 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. 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 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% 28°/i ro 1 2 , 1 PAO Montgomery Av �▪ - Knox Av � a oc m d. Buckeye Av e � a cc -c. • ` Missi -0 rr Sinto Av 2% a v Sharp Av Boone Av Cataldo Av 19% 5% Sp(i e /Ter CC 0 Alki Av 10% cor„1eV pv Page 13 Liberty Lake 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 of Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. B Stable operating conditions. 0-10 10-20 C Stable operating conditions, but individual motorists 20-35 are affected by the interaction with other motorists. 0-10 10-15 15-25 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 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 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 Intersection along Barker Road Existing (2017) AM Peak Delay LOS PM Peak Delay LOS Phase 1 (2019) AM PEAK Delay LOS PM PEAK Delay LOS Approach Trent Ave Site Access Rd Euclid Ave (north) Euclid Ave (south) Mission Ave 1-90 westbound 1-90 eastbound' SSSC 59 F2 41 E 139 F2 90 F2 NB SSSC n/a n/a n/a n/a 11 B 12 B SBL/WB SSSC 10 B 11 B 11 B 13 B EB SSSC 12 B 15 C 14 B 20 C WB Signal 13 B 17 B 14 B 15 B Signal 68 E 43 D 92 F 46 D 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 5 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 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 6 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 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 t m co N_ 7 0 9 (46) 10 (53) s..e access road 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 2003s. 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) 7 201 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 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 85t" percentile speed, mph: Percent of left -turns in advancing volume {VA), %: Advancing volume (VA), veh/h: Opposing volume (Vo), veh/h: OUTPUT 45 27% 193 169 Variable Value 195 Guidance for determining the need for a major -road left -turn bay: Umiting advancing volume (VA), vehfh: Left -turn treatment NOT warranted. CALIBRATION CONSTANTS Variable Value Average time for making left -turn, s: Critical headway. s: Average time for left -tum vehicle to clear the advancing lane, s: OPF 800 700 600 500 400 300 200 100 0 0 Lun-Iurw..- trnaunontnot warTentted. L.rtI-turn truatrnrelit •�:n4entra. 100 200 300 400 500 600 Advancing Volume (VA,), vehlh 700 Figure 7: PM peak left -turn lane warrant on Barker Road at future site access road intersection Value 1( Variable 85' percentile speed, mph: Percent of left -turns in advancing volume 0Vl, 'Yr.! Advancing volume (VA). veh/h: Opposing volume (Va), veh/h• OUTPUT Variable Value imiting advancing volume (VA), veh/h: 23 Guidance for determining the need for a major -road lem-tum bay: Left -turn treatment NOT warranted. CALIBRATION CONSTANTS Variable Value Average time for making left -tum, s: 4.3 Critical headway. s: 6.0 Average time for left -turn vehicle to clear the advancing lane, s: 3.2 - 800 i 700 0 600 ro 500 400 0 > 300 200 c 100 0 a 0 0 treatment not irar,in4 LuI -JLL:rw,"Jwi ntnl 100 200 300 400 500 600 Advancing Volume (VA), vehlh 700 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 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 Railroad Crossing Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB PM Peak EINC:1 SB BNSF UP Average (50th percentile) 54 3 minutes 175 300 375 325 Worst Case (95th percentile) 54 4.5 minutes 325 525 650 525 Average (50th percentile) 9 2 minutes 400 275 300 650 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 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) Barker Road Trent Ave Turn Lanes Ell WBL Unused Storage 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. 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 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. 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 getjust 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 getjust 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 FEHRt 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 SE17-0508 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) Wellesley Av Heroy Av Industrial Park 1st St Broad Av Rich Av Trent Av 1 s Industrial Park;Lt. - Industrial Park B St - Industrial -Park -C -St `^+ Xro 1 f a 1 I-vt 1 Marietta Av Sullivan RdY 1ndrane Euclid Av Fora Pit Rd 1 1 1 1 1 ate'. - - -1 m 1 n PacficII 4 1 Broadway Av Valleyway Av cr cr c 0 Montgomery Av °. Knox Av rr Cataldo Av cr c ro cc 2 p4 cc v M Sinto An E, Sharp Boone Av v 1 Buckeye Av sPnkarre River Mission Av Alki Av Co \e' Wv 0 WPP Wv Av Page 11 Liberty Lake 1. .1 Study Area (PAO) Spokane Valley City Limits 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 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 Phase 2 Development Scenario Year LOS D threshold would be exceeded With no new development in the Northeast Industrial Area With 75% of the 2015-2040 forecast growth in the Northeast Industrial Area With 100% of the 2015-2040 forecast growth in the Northeast Industrial Area 2025 2032 2026 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 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 FEHRt 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 SE17-0508 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 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 8NSF RR Figure 1: Intersections Included in Phase 3 Traffic Analysis Broad Av Wellesley Av Heroy As Rich As Trent AS 1 Industrial Park;.t. - - Industrial Park B St - ▪ Industrial-Park-CS't*6-,* 1 ▪ 1 1 �n�% 1 1 Marietta Av Euclid Av ig a 05 r1 1 1 1 a1=Ema S 1 1 1 1 1 Buckeye Av � P. 0 spowne kl.e Si m Montgomery Av -L p Knox Av 00 ce • 0C- C C -a c a c dission As -0 N s Sinto Av v v ac ribi Sharp Aaoone �' a -o cc '" v cc -o Broadway As q C m Q„o Valleyway Av m 0 0 525 05 1 '-' Miles Catal do Av a a METHODOLOGY AIki Av Pv PPP,eWaY F iyixon Av Liberty Lake 1. .1 Study Area (PAO) Spokane Valley City Limits 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 1 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 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 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 Section of the Northeast Industrial Area 2015-2040 Employment Growth PM Peak Hour Trips In Out Total West of Flora Road Between Flora Road and Barker Road East of Barker Road 340 60 100 160 1,460 250 430 680 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 Direction Via primary road/street % Trips by trip end location East of Flora Rd West of Flora Rd Northwest Southwest Flora Road (north) Trent Avenue (west) Sullivan Road (north) 8% 20% 3% 0% 24% 22% Mission Avenue or I-90 (west of Barker) 11% N/A Mission/Indiana Ave or I-90 (w/o Sullivan) N/A 11% Sullivan Road (south of Marietta Ave) 14% 33% Sullivan Road (south of I-90) 4 N/A 22% Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 East South Local Wellesley Avenue (east) 11% 2% Trent Avenue (east) 2% 3% Euclid Avenue (east) 10% 6% Mission/Indiana Ave or I-90 (e/o Barker) 4% 5% Barker Road (south) 7% 2% Nearby local streets 13% 3% Figure 4: 2040 trip distribution from Northeast Industrial Area east of Flora Road Broad As Wellesley Av F{eroy Av 3% Rich Av 20% Trent L r Industrial Park4ALt_. . 'I% BNSF RR Industrial Park 1st St hndustrial Park B St Industr alPark-Cyt{ `'�� 1 oI Euclid Av f4°/ %a local trips) Montgomery Av pG A Buckeye As pacr" R 0% m 5 E 6 Progress Rd '47 4.ArtRd bcharya Broadway Av 025 05 Valleyway Av t 0 Alki Av Page 15 AS c rnkane R/ Liberty Lake E..1 Study Area (PAO) Spokane Valley City Limits 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 Wellesley Av -teroy As 24% Tr 229/0Rich Trent Ay NSF RR 1 Industrial Park;Lt. Industrial Park 8 St1 cc il • hndustrial-ParkCS'tfi�,-'—'721 v Y 21 ,' 1 1 • Euclid Av S 1 Marietta PO Ao local trips) Montgomery Ay °� m �4 A E ▪ Broadway Ay cra crm ,S.°-'n a Valleyway Av 0 025 0.5 1 u Mires Knox AS Arc St Arc Rd Cataldo AV u Buckeye Av Mission As v Sinto Av 5% a 5 Sharp Av M1e P w Alki Av codes! pv �Pv 2% Liberty Lake 1. .1 Study Area (PAO] Spokane Valley City Limits 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. 6 Broad Av Wellesley Av Heroy Av Rich Av 5 Trent AV Industrial Park;Lt - - - Industrial Park R Sttti - 1 ▪ Industri`al-Pai'k-C'5t— 1{.; 1 � I r A 1 e w A T3 Euclid Av C c N Marietta PO a1--�1 ro 1 1 1 1 1 1 1 onion F Montgomery Av IN • Buckeye Av spo' 01 m Knox Av F/o"a Pit Rd Ind/and 94 Broadway AV cc Arc St Arc Rd o 0 Cataldo Av 8 cc -o cc :o iiiscion Av o F, Q ro Sinto Av v O P,', Sharp Av BO 8 Alki Av 4) v . _,.raV F 1. Barker Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 1 3. Barker Rd/Euclid Ave (south) 4. Barker Rd/E Buckeye Ave 5. Barker Rd/E Riverway Ave r65 (34) E.oiiao—mo.��w'r° 207 (322) 21 (78) ® 4412 ((03) 240 (350) 11 (16) ® �1411 ((E31)7) 0.�� foe m M"oP`.� 4'. 8(2)1,023(512) 47 (1 2) ) 387 (1,021)—. 96 (142) —4,46 Y ® w 31(9) (172) ® }r 03 N N '1".r N 7 (5) 0 0 17 (17) • ' 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 m 6 (31) 230 (404) ti 402 (394) r 5 (17) •21 (8) _95 (46) m 18 (19) 87(82) r180 (79) c,"� m EOoo.. 4L ®3 (13) 4-0(0) 7 (4) vIoe 0.80 a,m. 9 (42) 21 (51) 21(63) �,�o ,ia 37 (14) • f Ir 41(119) 41 (115) i (54) F 0(0) 1 (0) 14 (11) ® 44(66) 13 (22) —4.43 19 (26) �r >' 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 EB I 80160 ® r�M g 178 (40) "4=979 (564) 1r 59 (14) rii^ "' 1.82 h 25 (28) ((25 87)) N o �,oi�ao-: 4 CD e eI lii I a.,.Mo- 1 107 (76) X 2 (0) 163 (64) (437)E 0 (0) 127 (574) 44 (12) 429 (1,128) ti 70 (14) ®¢ m e 87 (130) 9 (2) • 11 al in L16. Sullivan Rd/EB Trent Ave 17. Sullivan Rd/Euclid Ave 18. Del Rey Drlrrent Ave 1. EB neuro- 3 IIII E.oiao— ++ w_ 66(98) �--13(5) r 411(127) & .,.M® X6(18) 1,161 (580) 88 (27) 0 (0) 323 (206) '' 27 (71) 4 (16) 31 (111) )4 r 977J 467 (1,209) - Legend Traffic Signal • Stop Sign AM(PM) Peak Hour Traffic Volume Figure 6 Peak Hour Traffic Volumes and Lane Configurations Existing (2017) Conditions Broad AV Wellesley Av Heroy Av Rich Av Trent Av 1 Industrial ParktALt Industrial Park B St a • Industrial-Pai•k-C'S't��X� 1 . Y 1 _ - I 1 I I 4 v Euclid Av C � Marietta Fv a n H Broadway Av - Montgomery Av Buckeye Av Knox Av Cataldo Av Legend 0.® 2 1 1 1 1 1 1 1 1 onion 1 R G c, ssion Av 0 a Sinto Av v Sharp Av woone Pv U S Alki Av 12 Traffic Signal 1 Stop Sign AM(PM) Peak Hour Traffic Volume Pv spok 0 1a. Barker RdNVellesley Rd 1b. Wellesley Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 3. Barker Rd/Euclid Ave (south) 1 4. Barker Rd/E Buckeye Ave 215 (260) X 35 (3) 830 (315) r 60 (30) � E..iido-m..ro 230 (135) 210 (205) i 1055450) 6 E..ido-a.uro 335 (540) 20 (25) 20 (20) � 70 (8) Ee.neyeare 130 (1751_, 110 (100) S m 240 (825)=.1. 180 (245) -N1 $UN 177 a N 10 (15) 115 (305) . &a 811,131 tD to 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 I msµ o- L • 15 (10) � 5 () 70 (3) & = 0 o r i.d,,., ..dd 15 (45) 405 (520) ti 4- 505 (625) r 20 (20) • 25 (2) �.�d u� o °= m_ - r2 M,s�..o- �i� 80 (90) ..— 205 (160) r 160 (90) m o `. ` I^"E' • 10 (50) 4- 0 (0) 100} (135) 5 (10) 0 (0) 25 (25) • r 20 (25) _. 55 (2) ® f180im1,4,0). r m 180 (230) 105 (260) 140 (75) i 0 (0) 5 (0)411 25 (30) • r' a -G -a- Mte 10. Barker RdNVB-90 Ramps 11. Barker Rd/EB 1-90 Ramps 12a. Flora Rd/Trent Ave (RR x-ing open) 12b. Floralfrent RR x-ing closed) 13. Flora Rd/Euclid . m m 1I� i Ave North • 40 ( 7)180)) o P" 50 (215) 0 (0)m 105 (70) • l ..111161 n o 240 (440) 0 (0) Z 140 (745) •165 LT `. m ® r�yP 185 (50) r 995 (575) r65 (2) u "' ® �y 300 (135) r 1,000 (770) 45 (15) ti 440 (1,150) 160 (420) -111 ® 45 (15 -1,,e 595 (1,155) r 14. /Euclid Ave South 15. Sullivan RdNVB Trent Ave 16. Sullivan Rd/EB Trent Ave o 17. Sullivan Rd/Euclid Ave 18. Del Rey Drlfrent Ave E..1,d A,.. S... 4 a II wa.,w�o- 41 250 (150) X0(0) 170 (70) £ Wim E..,m�,... � £ oIINN E,md... ++ X100 (150) r 20(30) r90 (215) 092 .,w® X15 (4) X1,170(590) 240 (250)_Jr 10 (5 ® t :> 105 (35) 2 (5) 335 (275) ?} r 45 (110) 55 (25)4, 35 (165) tt 20 95 — 475 (1,22) y Figure 7 Peak Hour Traffic Volumes and Lane Configurations Future (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 Level of Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. B Stable operating conditions. 0-10 10-20 C Stable operating conditions, but individual motorists 20-35 are affected by the interaction with other motorists. 0-10 10-15 15-25 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. 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 Intersection AM Peak Delay LOS PM Peak Delay LOS Approach 1. Barker Rd/ Trent Ave 2. Barker Rd/ Euclid Ave (north) 3. Barker Rd/ Euclid Ave (south) SSSC 12 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 SSSC SSSC 59 10 F2 A B 41 11 17 E B C NB EB WB 10 Approach Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 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 Intersection AM Peak Delay LOS PM Peak Delay LOS la. Barker Rd/ Wellesley Ave' lb. Wellesley Ave/ Trent Ave' Signal or 28 C 25 C Roundabout 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 December 21, 2017 12a. Flora Rd/ Trent Ave (if Flora Rd/BNSF rail crossing is open2) 12b. Flora Rd/Trent Ave (if Flora Rd/BNSF rail crossing is closed3) SSSC >300 F5 >300 F5 SB/NB SSSC 174 F5 >300 F5 SB 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) Barker Road Segment Peak Hour Volume (highest approach) 2040 Peak Hour Volume (highest 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 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 SB 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 Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB Average (50th percentile) Worst Case Thru Trains (95th percentile) 9 2 minutes 300 250 225 500 9 4 minutes 700 250 525 1,050 Figure 13: 2040 vehicle queue length, Barker Road/UP at -grade rail crossing when gates are down Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB SB Average (50th percentile) Worst Case Thru Trains (95th percentile) Worst Case Trains Accessing 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. 9 2 minutes 600 375 400 975 9 4 minutes 1,275 800 875 2,025 unknown 6 minutes 1,875 1,200 1,275 3,000 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 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. 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 (Non -Capacity Projects) Description Intelligent Transportation Systems Commute Trip Reduction and Transportation Demand Management Programs Coordinate with Spokane Transit Authority Continue implementing Intelligent Transportation Systems (ITS), which include signal coordination, adaptive signal control, incident reporting, and other technologies. Coordinate with the Regional Transportation Management Center. Implement the Spokane Valley Commute Trip Reduction Implementation Plan Update: 2015-2019. Work with employers to provide information, marketing materials, training, and support to reduce drive -alone commuting to workplaces in Spokane Valley. Continue to work with Spokane Transit Authority to implement transit service improvements, including High Capacity Transit on 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 Encourage Infill and Higher Density Development Pedestrian and Bicycle Infrastructure As identified in the Land Use Element, infill and higher density development is envisioned along many of the Valley's major 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 network identified in the Pedestrian and Bicycle Master Program 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 Wellesley Av Nerdy Av Bich Av Trent AY Industrial Park 1.11, Industrial Park. B 5t 1 ae In du5t!ia'-: rdirC51- 7"--1I } r Euclid Av 1 Marietta Av 2 • . r Buckeye Av Montgomery Al F-57 Broadway Av valleywav Av 1 8 �Inrri lilea Cataldo As c n q se Mesion Av Sinto Av E Sharp Av w Alki As Av Lw PPPW4°t Com �pN Pv 14”:00 Av Liberty Lake •_1 Study Area (PAO) Spokane Walley City Limits 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 1 3 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 Degrades LOS/Queueing 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 to 1-90) Phase 2 LOS E Barker Road/Boone Avenue Phase 3 299 seconds/ LOS F — PM peak hour Flora Road/Trent Avenue (BNSF grade crossing open) Phase 3 >300 seconds/ LOS F — AM & PM peak hour Flora Road/Trent Avenue (BNSF grade crossing closed) Phase 3 290 seconds/ LOS F — AM peak hour 153 seconds/ LOS F — PM peak hour Barker Road/Euclid Avenue (south) Phase 3 600 ft. queue — 50th percentile, NB direction, AM peak hour 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 (Project #) Year Agency Responsible In Study Area? Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 2018-2023 TIP (#4) 2021 City of Spokane Valley Yes Barker Road — Euclid to Trent Reconstruct to 3 -lane urban section 2018-2023 TIP (#20) 2021 City of Spokane Valley Yes Barker Road Improvement Project — Applewayto 1-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 2018-2023 TIP (#21) 2021 City of Spokane Valley No Barker Road Improvement Project — Spokane River to Euclid Reconstruct and widen to 3- lane urban section 2018-2023 TIP (#25) 2022 City of Spokane Valley No Spokane Valley Northeast Industrial Area Planned Action Ordinance 41 Page INFRASTRUCTURE PLAN 8/16/18 Project Description Program Year Agency In Study (Project #) Responsible Area? I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 PIan (#12) 2020 WSDOT No Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track and add capacity) Horizon 2040 PIan (#29) 2031- 2040 City of Spokane Valley, BNSF No 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 1 Page 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/I-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 6 1 Page 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 signal equipment Each mast arm $ 6,000 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 Cul -de -sac Construction of new cul-de-sac with a 50 - foot radius Each $ 100,000 Additional Costs Right-of-way (partial) Cost of acquiring right-of-way for part of a parcel Square Foot $ 5 Right-of-way (full) Cost of acquiring right-of-way for the entire parcel Spokane County Assessor's Value times 1.1 to reflect actual market value Drainage Cost to provide proper stormwater drainage to the affected area 20% of "hard" costs above 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 71 'age INFRASTRUCTURE PLAN 8/16/18 Element Description Unit Quantity Unit Cost (2017 dollars) Contingency Cost contingency for potential for unexpected drainage/utility/earthwork conflicts; WSDOT coordination 30% of "hard" costs above 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 realignment 3 Reroute Cataldo Avenue to intersect Boone Avenue instead of Barker Road; add a cul-de-sac to Cataldo Avenue at existing intersection with Barker Road $ 1,377,000 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 Avenue Add a signal with left turn lanes on Flora Road or convert to a roundabout $ 2,163,0001 Barker Road/Euclid3 Avenue (south) Add northbound right -turn lane and westbound left- turn lane and sign/strip "do not block intersection" $ 244,000 Barker Road/Boone Avenue 3 Add a permanent signal with northbound left and right turn pockets or a roundabout accommodating two lanes of traffic on Barker Road $ 2,214,0001 Barker Road — Euclid to Trent Already Planned (2021) Reconstruct to 3 -lane urban section $ 4,184,000 Barker Road — Spokane River to Euclid Already Planned (2022) Reconstruct to 3 -lane urban section $ 3,302,000 Sullivan Road Bridge over Trent Already Planned (2031- 2040) Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track and add capacity) see below2 1. To be conservative, the highest cost option (a roundabout) was used. 2. 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 Northeast Industrial Area based on a fair -share cost estimate. The fair -share financial contribution is Spokane Valley Northeast Industrial Area Planned Action Ordinance 81 3 a g e INFRASTRUCTURE PLAN 8/16/18 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 Project Location Development Phase Interim signal at Barker Rd/Boone Ave Phase 1 only Portion of future traffic from Northeast Industrial Areal 4.0%2 Estimated Total Project Cost (2017 dollars) $ 198,000 Northeast Industrial Area Fair - Share Cost $ 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 below3 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. Spokane Valley Northeast Industrial Area Planned Action Ordinance 9 1 Page 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 $2,725: $ 3,215,000 (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) = $2,725 per PM peak hour trip. Spokane Valley Northeast Industrial Area Planned Action Ordinance 10 1 'age INFRASTRUCTURE PLAN 8/16/18 Projects that Benefit Phase 1, 2 and 3 Development To estimate the cost per PM peak hour trip for the Cataldo Avenue realignment, which would benefit Phase 1, 2 and 3 development, the estimated fair -share cost of that project ($ 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 $2,831 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 $2,831. 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. Projects by Phase Fair -Share Cost Forecast PM Peak Trips Phase 1 Cost per Phase 3 Cost per 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 $3,214,558 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 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 1 Page 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 $2,831 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 $500,000 (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 'age 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 'age 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 1 Page APPENDIX D: GENERAL SEWER SUMMARY PACKET FOR PLANNED ACTION ORDINANCE APPLICATIONS Spokane County WASHINGTON GENERAL SEWER SUMMARY PACKET for Planned Action Ordinance Applications ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director This packet presents Spokane County Environmental Services' process and requirements relative to the sewer system for development within the City of Spokane Valley's Northeast Industrial Area (NIA). The City of Spokane Valley's NIA is within Spokane County's sanitary sewer service area. Please read and understand this letter, so plan review and permitting can be completed in a timely manner. Sewer Planning Requirements Form for Planned Action Ordinance Applications The purpose of the attached Sewer Planning Requirements Form is to ensure that the developer, or their agent, and Spokane County Environmental Services (Environmental Services) have a preliminary conversation and project review regarding the specific sewer requirements prior to starting the sewer design for each project. This discussion will help clarify if any public sewer extension is required. Public sewer extensions can greatly impact both cost and timing for the completion of a project. Project Sewer Plan Review & Acceptance for Construction Construction plans for the sewage collection system need to be submitted and accepted by Environmental Services. These plans will determine the project's permitting requirements. Generally, all developments that require public or private sanitary sewer service (8" pipe or larger) need to be submitted as a separate sewer submittal package with at least a cover sheet, plan and profiles, and a detail sheet for any specific project construction details and applicable Spokane County standard plans. The construction drawings need to be submitted on 24" X 36" plan sheets. For projects that will require public sewer installation, the developer's construction engineer shall submit a letter of intent to provide construction inspection and record drawing services prior to the Environmental Services' acceptance of the plans for construction. For developments that require a private 6" sanitary sewer, a single sheet plan submittal may suffice. While profiles are not required, cleanout rims, pipe invert elevations, lengths, slopes and building finished floor elevations need to be clearly labeled. Additional details and applicable Spokane County standard plans may be required. The construction drawings need to be submitted on 24" X 36" plan sheets. Installation of all 4" and 6" sanitary sewer pipe and all building connections must be permitted and inspected by an Environmental Services sewer inspector. The attached Commercial Water Usage Estimate Form shall be included with the first plan submittal to Environmental Services. The water usage estimate will be used to determine the sewer connection charges and the monthly sewer service fees. Not having this form completed early, prior to the permitting phase, can cause delays when building permits are ready for issuance. Also to be included with the first submittal is the attached industrial pretreatment questionnaire, "Short Form Survey of Nonresidential Establishments". This form is used to determine whether any on- site pretreatment will be required prior to discharge in the County sewer system. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 1 of 4 General Sewer Summary Packet, Revised 4/30/18 Project Specific Summary Letter After plans are reviewed, a Project Specific Summary Letter will be provided if it is deemed necessary by Environmental Services. This letter will stipulate the project specific sewer requirements and must be signed and returned to Environmental Services. Preconstruction Meeting, Project Inspection, Engineer's Statement, and Record Drawings A Preconstruction meeting is mandatory for all projects within the NIA. Call your plan reviewer to schedule a time and place for the meeting. Normally, a preconstruction meeting should have the contractor and engineer present. For projects with 8" (or greater) sanitary sewer, the developer, design engineer, construction management or Inspection Company and the contractor should all be in attendance. During construction of the 8" (or greater) sanitary sewer, the sewer system must be inspected and tested in full accordance with the County's Project Construction Certification Procedures for Road, Drainage, And Sewer Projects dated January 2018. This includes continuous inspection during all times that pipe laying is underway for both mainline and side sewers. Television inspection of the system must be coordinated by your engineer with Environmental Services, prior to paving operations (pre - pave video inspection), and after completion of paving (post -pave video inspection). Upon completion of all construction and associated testing, your construction engineer must provide the required Engineer's Certification Statement, as well as acceptable record drawings for the sewer system. Sewer construction, inspections, record drawings and engineer's statements shall conform to the requirements set forth in the Spokane County Project Construction Certification Procedures for Road, Drainage and Sewer Projects dated January 2018. Sewage Collection System Acceptance, Financial Security, and Warranty Following Environmental Services' receipt of: 1) The Engineer's Certification Statement 2) Acceptable record drawings 3) Documentation of sewer construction costs (Public Sewer only) 4) Approved financial security instrument for the warranty period (Public Sewer only) Environmental Services will accept the public portion of the sewer system (8 -inch sewer mains or larger) for operation and maintenance. This acceptance will be subject to a one-year warranty period, and the financial security shall remain in place throughout the warranty period. The amount of the financial security for the warranty period will be based on representative 25% of the estimated construction cost of the system as calculated by Environmental Services. A calculation of the required sewer bond amount will be provided after the first plan submittal. Sewer Connection Charges Following submittal and review of Plans, a Sewer Connection Charge Agreement form must be completed by Environmental Services and signed by the Owner. Work directly with your plan reviewer on the Sewer Connection Charge Agreement. Developments located within the NIA will be subject to a Special Connection Charge (SCC), in addition to a General Facility Charge (GFC) as stipulated in the 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 2 of 4 General Sewer Summary Packet, Revised 4/30/18 County Sanitary Sewer Ordinance. The sewer connection charges, as outlined in Spokane County Code Article 8.03.1247, is calculated based on a dollar amount per Equivalent Residential Unit (ERU). An ERU is 800 cubic feet of non -irrigation water usage per month. For budgeting purposes, the current SCC is $3,560.00 per Equivalent Residential Unit (ERU). The current GFC has been set at $4,630 per ERU. Therefore, total connection charges are currently $8,190 per ERU. These rates are subject to change, as determined by the Board of County Commissioners. The County establishes the sewer connection charges for a property based upon the rates in effect at the time of sewer connection permit issuance. Sewer connection permits are valid for one year from the date of issuance. If the permit expires prior to the completion of the connection, a new permit is required, and sewer connection charges are then based upon the rates in effect at the time that the new permit is issued. Sewer connection charges may be paid in full at the time of sewer connection permit issuance, or as otherwise allowed under the Sanitary Sewer Ordinance. Construction Cost Reimbursement for Public Sewer For projects that install public sanitary sewer only the SCC may be offset by the documented cost of sewer construction. Multiplying the SCC by the estimated ERU's of non -irrigation water usage provides the maximum potential dollar amount that may be credited toward the projects sewer connection charges. To receive the SCC credit, itemized documentation specific to the public sewer construction costs must be submitted to the County. Please be sure to track all public sewer related costs separate from other project costs. Bill of Sale for Public Sewer For the County's acceptance of the project as part of the public sewer system, itemized documentation will need to be submitted by the developer, or their engineer, for specific sewer construction costs.* Documentation should include detailed summary of the costs of the sewer installation, including copies of invoices for construction, design engineering, surveying, and inspection and testing services. These construction costs are used by Environmental Services to prepare a Bill of Sale, transferring ownership of the public sewer system elements to Spokane County. The Bill of Sale must be signed, dated, notarized and returned to our office for the transfer to be completed. *For example, submitting a representative 1/3 of the overall project construction cost will not suffice as itemized documentation. Sewer Permit Application for Private Sewer Following acceptance of Plans, a Sewer Permit Application form must be completed. Work directly with your plan reviewer on the Sewer Permit Application. No installation of 4" or 6" sewer or connections of any buildings to the sewer may occur prior to obtaining the required sewer connection permits from Spokane County. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 3 of 4 General Sewer Summary Packet, Revised 4/30/18 Mailing and Contact Information Spokane County Environmental Services 1026 W. Broadway Avenue, 4th Floor Spokane, WA 99260 Phone: (509) 477-3604 Fax: (509) 477-4715 Colin Depner: (509) 477-7282, Plan Review & Permitting cdepner@spokanecounty.orq Chris Knudson: (509) 477-7180, Plan Review & Permitting cknudson@spokanecounty.orq Kristen Armstrong, PE: (509) 477-7412, Project Manager kmarmstronq@spokanecounty.orq Eugene Repp, PE: (509) 477-7488, Planning and Design Manager grepp@spokanecounty.orq Electronic Submittals The Sewer Planning Requirements Form for Planned Action Ordinance Applications, Commercial Water Usage Estimate Form, Short Survey of Nonresidential Establishments form, and your project Plans can be submitted electronically. Hard copies of the forms are included and links to the forms provided below. Electronic Submittal:=SPIanReview@spokanecounty.orq Attn: Colin Depner or Chris Knudson *Subject line should read: "Project Name" within the Northeast Industrial Area PAO Link to Additional Information: http://www.spokanecounty.orq/SewerPlanningDesign o Spokane County Standards for Road and Sewer Construction ■ Construction Certification Procedures (Technical Reference C) ■ Side Sewer Installation Handbook (TechnicalReferenceE) ■ Sanitary Sewer Standards Manual (Chapter 11) o Commercial Water Usage Estimate Form o Sewer Planning Requirements Form for Planned Action Ordinance Applications o Sewer Permit Application o Short Form Survey of Nonresidential Establishments 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 4 of 4 General Sewer Summary Packet, Revised 4/30/18 Spokane County WASH! NG:rev SEWER PLANNING REQUIREMENTS FORM for Planned Action Ordinance Applications ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director Project Name: Parcel #: General Project Description: The City of Spokane Valley's Northeast Industrial Area is within Spokane County's sewer service area. PLEASE NOTE: Form must be finalized and signed by Spokane County Environmental Services 1. Is sewer currently available, with service connections provided as required, to serve the proposed development? (If yes, go to signature block; if no, go to 2a) 2a. Is the site within the Spokane County 6 -Year Sewer Construction Capital Improvement Program? (If yes, go to 2b. If no, go to 3) 2b. Will the developer design, fund, construct & provide financial surety for the necessary systems to provide Dryline Sewer and/or Double Plumbing Dry Side Sewers as required? (If no, go to 3) 3. Will the developer design, fund, construct and provide financial surety for the necessary systems to extend sewer service to the site and provide service connections as required? YLI No Yo N Yo No Y111 N111 This sewer planning form is non -transferable to other projects and shall be valid as long as the referenced project remains active and is not modified. Additional Sewer Requirements: Signature of County Staff - Prepared By: Date: I certify I have read and will comply with the stipulations of this completed form and the County sewer requirements presented in the "General Sewer Summary Packet". Signature of Owner/Owner's Agent/Developer: 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Date: Sewer Planning Requirements Form, Revised 4/12/18 Spokane County W A S [1 6 N G T Q N DATE: COMMERCIAL WATER USAGE ESTIMATE FORM ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director TO: Spokane County Environmental Services Department FROM: TITLE: (Please Print Name) SUBJECT: Water Usage For: Address: Parcel No: The estimated annual non -irrigation water usage for the subject property is cubic feet. Notes. 1. Sewer connection charges will initially be based upon this estimate 2. The number of Equivalent Residential Units (ERUs) initially assigned to the propertywill be based upon an allowance of 800 cubic feet per month per ERU. 3. If the actual future non -irrigation water usage exceeds the estimate presented above, additional sewer connection charges will become due. 4. The monthly sewer service fees for the property will be determined based upon the sewer service fee rates in effect, which are subject to change over time. 5. The County will periodically review the water usage for the property to make appropriate billing adjustments. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509)477-7133 Commercial Water Usage Estimate Form, Revised 4/11/18 SHORT FORM SURVEY of NONRESIDENTIAL ESTABLISHMENTS 1. Company Name: 2. Telephone Number: ( ) 3. Mailing Address: 4. Facility Address: (If different) 5. Does this Company have a facility located In Spokane County, Washington? ❑ Yes ❑ No (If "NO", Get Authorized Signature Below Stop Here, and Return Form In Envelope Provided) 6. Name of environmental contact person: Phone no. (Person empowered by authorized representative to represent the Company, or responsible for the proper completion of this survey form.) 7. Primary type of business: Narrative description of the type of operations conducted. Please identify all activities from which waste water is generated. SIC or NAICS Code(s) assigned if known: 8. This facility uses water (gallons per day) from the following sources: (check all that apply) ❑Public Water GPD ❑Private Well GPD ❑Reclaimed Water GPD ❑Surface Water GPD 9. This estimated amount of water (in Gallons per Day) used for the following purposes is: ❑ Domestic uses (restrooms, showers, kitchens, laundry rooms) GPD ❑ Boilers, cooling, or other unpolluted waste waters GPD ❑ Non -Domestic activities (describe the activities): GPD GPD GPD 10. Waste water from this facility goes to the following: (check all that apply) ❑ Sanitary Sewer ❑ Storm Sewer ❑ Ground (drain fields, wet well) ❑ Open Waters ❑ Waste Haulers ❑ Evaporation ❑ Other means of disposal - Please list: 11. Chemicals are used and/or stored on the premises: In Drums ❑Only In Small Containers No Chemicals 12. This facility (❑ does, ❑ does not) generate dangerous waste (wAc 173-303-090) (If Assigned, WAD# 13. Materials, chemicals, products, equipment, or wastes (❑ are; ❑ are not) stored in uncovered areas. 14. This facility (❑does, ❑ does not) have a grease interceptor or an oil/water separator. 15. Vehicles and/or equipment (❑ are, ❑ are not) washed at this facility. If so, wash water goes to: 1 have personally examined and am familiar with the information submitted in this document and attachments. Based on my inquiry of those individuals immediately responsible for obtaining the information reported herein, 1 believe that the submitted information is true, accurate, and complete. 1 am aware that there are significant penalties for submitting false information, including the possibility of fine and/or imprisonment. Printed name of Authorized Representative" Signature Date Job Title" Telephone Number "Surveys must be signed as follows: Corporations - By a principle executive officer of at least the level of Vice -President. Partnership - By a general partner. Sole Proprietorship - By the Proprietor. (Ref: CFR part 403.12(1)) Disclosure: Title 40 of the Code of Federal Regulations Part 403 Section 403.14 requires information provided in this questionnaire identifying the nature and frequency of discharge to be available to the public without restriction. Requests for confidential treatment of other information shall be governed by procedures specified in 40 CFR part 2 and applicable State Law. Should a discharge permit be required for your facility, the information in this questionnaire may be used to issue the permit. Internal Use: Form sent on Received on LF Required Yes No Fax: (509) 477-4715 Spokane County Environmental Services, 1026 West Broadway, Spokane, Washington, 99260-0430 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ® new business ❑ public hearing ❑ information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Motion consideration — Proposed agreement with the Spokane Valley Arts Council. GOVERNING LEGISLATION: Chapter 3.34 SVMC — Acceptance of donations and gifts; chapter 3.46 SVMC — Non -architectural and engineering services. PREVIOUS COUNCIL ACTION TAKEN: Administrative report May 29, 2018; administrative report March 5, 2019. BACKGROUND: The Spokane Valley Arts Council (SVAC) is a not-for-profit 501(c)(3) organization formed in 2004 for the stated purpose of working "with local businesses, civic leaders and artists to cooperatively conceive, develop and implement art -related programs and cultural activities." The SVAC has been instrumental in identifying projects to be constructed and located on property owned by the City for the cultural benefit of our citizens. Examples of their efforts include projects at CenterPlace ("Working the Line" by Jerry McKellar, "Dance of Sun and Moon" by Jerry McKellar) and City Hall ("Coup Ponies" by Jerry McKellar, "Harvest Time on the Big Missouri (commonly known as "the Berry Picker")" by Nancy McLaughlin, and "Great Spirit's Gift" by Ace Powell). "Heart of the Valley" by Richard Warrington is anticipated to be placed at new Balfour Park. The City and the SVAC have cooperated in various ways over the years to accomplish the donation of these sculptures to the mutual benefit of our entities, as well substantially benefiting our citizens by providing them with quality public art. These cooperative efforts include the SVAC locating suitable sculptures, negotiating favorable terms, engaging in fundraising to pay for such works, and then overseeing delivery by the artists to City property. The SVAC also provides art to display in the lobby at CenterPlace Regional Events Center. The City has contributed substantial funds over the years, to pay for the sculptures, to install the sculptures, and for on-going maintenance. The City has also provided space at CenterPlace on an annual basis so that the SVAC may hold a fundraising event for sculptures, and to fund scholarships for local high school students interested in arts as a career. Additionally, the City provides meeting space for the SVAC Board's monthly meeting. On May 29, 2018, Council asked staff to meet with the SVAC in an effort to reduce to writing the various aspects of the long-term relationship so that both parties would have a clear understanding of the mutual expectations. Discussions occurred over a period of some months, and began to accelerate over the past several months. The attached proposed agreement has been agreed to in principle, and has been signed by the SVAC. Staff believes this proposed agreement achieves the goals set forth by the City in May 2018, and recommends Council approval. One of the points the parties have recently worked out is how to get interaction between the SVAC and the Council on potential projects to pursue early enough in the year so that the SVAC can timely work toward completing them in conjunction with funding through the outside agency process. What has been tentatively decided is that as soon as this agreement is finalized, the SVAC would provide a report to the Council on potential projects for 2020 and get non-binding feedback to the SVAC. Council consensus on the proposed projects will take place prior to the 2020 budget development process and, although we currently anticipate including an outside agency process, there is never any guarantee that funds will actually be available or appropriated for this purpose. Additionally, any project(s) proposed by the SVAC would still have to compete against all other applicants for outside agency funding, and would not have a competitive advantage over other applicants. The intent is to provide some direction from Council as to whether there is complete disagreement with a proposed sculpture (and thus, please don't pursue it), or whether there is general approval. The SVAC could then make more concrete plans to move ahead with negotiations with the artist, and make plans for its fundraising program for the year. Similarly, the City would know if the sculpture is large or small, which will assist staff in presenting budget numbers for Council consideration that roughly approximate the costs for installation. This would be a precursor to the outside agency funding request process by the City that occurs in the fall. Both parties believe this process will be better than what has been done in the past. If this approach proves successful this, we would anticipate utilizing it in future years as well. OPTIONS: (1) Approve the proposed SVAC and City of Spokane Valley Agreement as drafted; or (2) take other action as appropriate. RECOMMENDED ACTION OR MOTION: I move we authorize the City Manager to finalize and execute the agreement between Spokane Valley Arts Council and City of Spokane Valley. BUDGET/FINANCIAL IMPACTS: This proposed agreement is not anticipated to have any separate financial impacts to the City. STAFF CONTACT: Cary Driskell, City Attorney. ATTACHMENTS: Proposed agreement. AGREEMENT BETWEEN CITY OF SPOKANE VALLEY AND THE SPOKANE VALLEY ARTS COUNCIL This Agreement (Agreement) is made and entered into by and between the City of Spokane Valley, a municipal corporation of the State of Washington, as "City" acting through the City Manager, and the Spokane Valley Arts Council (SVAC) whose address is P.O. Box 141676, Spokane Valley, WA 99214. WHEREAS, the SVAC is a not-for-profit 501(c)(3) organization formed in 2004 for the stated purpose of working "with local businesses, civic leaders and artists to cooperatively conceive, develop, and implement art -related programs and cultural activities."; and WHEREAS, the SVAC has been instrumental in identifying projects to be constructed and located on property owned by the City for the cultural benefit of the City's citizens. Examples of their efforts include projects at CenterPlace ("Working the Line" by Jerry McKellar, "Dance of Sun and Moon" by Jerry McKellar) and City Hall ("Coup Ponies" by Jerry McKellar, "Harvest Time on the Big Missouri (commonly known as "the Berry Picker")" by Nancy McLaughlin, and "Great Spirit's Gift" by Ace Powell); and WHEREAS, the City has provided funds to the SVAC for use by SVAC to commission the above- mentioned sculptures, and has provided additional funds to permanently locate and display these sculptures once donated to the City; and WHEREAS, the City has traditionally allowed SVAC use of a City facility for the purpose of raising additional funds to be used toward paying for these sculptures, a practice the parties would like to continue into the future; and WHEREAS, SVAC intends to seek additional funds to commission more sculptures for placement on City property, and the City would like to have increased input into the process for selecting which sculptures are chosen so that the City can timely budget for all costs that it may have to pay for either the commissioning or installation of such sculptures. In consideration of the following terms, conditions and covenants, the parties agree: 1. Purpose. This Agreement in intended to establish the terms under which the City and the SVAC will work together for the purpose of providing sculptures for placement in public spaces for the enjoyment and benefit of the general public. 2. Effective Date and Duration. This Agreement shall be in effect from the date of execution through December 31, 2023. The parties may mutually agree in writing to execute one extension of three years, which would expire December 31, 2026. 3. Obligations of the City. The City shall have the following obligations with regard to this Agreement: a. the City shall make either the Great Room at CenterPlace, or other space as mutually agreed to by the parties, available to the SVAC once per calendar year for the purpose of fundraising to be used to purchase additional sculptures to be donated to the City and for subsequent placement on City property, or to raise money for student scholarships. Additionally, the City shall make available the Boardroom on the second floor once per month (based on availability) for Board meetings up to 90 minutes; 2019 Agreement — Spokane Valley Arts Council Page 1 of 5 The City shall consider requests from the SVAC for additional use of either the Great Room and/or Fireside Lounge in association with SVAC's fund raising events. The decision to approve or deny any such request shall remain at the sole discretion of the City; b. the City shall consider requests from the SVAC for additional funding, although the granting of any such requests shall remain at the budgetary discretion of the City Council; c. the City shall reimburse reasonable expenses directly related to permanently locating sculptures donated to the City by the SVAC; d. the City shall take possession of any sculpture donated by SVAC following acceptance by the City Council, with formal acceptance and possession effective at the time a sculpture is delivered to the site previously identified by the City; e. the City shall make payments to the Arts Council for sculptures pursuant to the following schedule: the City shall pay approximately one-third of any financial commitment by the City at the time the Arts Council commits to purchasing a sculpture; approximately one-third progress payment of any financial commitment by the City when a sculpture is within two weeks of being delivered to the City; and the balance of any financial commitment by the City within two business days after the City takes physical possession of the sculpture; f. the City shall pay reasonable expenses directly related to the maintenance and upkeep of sculptures donated to the City by the SVAC; and g. the City shall provide cabinet space areas near the front entrance to CenterPlace for the SVAC to display small art pieces on a rotational basis. Except as otherwise agreed, art shall be rotated at least every three months, cabinets shall not be vacant more than 72 hours (with a target period of no more than 48 hours), placement/removal of art shall be prearranged with CenterPlace, and removal of any art piece during a rotation period shall require written permission of the SVAC. The City currently provides five display areas, but the number of cases may change based upon the needs of the City, and the City plans to remove one case for safety purposes. The City shall exercise ordinary care in maintaining the cabinet areas, however the SVAC shall be responsible for any risk of damage or loss to art while displayed at CenterPlace. 4. Obligations of the Spokane Valley Arts Council. The SVAC shall have the following obligations with regard to this Agreement: a. the SVAC shall make reasonable efforts to obtain funding for sculptures for donation to the City from sources other than the City; b. the SVAC shall provide the City Council with a reasonable advance opportunity to provide input on which sculptures are chosen for donation to the City, recognizing that the ultimate decision to accept or reject any proposed gift of artwork rests solely with the City Council. As such, it is to the mutual benefit of the SVAC and the City to have a common understanding of what is appropriate for display on City property; c. the SVAC shall provide the City with sufficient information at least one year prior to the time a sculpture intended for donation to the City is anticipated to be permanently placed. Extensive time, effort, and expense goes into each unique piece, and appropriate time and consideration should be used to identify where each will fit from a spatial standpoint, and where each piece will 2019 Agreement — Spokane Valley Arts Council Page 2 of 5 best represent the artist's vision in designing it. This time period will provide the City sufficient time to budget for anticipated costs associated with preparing the site, and for permanently attaching a sculpture to the property; and d. the SVAC shall provide utilize reasonable efforts to provide and display small art pieces in the CenterPlace lobby cabinets at each side of the Great Room entranceway, including regularly rotating different pieces of art in the cabinets. 5. Indemnification/Hold Harmless. a. SVAC Indemnification/Hold Harmless. The SVAC shall, at its sole expense, defend, indemnify and hold harmless, City and its officers, agents, and employees, from any and all claims, actions, suits, liability, loss, costs, attorney's fees and costs of litigation, expenses, injuries, and damages of any nature whatsoever relating to or arising out of the wrongful or negligent acts, errors or omissions in the services provided by SVAC and SVAC's agents, to the fullest extent permitted by law, subject only to the limitations provided below. SVAC's duty to defend, indemnify and hold harmless City shall not apply to liability for damages arising out of such services caused by or resulting from the sole negligence of City or City's agents or employees. SVAC's duty to defend, indemnify and hold the City harmless against liability for damages arising out of such services caused by the concurrent negligence of (a) City or City's agents or employees, and (b) SVAC or SVAC's agents shall apply only to the extent of the negligence of SVAC or SVAC's agents. SVAC's duty to defend, indemnify and hold the City harmless shall include, as to all claims, demands, Iosses and liability to which it applies, City's personnel -related costs, reasonable attorneys' fees, and the reasonable value of any services rendered by the office of the City Attorney, outside consultant costs, court costs, fees for collection, and all other claim -related expenses. SVAC specifically and expressly waives any immunity that may be granted it under the Washington State Industrial Insurance Act, Title 51 RCW. These indemnification obligations shall not be limited in any way by any limitation on the amount or type of damages, compensation or benefits payable to or for any third party under workers' compensation acts, disability benefit acts, or other employee benefits acts. Provided, that SVAC's waiver of immunity under this provision extends only to claims against SVAC by City, and does not include, or extend to, any claims by SVAC's employees directly against SVAC. SVAC hereby certifies that this indemnification provision was mutually negotiated. b. City Indemnification/Hold Harmless. The City shall, at its sole expense, defend, indemnify and hold harmless, SVAC and its officers, agents, and employees, from any and all claims, actions, suits, liability, loss, costs, attorney's fees and costs of litigation, expenses, injuries, and damages of any nature whatsoever relating to or arising out of the wrongful or negligent acts, errors or omissions in the services provided by City and City' agents, to the fullest extent permitted by Iaw, subject only to the limitations provided below. 2019 Agreement — Spokane Valley Arts Council Page 3 of 5 The City's duty to defend, indemnify and hold harmless SVAC shall not apply to liability for damages arising out of such services caused by or resulting from the sole negligence of SVAC or SVAC 's agents or employees. The City's duty to defend, indemnify and hold the SVAC harmless against liability for damages arising out of such services caused by the concurrent negligence of (a) SVAC or SVAC's agents or employees, and (b) City or City's agents shall apply only to the extent of the negligence of City or City's agents. The City's duty to defend, indemnify and hold the SVAC harmless shall include, as to all claims, demands, losses and liability to which it applies, SVAC 's personnel -related costs, reasonable attorneys' fees, and the reasonable value of any services rendered by the office of the SVAC Attorney, outside consultant costs, court costs, fees for collection, and all other claim -related expenses. The City specifically and expressly waives any immunity that may be granted it under the Washington State Industrial Insurance Act, Title 51 RCW. These indemnification obligations shall not be limited in any way by any limitation on the amount or type of damages, compensation or benefits payable to or for any third party under workers' compensation acts, disability benefit acts, or other employee benefits acts. Provided, that the City's waiver of immunity under this provision extends only to claims against the City by SVAC, and does not include, or extend to, any claims by the City's employees directly against City. The City hereby certifies that this indemnification provision was mutually negotiated. 6. Damage. SVAC shall reimburse the City for all damages to City property and improvements as a result of the acts, errors or omissions of SVAC, its agents or event patrons. SVAC shall leave the premises in substantially at least as good a condition as when SVAC was first given permission to use the premises. SVAC shall have the right, upon termination of this Agreement, to remove all of its materials and equipment. 7. Posting of Signs. SVAC shall not post, exhibit, or allow to be posted or exhibited any signs, advertisements, show bills, or other items of any description, including any existing signs, on the Premises or any other property owned by the City except upon the written approval of the City Manager or Parks and Recreation Director. 8. Minimum Support Personnel. SVAC agrees to employ at its sole cost, expense and Iiability, such minimum security, admission, and support personnel as deemed necessary by the City Manager or Parks and Recreation Director to ensure the safety of the event patrons and the Premises. 9. Copyright/Trademark. SVAC warrants, on its own behalf and on the behalf of any performer or any other person permitted by SVAC upon the Premises, that all material presented, heard or shown have been duly licensed or authorized by the owners of any copyright or trademark. SVAC acknowledges sole responsibility for payment of any royalty fees and agrees to indemnify and hold harmless the City, their agents and employees for all claims and attorney fees that arise through a trademark or copyright dispute. IQ. Concessions. All concession rights are reserved to the City. SVAC shall not sell or give away food or merchandise without the written consent of the City Manager or Parks and Recreation Director. 2019 Agreement -- Spokane Valley Arts Council Page 4 of 5 This Agreement is made this day of , 2019. Mark Calhoun, City Manager Attest: City Clerk, Christine Bainbridge Approved as to form: Office of the City Attorney Spokane Valley Arts Council By:______t- Its: yl. -,---- 2019 2019 Agreement — Spokane Valley Arts Council Page 5 of 5 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ® new business ❑ public hearing ❑ information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Motion Consideration: Bid Award and MOU Amendment - Street Preservation Project - Partnership Spokane County Water District #3 GOVERNING LEGISLATION: SVMC 3.35.10 — Contract Authority PREVIOUS COUNCIL ACTION TAKEN: • November 13, 2018 — City Ordinance 18-024 adopting the 2019 City Budget, including $7,288,200 for Fund 311 — Pavement Preservation Fund • December 18, 2018 — Administrative Report discussing the Draft Memorandum of Understanding (MOU). • January 8, 2019 — Council authorized City Manager to enter into an MOU with Spokane County Water District #3. BACKGROUND: Spokane County Water District #3 (SCWD#3) advertised a 3 -mile long water transmission line project in January 2019. The project incorporates street preservation elements, as selected by the City, as an additive alternate to the base -bid waterline project. Three different street sections are included in the additive alternate: Valleyway Ave. from Marguerite Rd. to Mullan Rd., Farr Rd. from Appleway Blvd. to 8th Ave., and Woodruff Rd. from 9th Ave. to 10th Ave. The project will be funded with 311 Funds. At the January 8, 2019 City Council meeting, staff estimated the City's total project cost at $375,000, based on the following: Preliminary Engineering $ 18,500 Construction 331,000 Construction Inspection 25,500 Total estimated Cost $375,000 SCWD#3 will use the waterline's base bid to determine the lowest responsive bidder. The City's Additive Alternate bid does not impact SCWD#3's authority to award the project to the contractor with the lowest base -bid. The City then has the right to accept or reject the bid for the Additive Alternate from SCWD#3's selected contractor. Originally, SCWD#3 opened project bids on February 13, 2019. However, due to high bid prices, SCWD#3 opted to reject all bids and revise their bid package in an attempt to receive lower bids for their work. A second bid opening is scheduled for Thursday, March 7, 2019. Due to the timing of this second bid -opening, bid results are not available for inclusion in this RCA or in the City Council's agenda packet. Staff will provide bid results, and recommendations as part of this agenda item scheduled for the March 12, 2019 City Council meeting. As part of the total project cost, the City will reimburse SCWD#3 for the cost of construction administration services (i.e. inspection). Inspection services will be provided by SCWD#3's consultant and the inspection costs are estimated not to exceed $33,500. Inclusion of the construction services requires an amendment to the existing MOU with SCWD#3. OPTIONS: The following options will be detailed at the March 12, 2019 City Council meeting, where staff will bring forward the results of the March 7, 2019 bid opening: 1. Authorize SCWD#3 to award the additive alternate to the project's responsive, low bidder, and authorize the City Manager to finalize and execute the amendment to the City's MOU with SCWD#3 to reimburse SCWD#3 for construction administration services in the amount of $33,500, 2. Reject the Additive Alternate from the Contractor and do not amend the MOU with SCWD#3; or 3. Take other appropriate action. RECOMMENDED ACTION OR MOTION: Bids for the work are scheduled to be opened on March 7, 2019. Staff will provide bid results, and recommendations during the scheduled March 12, 2019 City Council meeting. BUDGET/FINANCIAL IMPACTS: New costs associated with this work include the low bid from the project's responsive, apparent low bidder and $33,500 for construction administration services. All payments will be reimbursements to SCWD#3. The City's costs are budgeted in Fund 311, Pavement Preservation Fund. STAFF CONTACT: Adam Jackson, PE — Planning & Grants Engineer Bill Helbig, PE — City Engineer ATTACHMENTS: Bid Tabulation (will be provided at the March 12, 2019 meeting) Amendment 1 to Memorandum of Understanding Project Map PROJECT MAP — SCWD #3 Waterline / COSV Pavement Preservation e 15 Three locations: - Valleyway — Marguerite to Mullan - Farr — Appleway to 8th - Woodruff — 9th to 10th I 1.6999,9. SCWD#3 2019 CN Phases 1, 2, 3 Legend SCWD#3 2019 Ph 1 SCWD#3 2019 Ph 2 SCWD#3 2019 Ph 3 Municipality Name [j Spokane Valley CSV_OASIGIM Streets Street RED LABEL TEXT IS PCI RATING OF ROAD SEGMENT O 0.15 0.3 0.5 Miles rAL 1 9 AMENDMENT TO THE MEMORANDUM OF UNDERSTANDING BETWEEN THE CITY OF SPOKANE VALLEY AND SPOKANE COUNTY WATER DISTRICT #3 For good and valuable consideration, the legal sufficiency of which is hereby acknowledged, City and the Spokane County Water District #3 (SCWD#3) mutually agree as follows: 1. Purpose: This Amendment is for the Memorandum of Understanding (MOU) for the paving of eligible Spokane Valley street segments in partnership with SCWD#3's waterline intertie project by and between the Parties, executed by the Parties on January 11, 2019, and which terminates upon the completion of the construction project. Said MOU shall be referred to as the "Original MOU" and its terms are hereby incorporated by reference. Total compensation under the Original MOU is not to exceed $18,500.00. 2. Original Contract Provisions: The Parties agree to continue to abide by those terms and conditions of the Original Contract and any amendments thereto which are not specifically modified by this Amendment. 3. Amendment Provisions: This Amendment is subject to the following amended provisions. All such amended provisions are hereby incorporated by reference herein and shall control over any conflicting provisions of the Original Contract, including any previous amendments thereto. With reference to Article 4 — Allocation of Costs, the following bullet item number seven is added: 7. CITY shall pay SCWD#3 $33,500 for the specified construction inspection as required by the approved contract documents and as negotiated with SCWD#3's consultant, Welch Comer Engineers/Surveyors. 4. Compensation Amendment History: This is Amendment # 1 of the Original MOU. The history of amendments to the compensation on the Original Contract and all amendments is as follows: Original MOU Amount Amendment #1 Total Amended Compensation Date Compensation January 11, 2019 $18,500.00 March 13, 2019 $33,500.00 $52,000.00 The parties have executed this Amendment to the Original MOU this day of March, 2019. CITY OF SPOKANE VALLEY: SPOKANE COUNTY WATER DIST. #3: Mark Calhoun City Manager By: Kelly Williquette Its: General Manager, SCWD#3 ATTEST: APPROVED AS TO FORM: Christine Bainbridge, City Clerk Office of the City Attorney 1 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ® new business ❑ public hearing ❑ information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Motion Consideration: Garland Ave Extension Project Agreement GOVERNING LEGISLATION: SVMC 3.35.10 — Contract Authority PREVIOUS COUNCIL ACTION TAKEN: • June 5, 2018: Council adopted the 2019-2024 Six Year TIP by Resolution #18-003. • March 27, 2018: Council passed a motion authorizing staff to apply for the Washington State Department of Transportation's City Safety Program (CSP) and SRTC's 2018 call for projects, including federal funds from Surface Transportation Block Grant (STBG). • March 13, 2018: Council passed a motion authorizing staff to apply for the Washington State Freight Mobility Strategic Investment Board (FMSIB) 2018 call for projects. • January 15, 2019: Administrative Report on the City's amendment to the 2019 6 -Year transportation improvement program, which includes the Garland Ave. Extension project. • January 29, 2019: Administrative Report on Barker Road Reconstruction & Garland Avenue Extension BACKGROUND: On January 29, 2019, staff discussed construction and funding options for Barker Road from Euclid Avenue to the southern limits of the Barker Road/BNSF Grade Separation Project (GSP), and for Garland Avenue Extension from Flora Road to Barker Road. The construction of Garland Avenue will provide a detour route during the construction of the Barker Road/ BNSF GSP and will allow for the potential closure of the Flora/BNSF crossing upon completion of the GSP. At this meeting, Council provided consensus to move forward with these projects. The project costs for Garland Avenue, with anticipated construction in 2019, is $3,000,000. The City's cost of $1,500,000 will be matched with $1,500,000 by Centennial Properties. The attached agreement establishes the duties of the City and Centennial Properties for the construction and funding of the Garland Avenue Extension Project. OPTIONS: Staff is recommending that Council authorize the City Manager to execute the attached agreement. Council can concur with staff or take other appropriate action. RECOMMENDED ACTION OR MOTION: Move to authorize the City Manager to finalize and execute the attached agreement for the development of Garland Avenue. BUDGET/FINANCIAL IMPACTS: $1,500,000 in addition to the 50%, or $1,500,000, match from the developer. The $1,500,000 will be funded through a 2019 transfer from the General Fund #001 to the Capital Reserve Fund #312, as presented in Ordinance 19-003 amending the 2019 Budget. STAFF CONTACT: John Hohman, Deputy City Manager ATTACHMENTS: Agreement AGREEMENT BETWEEN THE CITY OF SPOKANE VALLEY AND CENTENNIAL PROPERTIES, INC., FOR DESIGN AND INSTALLATION OF THE GARLAND ROAD PROJECT BETWEEN FLORA ROAD AND BARKER ROAD This Agreement ("Agreement") for design and installation of the Garland Road Project ("the Road Project") is entered into by and between Centennial Properties, Inc., its successors and assigns ("Owner"), a Washington corporation, having offices at 999 West Riverside Avenue, Spokane WA 99201, and the City of Spokane Valley ("City"), a municipal corporation of the State of Washington, hereinafter jointly referred to as "Parties": WHEREAS, the City desires to construct the Road Project, located between Flora Road and Barker Road, in 2019. The Road Project will result in a new, one mile long, 40 foot wide roadway with curbing, channelization and associated drainage facilities to provide for a two-lane road section; and WHEREAS, the Owner is the owner of the real properties upon which Road Project would be located, and desires to enter into this Agreement with the City to equitably share the costs of the Road Project; and WHEREAS, the City has an interest in developing the Road Project in 2019 for the purposes of providing necessary traffic connectivity between Flora Road and Barker Road, particularly because of the on-going Barker Road Grade Separation Project, which will impact freight mobility throughout the Barker Road corridor during construction, which is anticipated to begin in 2020. The Road Project will provide a detour route while the Barker Road/BNSF Grade Separation is under construction. Additionally, the Road Project is anticipated to directly result in increased economic development in the Spokane Valley Northeast Industrial Area, which historically has had large tracts of undeveloped, industrially -zoned property; and WHEREAS, the City and Owner agree that installation of the Road Project would benefit the taxpayers and travelling public; and WHEREAS, the City and Owner desire to enter into this Agreement to establish the mutually agreed terms to accomplish the tasks set forth herein. NOW, THEREFORE, the City and Owner agree as follows: SECTION 1— Responsibilities of City. 1.1 The City shall incorporate the Owner's roadway plans into the Road Project's construction contract documents and advertise and bid the Road Project in 2019; 1.2 Upon public opening of the bid documents, the City shall promptly provide a copy of the bid tabulation to the Owner; 1.3 The City shall award the Road Project to the bidder with the lowest combined responsible and responsive bid for the total base bid schedules in accordance with State and local law; 1.4 The City shall administer the construction contract and provide construction management for the Road Project; Page 1 of 5 1.5 The City shall make payments to the construction contractor in accordance with the contract terns, so that work may proceed according to schedule; 1.6 The City shall provide a monthly statement of progress payments made to the construction contractor for the Road Project and construction management expenses such as inspection and material testing costs, and then request reimbursement for the costs due from the Owner pursuant to Section 4 of this Agreement; and 1.7 The City shall provide a report of final costs for the Road Project to the Owner following completion of the construction contract. The report shall include a breakdown of all costs incurred by the City as part of construction of the Road Project. SECTION 2 — Responsibilities of Owner. 2.1 The Owner shall dedicate all real property reasonably necessary to the City to construct the Road Project and shall work with City to provide necessary access during construction; 2.2 The Owner shall designate a "responsible person," who shall represent the Owner's interest during the design and construction of the Road Project, and shall coordinate any modifications or changes needed by the Owner in conjunction with the work; 2.3 The Owner shall design and prepare roadway and drainage plans according to City standards for the Road Project. The Owner shall coordinate with the City and deliver the plans to the City by March 29, 2019 so as to ensure the Road Project may be constructed in 2019 The costs associated with the roadway and drainage plans will be included as a cost of the Road Project; 2.4 The Owner shall plan, design and construct any utilities within the proposed Road Project limits prior to the construction of the Road Project; 2.5 The Owner shall be responsible of construction administration for the installation of utilities; 2.6 The Owner shall be responsible for the inspection and testing of all work and materials which are solely related to the construction of the utilities, including compaction testing and soils testing within all utility trenches below the final subgrade elevation of the road; 2.7 The Owner shall coordinate any modifications or changes to the utilities with the City and shall be acceptable to the City prior to implementation; and 2.8. The Owner agrees to issue payments to the City pursuant to Section 4 of this Agreement. SECTION 3. Allocation of Costs. 3.1 The Owner agrees to pay 50 percent of the Road Project engineering design, construction and construction management, including change orders, quantity overruns and underruns, inspection, and material testing costs. 3.2 The City agrees to pay 50 percent of the Road Project engineering design, construction and construction management, including change orders, quantity overruns and underruns, inspection, and material testing costs. Page 2 of 5 3.3 The Owner agrees to pay for all costs related to installation of utilities associated with the Road Project. 3.4. Construction and construction management costs are expected to total no more than $3,000,000. If the lowest responsible bid exceeds $3,000,000, the bid may not be awarded unless both parties mutually agree to do so. If the bid is awarded, the allocation of costs shall be pursuant to Sections 3.1 through 3.3. SECTION 4. Payment. 4.1 The Owner shall reimburse the City amounts billed within 45 days following receipt of an invoice from the City; 4.2 The City shall invoice the Owner monthly for reimbursement of 50 percent of the prior month's construction and construction -related costs of the Road Project; 4.3 At the end of construction, the City shall tabulate costs of the Road Project, including project administration, inspection, and material testing. The City shall invoice the Owner for its remaining balance of Road Project costs within 30 days of issuing the Road Project completion; and 4.4 The City shall issue a final invoice to the Owner at project closeout for any remaining Road Project costs. 4.5 Notwithstanding anything else to the contrary contained herein, Owner shall not be responsible for its 50% share of any costs in excess of $3,000,000, unless such additional costs are approved by Owner in writing, pursuant to 3.4 above or otherwise. SECTION 5. Notice. All communications, notices, or demands of any kind which a party under this Agreement is required or desires to give to any other party shall be in writing and be either (1) delivered personally, or (2) deposited in the U.S. mail, certified mail, postage prepaid, return receipt requested and addressed as follows: If to the City: If to the Owner: City of Spokane Valley 10210 East Sprague Avenue Spokane Valley, WA 99206 Fax: (509) 921-1008 Attn: Christine Bainbridge Douglas Yost Centennial Real Estate Investments 926 West Sprague Avenue, Suite 600 Spokane, Washington 99201-5071 SECTION 6. Successors. This Agreement shall be binding on and inure to the benefit of the successors and the assigns of the Parties. Page 3 of SECTION 7. Governing Law. This Agreement shall be construed in accordance with the laws of the State of Washington. Any action for enforcement of this Agreement shall be brought in a court of competent jurisdiction in Spokane County, Washington or as otherwise provided by statute. SECTION 8. Modifications. No modification or amendment of this Agreement shall be valid until the same is reduced to writing and executed with the same formalities as the present Agreement. The City Manager or designee is specifically authorized to amend this Agreement without further City Council approval; provided, amendments for changes that result in payment amounts or costs of the City over the City Manager's contractual authority under SVMC 3.35.010 shall require City Council approval. SECTION 9. Waiver. No officer, employee, agent, or otherwise of the City has the power, right, or authority to waive any of the conditions or provisions to this Agreement. No waiver or any breach of this Agreement shall be held to be a waiver of any other or subsequent breach. SECTION 10. Representation. This Agreement forms a fully integrated agreement between the Parties. No other understandings, oral or otherwise, regarding the subject matter of this Agreement shall be deemed to exist or to bind any of the Parties hereto. Notwithstanding any provision of this Agreement, all future development along and within the Road Project limits shall be subject to the then -applicable State and local development laws. All Parties have read and understand all of the Agreement, and now state that no representation, promise, or agreement not expressed in the Agreement has been made to induce any Party to execute the same. SECTION 11. Authority. Both Parties to this Agreement represent and certify that they have full authority and power to enter into and carry out this Agreement. The persons signing this Agreement represent that they have authority to act for and bind their respective principals. IN WITNESS WHEREOF, the Parties have executed this Agreement this day of , 2019. CITY OF SPOKANE VALLEY: Mark Calhoun, City Manager ATTEST: APPROVED AS TO FORM: Christine Bainbridge, City Clerk Office of the City Attorney Page 4 of 5 OWNER: By: Its: Centennial Properties, Inc. STATE OF WASHINGTON ) ) ss. County of Spokane ) On this day of , 2019, before me, the undersigned, a Notary Public in and for the State of Washington, duly commissioned and sworn, personally appeared to me known to be the of , the corporation that executed the foregoing instrument, and acknowledged the instrument to be the free and voluntary act and deed of the corporation, for the uses and purposes therein mentioned, and on oath stated that he is authorized to execute the instrument. WITNESS my hand and official seal hereto affixed the day and year in this certificate above written. NOTARY PUBLIC, in and for the State of Washington, residing at My commission expires: Printed Name Page 5 of 5 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ❑ new business ❑ public hearing ❑ information ® admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Spokane Housing Authority Annual Update. GOVERNING LEGISLATION: Chapter 35.82; Ordinance No. 18-005. PREVIOUS COUNCIL ACTION TAKEN: Ordinance No. 18-005 confirming formation of Spokane Housing Authority as Joint Housing Authority, adopted on February 27, 2018. BACKGROUND: The Spokane Housing Authority (the "Authority") is a joint housing authority established pursuant to chapter 35.82 RCW to provide affordable housing opportunities within the entire Spokane County region, including within the boundaries of the City of Spokane Valley (City). The Authority was initially created in 1971 within the City of Spokane, and was expanded in 2001 to include the entire County. After incorporation, the City adopted Resolution 03-047 establishing the Authority as a joint housing authority within the City limits. In 2018, the City adopted Ordinance No. 18-005 to confirm establishment of the Authority as a joint housing authority within the City and to provide some modifications to the operations of the Authority. The Authority has worked since it was established in 1971 to provide safe, sanitary, and affordable housing opportunities to low -to -moderate income and senior citizens. It operates a number of affordable housing facilities and provides other types of assistance as well throughout the Spokane region, including multiple facilities within the City of Spokane Valley. The Authority operates independently from the City and no City funds or staff are used in Authority business. However, the City appoints two members to represent the City on the Authority commission. The City's current representatives are Keith James and Larry Johnson. As part of the reauthorization of the Authority in 2018, the Authority provided an update of recent Authority business. In an effort to continue the City's engagement with the Authority, staff from the Authority will provide an update on the Authority's business in the last year. OPTIONS: Discussion. RECOMMENDED ACTION OR MOTION: Discussion. BUDGET/FINANCIAL IMPACTS: N/A. STAFF CONTACT: Cary Driskell, City Attorney. ATTACHMENTS: Presentation from Authority. Page 1 of 1 Spokane Housing Authority We collaborate to create and sustain quality affordable housing options that support people to have better, healthier and more satisfying lives. SHA Strategic Direction Promote Quality Communities Invest in safe, quality housing and connect participants to communities, resources and services that are designed to meet their needs. ► Advance Affordable Housing Policy Preserve and Promote High -Quality Housing ► Diversify Housing Choice ► Connect People with Opportunity ► Strengthen Community and Service ► Create More Affordable Housing Why it Matters It is important to build a strong foundation Think about it.... how can you have: ► Good Health ► Financial Stability ► A Suitable Education ► Living Wage Employment ► Healthy Relationships If you have NO place to live? We believe this foundation starts with access to a safe, healthy, and affordable place to call home Spokane Housing Authority Board of Commissioners 7 -Member Board Representing a Variety of Sectors & Systems Development Lead Inland Construction Senior Vice President Mountain West Bank LarryJohnson Resident Commissioner Retired Veteran Resident of SHA Community VASH Voucher Participant 4 Senior Director Regional Operations Yakima Valley Farmworkers Clinic Director, College & Career Readiness - Spokane Public Schools Director, The Zone Project, NE Community Center Program Officer, Urbanova Gretchan Campbell Commissioner Retired Neonatal Nurse. Multi -Family Rentals Multi -Family Rentals, cont'd Multi -Family Rentals, cont'd Cornerstone Courtyard Parsons Apartments Multi-Family Rentals, r^n'F' Westfall Village and Heritage Heights Agnes Kehoe Place Scattered Site Public Housing Rental Assistance Programs Approximately $26 million annually is paid to private owners of market rate units for more than 5,300 very low-income households in six Eastern Washington Counties (Spokane, Stevens, Lincoln, Whitman, Ferry and Pend Oreille). Tenant -Based Rental Assistance Section 8 Housing Choice Voucher (HCV) • Provides choice in housing, single family homes, duplex, townhouse, or an apartment. • The unit must meet minimum standards of health, safety, and affordability. Project -based vouchers (PBVs) are a component of the Housing Choice Voucher (HCV) program. Project -Based Rental Assistance • The voucher subsidy is assigned to specific units within a property. SHA has prioritized the use of project -based vouchers for permanent supportive housing with supportive services. Permanent Supportive Housing Partnerships for Homeless Families and Individuals Transitions Home Yard Cottages Volunteers of America The Marilee WHAT IS NEXT FOR SHA? ❖ Sale of remaining Public Housing Scattered Site Single Family Homes and Duplexes. Sale Proceeds to start development of up to 250 new affordable housing units — locations/size to be determined New Office Location on the corner of Atlantic and Nora late summer early Fall 2019 Hope House 2.0 — Development Partnership with Volunteers of America to create a new 100 bed women's shelter with 60 units of Affordable Permanent Supportive Housing above Potential Development assist for Spokane Neighborhood Action Programs (SNAP) — senior housing Potential business line — Property Management Services for non-profit affordable housing partners. 11 1 1 FNFNFNFNFNFNF holhohoho%ho%ho% a%a%a%a%of%of%a ,o1,0,0,0%,0%,04 aaaaaaa 0 \ \ / \ / \ / \ , \ / ‘ 1 UPDATE ON CONTINUUM OF V:11/4'4' CARE FOR THE HOMELESS \A What is a Continuum of Care? Regional planning body that coordinates housing and services funding for homeless families and individuals. Four Parts of a Continuum of Care ► Outreach, intake and assessment in order to identify service and housing needs and provide a link to the appropriate level of both; ► Emergency Shelter to provide an immediate and safe alternative to sleeping on the streets; ► Transitional housing with supportive services to allow for the development of skills that will be needed once permanently housed; and ► Permanent and permanent supportive housing to provide individuals and families with an affordable place to live with services if needed. The Board (as of 2019) 4011110 AO IL It - City of Spokane City of Spokane Valley Spokane County Spokane Housing Authority Business Representative C. Health Providers elk, Veterans Services People with Lived Experience People with Lived Experience Law Enforcement Children's Administration Advocates CoC-funded Service Providers Non CoC-funded Service Providers 0 Homeless Coalition Leadership 0 Workforce Development Local Philanthropy Education CoC Programs in Spokane 2018 Funding Round 53,778,347 Renewals Rapid Re -Housing Permanent Supportive Housing Emergency Shelters Coordinated Entry Homeless Management Information System Planning &t Administration Transitional Housing New This Year - Bonus Projects Permanent Supportive Housing Support Rapid ReHousing/Survivors of DV $1,150,242 $1,127,186 $ 517,724 $ 228,000 $ 177,489 $ 110,152 $ 75,144 $ 110,270 $ 282,140 Questions? doPtIS444. ■■ Spokane Housing Authority 55 W Mission Ave. Spokane, WA 99201 Contact Us executive vi rector ptietz@spokanehousing.org 509-252-7139 ► facebook.com/spokanehousing ► www.spokanehousing.org CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Check all that apply: ❑ consent ❑ information Department Director Approval: ❑ old business ❑ new business ❑ public hearing ® admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Midilome Neighborhood Street Preservation Project Update GOVERNING LEGISLATION: None PREVIOUS COUNCIL ACTION TAKEN: • 01/09/2018: Administrative Report — Solid Waste Collection Street Wear Fee, which discussed the City's contract amendment to the garbage collection contract, including a street -wear fee, equal to 12.5% of gross receipts, or approximately $1.5 million per year. • 01/30/2018: Motion Consideration — Waste Management Contract Amendment, Street- wear Fee (#17-089.01), authorizing the City Manager to finalize and execute the contract amendment, which included the street -wear fee, equal to approx. $1.5 million per year. • 1/29/2019: Council passed Resolution 19-002, amending the 2019 TIP, which included this project. BACKGROUND: Project limits are generally bound by Bowdish Rd., Pines Rd., 24thAve/Loretta Ave. and 37th Ave. The project pulverizes the existing top 9" of the street section, regrades the road's cross section as needed, treats the pulverized section with cement, then provides a new 3" asphalt pavement surface. The project also includes installation of ADA curb ramps and minor stormwater upgrades. The project is planned to be advertised in late March and awarded in April, with construction occurring during the school district's summer break (mid-June to mid- August). The project budget is funded from City Fund 106 in the amount of $1,800,000. The total estimated project cost is: Preliminary Engineering Construction Total Estimated Cost 60,000 1,740,000 1,800,000 OPTIONS: Discussion only RECOMMENDED ACTION OR MOTION: Discussion only. BUDGET/FINANCIAL IMPACTS: Given collected funds from 2018 and through Fall 2019, it is expected that the street -wear fee revenue will total approximately $2.0 million. There are sufficient funds to cover the cost for this project. STAFF CONTACT: Gloria Mantz, PE — Engineering Manager Adam Jackson, PE —Project Manager ATTACHMENTS: PowerPoint Presentation Spokane Valle GIoria'Mhtz, PE, Engineering Manager Adam Jackson, PE, Project Manager Presentation Agenda March 12, 2019 Project Location Existing Conditions Project Design Temporary Traffic Control Project Cost & Funding Next Steps Spokane .000 Valley Project Location March 12, 2019 Generally bound by: Bowdish - Pines 32nd - 37th 2 miles long by 36'- 40' wide (Approx. 43,000 SY Total) Existing Conditions March 12, 2019 Existing Conditions Majority of the asphalt is from the late 1990's All streets: PCI < 50 Minimal, if any, preservation work to date Significant Cracking Pedestrian Ramps Do Not Meet ADA Requirements Minor upgrades to stormwater infrastructure 4 required Project Design March 12, 2019 Full depth pulverization, cement treated base, new 3" HMA pavement Reconstruct Curb Ramps to ADA Standards (18+) u Add pretreatment (catch basins) to select existing drywells kEXISTING CURB 5 PULVERIZATION LIMITS FINISHED GRADE EXISTING CURB EXISTING GRADE TYPICAL SECTION NTS LEGEND 01 NEW CEMENT TREATED BASE (CTB) 20 NEW ASPHALT PAVEMENT O EXISTING ASPHALT 4D EXISTING TOP COURSE 0 PULVERIZATION DEPTH Spokane .000 Valley Temporary Traffic Control March 12, 2019 Close all work limits to through traffic Local access for residents will be maintained Temporary closures during paving operations Affected residents will be notified in advance Work takes place during school's summer break 6 Spokane .000 Valley Budget and Funding March 12, 2019 Project Estimated Cost Preliminary Engineering $ 60,000 Construction $ 1,740,000 Total Estimated Cost $ 1,800,000 Project Estimated Budget City Fund 106 Total Estimated Budget 7 $ 1,800,000 $ 1,800,000 Spokane .000 Valley Public Outreach March 12, 2019 Public Meeting: Date: March 13, 2019 Time: 5:30-7:00 PM Location: Chester Elementary Weekly Traffic Alerts Spokane .000 Valley Tentative Schedule March 12, 2019 March 29 April 12 April 23 Mid June Mid August Bid Advertisement Bid Opening Council Bid Award Construction Start Project Completion Spokane .000 Valley Questions March 12, 2019 10 Spokane .000 Valley CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ❑ new business ❑ public hearing ❑ information ® admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Potential Grant Opportunity — Federal Highway Bridge Program GOVERNING LEGISLATION: PREVIOUS COUNCIL ACTION TAKEN: BACKGROUND: Washington State Department of Transportation (WSDOT) is anticipating approximately $75 million of Federal Local Bridge program funds for local agency bridge projects. The purpose of this program is to improve the condition of bridges through replacement, rehabilitation, and preventative maintenance. Applications are due April 26, 2019. A prioritized, recommended list of projects will be submitted to the WSDOT Local Programs Director by August 2019, who will make final decisions on projects awards. Announcements are expected by October 2019. Awarded funds can be available as early as 2020. Spokane Valley is eligible for preventative maintenance funding offered by this program. Funds are available for bridge deck resurfacing/repair on structures that have a total area of 2% or greater of patches and spalls in the deck surface. The City's northbound Sullivan Road Bridge over Union Pacific Railroad (Bridge #SpokV-4510) is the only eligible project. The proposed project would hydromill the existing bridge deck's top wearing surface and resurface the deck with a new modified concrete pavement. The anticipated project duration is three to four weeks. The preliminary project scope is estimated not to exceed $400,000. A 13.5% local match is required from the City, however, if funds are authorized before November 30, 2023, the local match for the construction phase is waived. Based on program funding requirements, the City does not have any eligible replacement or rehabilitation projects. Bridges with "Sufficiency Ratings" less than 40 are eligible for replacement funds and bridges with "Sufficiency Ratings" less than 80 are eligible for rehabilitation funds. However, no bridges shall be eligible for replacement or rehabilitation funds if they are deemed "Functionally Obsolete." Generally, a bridge considered "Functionally Obsolete" means that the bridge was built to standards that are not used today. OPTIONS: Discussion. RECOMMENDED ACTION OR MOTION: Discussion. BUDGET/FINANCIAL IMPACTS: The City's total potential local match responsibility is estimated not to exceed $54,000 ($13,500 for PE + $0 for ROW + $40,500 for CN). It is anticipated that the project will authorize construction funds prior to 2023, thus waiving the $40,500 CN local match. STAFF CONTACT: Adam Jackson, Planning & Grants Engineer ATTACHMENTS: Proposed Project Vicinity Map Proposed Project Vicinity Map Past Project: Sullivan Rd Bridge #4507 over UPRR (SOUTHBOUD) Funded by FHBP in 2012 Improved in 2013 Proposed Project: Sullivan Rd Bridge #4510 over UPRR (NORTHBOUND) Application/Award in 2019 Proposed Construction in 2020 W gxFni l ¢5nti?nP. ••J.?IIr.Y -.4P11116141111RIMIrr01111neT772514Eff II th"tl eu Path ..- �J P.41knBes niV _.. C n rtinr; efVET xaosac��n1 ce,Sgenw. - -- CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: March 12, 2019 Check all that apply: ❑ consent ❑ old business ❑ information ® admin. report Department Director Approval: ❑ new business ❑ public hearing ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Interagency Agreement with Washington State Department of Enterprise Services GOVERNING LEGISLATION: SVMC 3.49.020 Disposition of City Property PREVIOUS COUNCIL ACTION TAKEN: None BACKGROUND: Under Chapter 3.49.020(B) of the Spokane Valley Municipal Code, City property may be disposed of by the City Manager following Council approval of a resolution declaring the property to be surplus. One method of disposal available as an option is a public auction, which the City has utilized in the past. City staff has contacted the Washington State Department of Enterprise Services Surplus Operations (DES) to enter into an agreement that allows DES to provide surplus services for the City, including public auction. The agreement would be effective upon signature and continue until terminated by one of the parties. DES would sell or otherwise dispose of the surplus property on behalf of the City. After the sale of the property, DES would remit the proceeds of the sale to the City less any fees that are authorized in the agreement (Exhibit A). OPTIONS: (1) Place on a future consent agenda; (2) place of a future agenda for regular motion consideration; or (3) take other action as appropriate. RECOMMENDED ACTION OR MOTION: Consensus to place on a future consent agenda. BUDGET/FINANCIAL IMPACTS: Fees related to the agreement with DES are paid out of proceeds from selling surplus property, and there are no fees unless the items are sold. Net proceeds will be remitted to the City upon sale of the surplus property. STAFF CONTACT: Chelsie Taylor, Finance Director ATTACHMENTS: Draft Interagency Agreement with the Washington State Department of Enterprise Services State of Washington Department of Enterprise Services SURPLUS OPERATIONS P.O. Box 41411 Olympia, WA 98504-1411 INTERAGENCY AGREEMENT IAA No.: K5635 CITY OF SPOKANE VALLEY 10210 E SPRAGUE AVE SPOKANE VALLEY, WA 99206 Effective Date: February 8, 2019 INTERAGENCY AGREEMENT BETWEEN CITY OF SPOKANE VALLEY AND WASHINGTON STATE DEPARTMENT OF ENTERPRISE SERVICES SURPLUS OPERATIONS Pursuant to RCW 43.19.1919, this Interagency Agreement ("Agreement") is made and entered into by and between the State of Washington acting by and through the Surplus Operations Department of Enterprise Services, a Washington State governmental agency ("Enterprise Services") and City of Spokane Valley ("CLIENT AGENCY") and is dated and effective as of February 8, 2019. RECITALS A. Enterprise Services, through Surplus Operations, handles and sells used goods and vehicles. The sale, reuse and recycling of goods keeps hundreds of thousands of pounds of materials from being dumped in landfills. B. Client Agency desires to contract with Enterprise Services to obtain Surplus Operations Services. C. The purpose of this Agreement is to establish a programmatic vehicle for Surplus to provide the specified services to Client Agency in a cost-effective, efficient manner as set forth herein. AGREEMENT NOW THEREFORE, in consideration of the mutual covenants and agreements set forth herein, the parties agree as follows: 1. TERM. Subject to its other provisions, the period of performance of this Agreement shall commence when this Agreement is properly signed, and continue until terminated by either party, as provided herein. This Agreement cancels and supersedes all previous agreements between DES and CLIENT for surplus property services. INTERAGENCY AGREEMENT No. K5635 Page 1 of 2. STATEMENT OF WORK DES, under its authority in RCW 43.19.1919, acting on behalf of CLIENT shall furnish the necessary personnel and services and otherwise do all things necessary for or incidental to the performance of the work set forth in this Agreement. DES agrees to sell vehicles, equipment and other personal property, except for hazardous materials, that are declared surplus and turned over to DES for disposal ("Property"). DES further agrees to include the following clause in its Terms and Conditions of sale with any purchase of CLIENT Property in substantially the same form: "All available information about the item has been reported in this listing. The item may have defects of which the Washington State Surplus Operations Program is unaware. You are bidding on these item(s)'as is, where is.' All sales are final. Personal inspection is strongly advised. Failure to inspect the item shall not be grounds for any claim or property abandonment." All surplus property turned over to DES is publicly advertised via the DES website (www.ga.wa.gov/surplus). Methods for selling surplus property will include, but are not limited to: 1. Priority Sales (See WAC 200-360-025) 2. Public Sales 3. Internet Sales A. DES agrees to provide the following services: 1. Properly store and assume responsibility for the safekeeping of all vehicles, equipment and other personal property. 2. Endeavor to obtain resale prices equal to the industry standard trade-in or quick sale equipment values. 3. Sell surplus property turned over to DES in a timely manner, collect payment from buyer, and reimburse CLIENT the proceeds of sales, less DES's authorized fees per fee schedule as shown on Exhibit "A" — Surplus Operations Fee Schedule. 4. Take all necessary administrative actions to ensure surplus property turned over to DES ownership is legally and fully transferred from the CLIENT to the buyer. 5. Take responsibility for resolving any ownership issues that may arise after surplus property is purchased. 6. Set up Login ID and Password to the Surplus Request Management System (SRMS) for CLIENT staff authorized to submit surplus property. 7. Review SRMS disposal documents submitted within 24 hours and assign a DES Authority Number for approved property. CLIENT agrees that it will: 1. Submit SRMS disposal documents for all surplus property using DES's online SRMS, along with signed vehicle and equipment titles. 2. Contact DES at (360) 407-1917, to schedule delivery of surplus property. a. Transportation/Hauling Services are available through DES'sTransportation Services. Please contact transportservices@des.wa.gov , for a quote to haul your surplus property. 3. Dispose of the following hazardous materials themselves: a. Asbestos — Any product containing more than 1 percent asbestos, including wrapped pining, fireproofing materials, fireproof safes, fire retardant clothing, floor titles, ceiling tiles, etc. INTERAGENCY AGREEMENT No. K5635 Page 2 of b. Polychlorinated biphenyls (PCB's) — Including transformers, capacitors, electrical equipment containing capacitors or transformers, fluorescent fixtures, liquid filled electrical devices, etc. c. Liquids, Flammable or toxic liquids and powders, including paints, solvents, cleaners, copier fluids, etc. d. Radioactive Materials — Including smoke detectors, x-ray equipment, etc. e. Pesticides/Herbicides — Including insecticides, fungicides, herbicides, wood preservative, disinfectants, and any other substances intended to control pests. 3. CONSIDERATION After deducting its fee, DES shall reimburse CLIENT for the sale of surplus property. Compensation shall be based on Exhibit "A" - Surplus Operations Fee Schedule. DES reserves the right to amend their Fee Schedule when DES receives authorization to do so. DES will notify Client, in writing within thirty (30) days prior to Office of Financial Management approved rate changes. 4. PAYMENT PROCEDURE DES shall submit surplus property proceeds to Client within thirty (30) days of sale of surplus property. The surplus property proceeds shall be forwarded to the following: City of Spokane Valley Attn: Finance Department Address: 10210 E Sprague Ave Spokane Valley, WA 99206 5. RECORDS RETENTION. a. AGREEMENT AVAILABILITY. Prior to its entry into force, this Agreement shall be posted on the parties websites or other electronically retrievable public source as required by RCW 39.34.040. b. RECORDS RETENTION. Each party shall maintain records and other evidence that sufficiently and properly reflect all direct and indirect costs expended by either party in the performance and payment of the Services. These records shall be subject to inspection, review, or audit by personnel of both parties, other personnel duly authorized by either party, the Office of the State Auditor, and officials authorized by law. Such records shall be retained for a period of six (6) years following expiration or termination of this Agreement or final payment for any Service placed against this Agreement, whichever is later; Provided, however, that if any litigation, claim, or audit is commenced prior to the expiration of this period, such period shall extend until all such litigation, claims, or audits have been resolved. c. PUBLIC INFORMATION. This Agreement and all related records are subject to public disclosure as required by Washington's Public Records Act, RCW chapter 42.56. Neither party shall release any record that would, in the judgment of the party, be subject to an exemption from disclosure under the Public Records Act, without first providing notice to the other party within ten (10) business days of the receipt of the request. The parties will discuss appropriate actions to be taken, including release of the requested information, seeking a protective order, or other action prior to the release of records. Should one party choose to seek a protective order, it shall do so at its sole expense. INTERAGENCY AGREEMENT No. K5635 Page 3 of 6. AGREEMENT CHANGES, MODIFICATIONS AND AMENDMENTS This Agreement may be changed, modified or amended by written agreement executed by both parties. 7. AGREEMENT MANAGEMENT The program manager for each of the parties shall be responsible for and shall be the contact person for all communications and billings regarding the performance of this Agreement. The Client Agency contract staff member responsible for management of this Agreement is: Name: Karla White Title: Accounting Technician Address: 10210 E Sprague Ave Spokane Valley, WA 99206 Phone Number: 509-720-5044 E-mail Address: kwhite@a,spokanevalley.org The Enterprise Services Program Manager responsible for the management of this Agreement is: Name: Program Manager 7511 New Market Street Olympia WA. 98504-1030 (360)407-1900 surplusdisposal@des.wa.gov 8. INDEMNIFICATION To the fullest extent permitted by law, Client shall indemnify, defend, and hold harmless State, agencies of State and all officials, agents and employees of State, from and against all claims arising from the sale or transaction before, during, or after the sale. "Claim," as used in this Agreement, means any financial loss, claim, suit, action, damage, or expense, including but not limited to attorney's fees, attributable for bodily injury, sickness, disease, or death, or injury to or destruction of tangible property including loss of use resulting therefrom. Client expressly agrees to indemnify, defend, and hold harmless State for any claim arising out of or incidental to Client performance or failure to perform its rights, duties and obligations under this Agreement. Client shall be required to indemnify, defend, and hold harmless State only to the extent claim is caused in whole or in part by negligent acts or omissions of Organization. 9. TERMINATION Either party may terminate this Agreement upon 30 -days' prior written notification to the other party. If this Agreement is so terminated, the parties shall be liable only for performance rendered or costs incurred in accordance with the terms of this Agreement prior to the effective date of termination. INTERAGENCY AGREEMENT No. K5635 Page 4 of 10. TERMINATION FOR NON-USE If services in Statement of Work have not been used in 5 years, this agreement is automatically terminated without further notice. To commence services, Client must sign a new service agreement. Execution We, the undersigned, agree to the terms of the foregoing Agreement. Department of Enterprise Services City of Spokane Valley SIGNATURE SIGNATURE MARIJANE KIRK Mark Calhoun NAME NAME ASSISTANT DIRECTOR City Manager TITLE TITLE DATE DATE INTERAGENCY AGREEMENT No. K5635 Page 5 of Exhibit "A" DES Interagency Agreement No. K5434 Surplus Operations Fee Schedule Fee Schedule: Poly -Sub Items (whether sold at surplus or agency location) Explanation Sale Price Surplus $ Retained Agency Reimbursement Surplus retains Vehicles and Heavy 9.0% of Equipment final sale price $5,000 $450 $4,550 ($200 min - $900 max) $500 $200 $300 Surplus retains first $200, plus Standard Item 9.0% of every dollar above $200 $600 $236 $364 ($900 max) $150 $150 $0 Page 1 of 1 DRAFT ADVANCE AGENDA as of March 7, 2019; 8:30 a.m. Please note this is a work in progress; items are tentative To: Council & Staff From: City Clerk, by direction of City Manager Re: Draft Schedule for Upcoming Council Meetings March 19, 2019, Study Session, 6:00 p.m. [due Tue March 121 1. Arts Council Discussion —Mike Stone; Dr. James Harken (15 minutes) 2. Department of Ecology Agreement, Drywell Retrofit Program — Bill Helbig (10 minutes) 3. Historical Review of Spokane Valley Mayoral Ball Events — Chris Bainbridge, Cary Driskell (10 minutes) 4. BB 1406/SB5646 Encouraging investments in affordable & supportive housing —Mark Calhoun (10 minutes) 5. Advance Agenda — Mayor Higgins (5 minutes) [*estimated meeting: 50 mins] AWC Lobby Day March 25, 2019, Olympia March 26, 2019, Formal Meeting Format, 6:00 p.m. [due Tue March 191 Proclamation: 2020 Census Awareness Day 1. Consent Agenda (claims, payroll, minutes) (5 minutes) 2. Second Reading Proposed Ordinance 19-003 Amending 2019 Budget — Chelsie Taylor (10 minutes) 3. Motion Consideration: Federal Highway Bridge Program Grant — Adam Jackson, Bill Helbig (10 minutes) 4. Motion Consideration: Bid Award, Argonne Road, Valleyway to Broadway — Gloria Mantz (10 minutes) 5. Motion Consideration: Department of Ecology Agreement, Drywell Retrofit Program — B. Helbig (10 min) 6. Admin Report: Advance Agenda — Mayor Higgins (5 minutes) 7. Info Only: Department Reports [*estimated meeting: 50 mins] April 2, 2019, Study Session, 6:00 p.m. [due Tue March 261 ACTION ITEMS: 1. Motion Consideration: Bid Award, Mission Avenue Sidewalk — Bill Helbig (10 minutes) 2. Motion Consideration: Bid Award, University, 16th to Dishman Mica — Bill Helbig (10 minutes) NON -ACTION ITEMS: 3. Proposed Street Vacation, NE Industrial Area — Colin Quinn -Hurst (15 minutes) 4. Electrical Inspections — Jenny Nickerson (10 minutes) 5. Pavement Preservation — Adam Jackson, Bill Helbig; Linda Pierce w/Nichols Engineers (60 minutes) 6. Advance Agenda — Mayor Higgins (5 minutes) [*estimated meeting: 110 mins] April 9, 2019, Formal Meeting Format, 6:00 p.m. [due Tue April 21 1. Consent Agenda (claims, payroll, minutes) (5 minutes) 2. Proposed Resolution Setting Planning Commission St.Vacation Public Hearing — Colin Quinn -Hurst (10 min) 3. Motion Consideration: Bid Award Knox Sidewalk, Hutchinson to Sargent — Gloria Mantz (10 minutes) 4. Motion Consideration: Bid Award, Wilbur Avenue Sidewalk — Gloria Mantz (10 minutes) 5. Update on Tourism Venues — John Hohman, Chelsie Taylor, Mike Stone (15 minutes) 6. Admin Report: Advance Agenda — Mayor Higgins (5 minutes) [*estimated meeting: 55 mins] April 16, 2019, Study Session, 6:00 p.m. 1. Report on Crisis Intervention Training — Chief Werner 2. Advance Agenda — Mayor Higgins [due Tue April 91 (10 minutes) (5 minutes) [*estimated meeting: mins] Draft Advance Agenda 3/7/2019 10:45:18 AM Page 1 of 2 April 23, 2019, Formal Meeting Format, 6:00 p.m. [due Tue April 16] 1. Consent Agenda (claims, payroll, minutes) (5 minutes) 2. Motion Consideration: Bid Award, Evergreen Crossing, Mission to Indiana — Gloria Mantz (10 minutes) 3. Motion Consideration: Midilome Neighborhood Street Improvement Project-A.Jackson, G.Mantz (10 min) 4. Admin Report: Police Department Quarterly Report — Chief Werner 5. Admin Report: Advance Agenda — Mayor Higgins 6. Info Only: Department Reports April 30, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins Mav 7, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins May 14, 2019, Formal Meeting Format, 6:00 p.m. 1. Consent Agenda (claims, payroll, minutes) 2. Admin Report: Advance Agenda — Mayor Higgins Mav 21, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins May 28, 2019, Formal Meeting Format, 6:00 p.m. 1. Advance Agenda — Mayor Higgins 2. Info Only: Department Reports June 4, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins (10 minutes) (5 minutes) [*estimated meeting: 40 mins] June 11, 2019, Special Meeting: 2020 Budget Workshop, 8:30 a.m. — 2:30 p.m., Council Chambers June 11, 2019, 6 pm formal meeting cancelled June 18, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins June 25, 2019, Formal Meeting Format, 6:00 p.m. 1. Advance Agenda — Mayor Higgins 2. Info Only: Department Reports *time for public or Council comments not included OTHER PENDING AND/OR UPCOMING ISSUES/MEETINGS: Camping in RVs Donation Recognition Graffiti Health District Re SV Stats Land Use Notice Requirements Mirabeau Park Forestry Mgmt. Naming City Facilities Protocol Park Lighting Park Regulations Ordinance Amendments PFD Presentation Police Dept. Quarterly Rpt (Jan, April, July, Oct) Draft Advance Agenda 3/7/2019 10:45:18 AM [due Tue April 23 1 (5 minutes) [due Tue April 30 1 (5 minutes) [due Tue May 7] (5 minutes) (5 minutes) [due Tue Mav 141 (5 minutes) [due Tue May 21] (5 minutes) [due Tue May 281 (5 minutes) [due Tue June 41 [due Tue June 11] (5 minutes) [due Tue June 181 (5 minutes) Sign Ordinance Snow Removal: Streets & Sidewalks St. Illumination (ownership, cost, location) St. O&M Pavement Preservation Studded Snow Tires Utility Facilities in ROW Water Districts & Green Space Way Finding Signs Page 2 of 2