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Ordinance 07-026 Amending Comprehensive Plan CITY OF SPOKANE VALLEY • SPOKANE COUNTY,WASHINGTON ORDINANCE NO. 07-026 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY WASHINGTON, AMENDING ORDINANCE 06-010 ADOPTING THE CITY OF SPOKANE VALLEY COMPREHENSIVE PLAN,AND PROVIDING FOR OTHER MATTERS PROPERLY RELATING THERETO. WHEREAS, through Spokane Valley Ordinance 06-010, the City of Spokane Valley adopted Land Use plans and regulations 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 Washington State Growth Management Act(GMA)allows comprehensive plans to be amended annually(RCW 36.70A130);and WHEREAS, amendments to the City of Spokane Valley Comprehensive Plan may be initiated by the Planning Commission (Commission), the City Council (Council) or by the Community Development Director based on citizen requests or when changed conditions warrant adjustments; and WHEREAS, the GMA requires comprehensive plans to be implemented with development regulations, including the zoning of property consistent with land use map designations;and WHEREAS, consistent with the GMA, City of Spokane Valley adopted Public Participation Guidelines to direct the public involvement process for adopting and amending comprehensive plans; and WHEREAS, the Comprehensive Plan provides that amendment applications shall be received until November 1 of each year; and WHEREAS, applications were submitted by the applicant, owner or by City staff to amend the Comprehensive Plan and Zoning Maps for the purpose of beneficially using the property described herein;and WHEREAS, following the application to the City, staff conducted an environmental review to determine the potential environmental impacts from the proposed amendments; and WHEREAS, after reviewing the Environmental Checklists, staff issued a Determination of Nonsignificance(DNS) for the proposals, published the DNS in the Valley News Herald, posted the DNS on the sites and mailed the DNS to all affected public agencies; and WHEREAS, the Commission conducted a briefing on September 27, 2007, to review the proposed amendments;and WHEREAS, notice of the Commission public hearing was published in the Valley News Herald at least 14 days prior to the hearing; and WHEREAS, on October 5, 2007, notice of the Commission hearing was mailed to all property owners within 400 feet of the subject property; and WHEREAS, notice of the hearing was posted on the subject property; and Ordinance 07-026 Comp Plan Amendments Page 1 of 6 WHEREAS,the Commission received evidence, information, public testimony and a staff report and recommendation at a public hearing on October 25,2007; and WHEREAS, the Commission conducted a public hearing on October 25, 2007, to consider proposed amendments to the Comprehensive Plan Land Use map and text. After hearing public testimony, the Commission made recommendations on CPA-01-07 thru CPA-09-07. The Commission continued the public hearing to November 8, 2007 for CPA-10-07 through CPA-17-07 and text amendments. Further research was requested on CPA-10-07 to determine an appropriate boundary for the proposed Regional Commercial designation. On November 8, 2007, the Planning Commission deliberated on CPA-10-07 thru CPA-17-07 and proposed amendments to Chapters 3 and 4 of the Plan; and WHEREAS, the Commission deliberated on CPA-10-07 through CPA-17-07 and proposed amendments to Chapters 3 and 4 of the Plan on November 8,2007;and WHEREAS, the Commission continued the November 8, 2007 public hearing to deliberate on CPA-10-07 through CPA-17-07; the Commission recommended approval of all preceding amendments with modifications to CPA-10-07; and WHEREAS, on December 4, 2007,Council reviewed the proposed amendments; and WHEREAS, on December 11, 2007, Council considered a first ordinance reading to adopt the proposed amendment; and WHEREAS, on December 18, 2007, Council considered a second ordinance reading at which time Council approved written findings of fact setting forth their basis for recommending approval of the proposed amendments. 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 amend the Comprehensive Plan and Map(s)adopted through Ordinance No. 06-010, and amend the Comprehensive Plan text adopted through Ordinance No. 06-010. Section 2. Findings. The City Council acknowledges that the Commission conducted appropriate investigation and study, held a public hearing on the application and recommends approval of the amendments to the Comprehensive Plan map and text. The City Council hereby adopts the findings of the Commission, specifically that: 1. Notice for the proposed map and text amendments was placed in the Spokane Valley News Herald on October 5, 2007. Each map amendment site was posted with a "Notice of Public Hearing" sign, with a description of the proposal,and a State Environmental Policy Act(SEPA)determination. 2. Individual notice of the map amendment proposals was mailed to all property owners within 400 feet of each affected site. 3. Pursuant to the State Environmental Policy Act (SEPA — RCW 43.21C) environmental checklists were required for each proposed comprehensive plan map and text amendment. 4. Staff reviewed the environmental checklists and a threshold determination was made for each comprehensive plan amendment request. Determinations of Non-significance (DNS)were issued for the requested comprehensive plan amendments on October 5, 2007. Ordinance 07-026 Comp Plan Amendments Page 2 of 6 5. The DNS's were published in the city's official newspaper on October 5, 2007 consistent with the City of Spokane Valley Environmental Ordinance. 6. Appropriate environmental review was conducted and all SEPA requirements were met. 7. The Spokane Valley Planning Commission conducted a public hearing on October 25, 2007, to consider the proposed amendments. After hearing public testimony, the Commission made recommendations on CPA-01-07 thru CPA-09-07. 8. The Commission continued the public hearing for CPA-10-07 thru CPA-17-07 and proposed Plan text amendments to November 8, 2007. Further research was requested on CPA-10-07 to determine an appropriate boundary for the proposed Regional Commercial designation. 9. On November 8, 2007,the Planning Commission deliberated on map amendments CPA-10-07 thru CPA- 17-07 and proposed text amendments. 10. The planning goals of the Growth Management Act (GMA) were considered and the proposed amendments are consistent with the GMA. 11. The goals and policies of the Spokane Valley Comprehensive Plan were considered and the proposed amendments are consistent with the Comprehensive Plan. 12. The proposed land use and zoning designations are consistent with the current use of the properties. 13. The Comprehensive Plan Land Use Map and text amendments will not adversely affect the public's general health, safety, and welfare. Section 3. Property. The properties subject to this Ordinance are described in the attached Attachment "A". Section 4. Map Amendments. Pursuant to RCW 35A.63.073 the City of Spokane Valley Comprehensive Plan and Map as adopted through Ordinance No. 06-010, is hereby amended as set forth on the attached Attachment "A". The Comprehensive Plan Map Amendments are generally described as follows: Map Amendments File No.CPA-01-07 Location: South side of 16th Avenue,west of its intersection with Sullivan; Parcel number 45261.0707 at 1607 S. Sullivan Rd Request: Change the Comprehensive Plan map designation from Low Density Residential to Neighborhood Commercial Council Decision: Change to Neighborhood Commercial File No.CPA-02-07: Withdrawn File No.CPA-03-07 Location: Northwest corner of Pines and 32nd; Parcel No.45284.2030 and 45284.2013 at 3010 S Pines Road Request: Change Comprehensive Plan from Neighborhood Commercial to High Density Residential Council Decision: Change to High Density Residential File No.CPA-04-07 Location: East side of Pines,North of Mansfield Road.; Parcel No.45103.0263,45103.0262, 45103.0261,45102.9074,and 45102.9057 Request: Change the Comprehensive Plan designation from High Density Residential to Office Council Decision: Change to Office Ordinance 07-026 Comp Plan Amendments Page 3 of 6 File No.CPA-05-07 Location: Located on the north side of Mission at its intersection with Barker Road;Parcel number 55083.6401 at 1612 N. Barker Road Request: Change the Comprehensive Plan designation from Low Density Residential to Neighborhood Commercial Council Decision: Change to Neighborhood Commercial File No. CPA-06-07 Location: East of McDonald Road, north of its intersection with Sprague; Parcel No.45154.1717 at 102 N. McDonald Road Request: Change the Comprehensive Plan designation from Low Density Residential to Corridor Mixed- Use Council Decision: Change to Corridor Mixed-Use File No.CPA-07-07 Location: West of Argonne on the south side of Broadway Avenue; parcel no. 45184.0116 and 45184.0101 at 8910 E. Broadway Ave and 711 N.Argonne Road Request: Change the Comprehensive Plan map designation from Office to High Density Residential Council Decision: Change to High Density Residential File No.CPA-08-07 Location: North side of Cataldo,west of its intersection with Argonne;Parcel no.45181.1224 at 9015 E Cataldo Ave. Request: Change the Comprehensive Plan map designation from Office to High Density Residential • Council Decision: Change to High Density Residential File No.CPA-09-07 Location: East of Pines,north of its intersection with Olive; parcel no.45153.1715 at 512 N Pines Road Request: Change the Comprehensive Plan map designation from Office to High Density Residential Council Decision: Change to High Density Residential File No.CPA-10-07 Location: The corridor is part of the Barker interchange and runs from east of Greenacres Road to Hodges Road and from south of I-90 to Alki Road;the southern border of the corridor extends along Alki from Greenacres to Michigan;there is a small portion included in the corridor that extends the border farther south from Alki to Appleway along Michigan,and then east to Hodges Road,the city boundary line. Request: Change the Comprehensive Plan map designation from Corridor Mixed-Use to Regional Commercial Council Decision: Change to Regional Commercial,except for a small residential area located in the southwest portion identified in Attachment A,this residential area shall be zoned Single-family Residential District(R-3). Council also determined a small portion of land located in the northwest portion identified in Attachment A be removed from the amendment and remain Corridor Mixed Use(CMU),this area shall remain zoned CMU. File No.CPA-11-07 Location: West of Park Avenue and on the south side of Nora; parcel numbers 35124.2504 and 35124.2606 at 7320 E.Nora Ave. Request: Change the Comprehensive Plan map designation from Public/Quasi-Public to Light Industrial Council Decision: Change to Light Industrial Ordinance 07-026 Comp Plan Amendments Page 4 of 6 File No.CPA-12-07 Location: South side of Broadway,west of Ella Road;parcel no.45183.0405 at 7816 E. Broadway Avenue. Request: Change the Comprehensive Plan map designation from High Density Residential to Office Council Decision: Change to Office File No.CPA-13-07 Location: East of Pines,between Pinecroft and Trent; parcel no. 45033.9024 and 45033.9042. Request: Change the Comprehensive Plan map designation from Public/Quasi-Public to Mixed Use Council Decision: Change to Mixed Use File No.CPA-14-07 Location: South side of Mission,west of its intersection with Pines; parcel No.45161.0246 at 12006 E. Mission Avenue. Request: Change the Comprehensive Plan map designation from Public/Quasi-Public to Office Council Decision: Change to Office File No.CPA-15-07 Location: South side of 12th Ave,west of its intersection with McDonald; parcel No. 45223.9210 at 12912 E. 12th Avenue. Request: Change the Comprehensive Plan map designation from Public/Quasi-Public to High Density Residential Council Decision: Change to High Density Residential File No.CPA-16-07 Location: West of Long Road, south of its intersection with Maxwell; parcel no. 55182.0103 at 1409 N. Long Road. Request: Change the Comprehensive Plan map designation from Public/Quasi-Public to Low Density Residential Council Decision: Change to Low Density Residential File No.CPA-17-07 Location: North side of 10th Avenue,west of Pines road; parcel number 45214.2531 at 924 S. Pines Road. Request: Change the Comprehensive Plan map designation from Low Density Residential to Corridor Mixed Use Council Decision: Change to Corridor Mixed Use Comprehensive Plan Text Amendments. Pursuant to RCW 35A.63.073 the City of Spokane Valley Comprehensive Plan and Map as adopted through Ordinance No. 06-010, is hereby amended as set forth on the attached Attachment "B" (amended text for Chapter Four, Capital Facilities) and Attachment "C" (amended text for Chapter Three,Transportation). Section 5. Map - Copies on File-Administrative Action. The Comprehensive Plan (with Maps) is maintained in the office of the City Clerk as well, as the City Department of Community Development. The City Manager or designee, following adoption of this Ordinance, is authorized to modify the Comprehensive Plan Map in a manner consistent with this Ordinance. Section 6. Liability. The express intent of the City of Spokane Valley is that the responsibility for compliance with the provisions of this ordinance shall rest with the permit applicant and their agents. This ordinance and its provisions are adopted with the express intent to protect the health, Ordinance 07-026 Comp Plan Amendments Page 5 of 6 safety, and welfare of the general public and are not intended to protect any particular class of individuals or organizations. Section 7. 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 8. Effective Date. This Ordinance shall be in full force and effect five(5)days after publication of this Ordinance or a summary thereof in the official newspaper of the City of Spokane Valley as provided by law. PASSED by the City Council this 18`h day of December,2007 Mayor, Diana Wilhite lA; 1 . Ay Clerk, Christine Bainbridge Approved As T o Form: Office of e City A• - - ey Date of Publication: 12-28-07 Effective Date: 01-02-08 Ordinance 07-026 Comp Plan Amendments Page 6 of 6 • ATTACHMENT A MAP AMENDMENTS Exhibit 1 : Comprehensive Plan Map i - !4ch 14th 11t T 1 - ---,ti S rr L t 3 a ii E 3 Le 15th /?<? CPA-01-07 Ibth Inds _ Ir,th Itith - 1 law Density Spokane ailed Res idtntiul Seventh IDay Adsen ' I K z Public/Quail- ./1 Public I I I 1 - T _ . CPA-t11-07 Request: Change the Comprehensive Plan map dcsi2nution City of Spokane Valley from Loss Density Residential to Neighborhood Community DeNclopment Department Commercial change zoning from R-2 to NC. Exhibit 1 : Comprehensive Plan Map firiftwill itiormimaiiimEri.o. Pr 111 11111111 Si t 1 I I :kcv,ew Sk+inc l. Lenora ip * Alp CPA-03-07 I TIO■11!; ill IIIIIIIq* i b l sits -- cResidential 1, y Mal 1 { ..n it !!.iii Nom,,,„,,,„,,,,„marl i „,, ,.. :„:.,, ,.. [- .nu:,rtrt-,i---1 C t► 1 4. t 3 t si 1,7 , 32nd ----- ---_n4 3'L.iv/ , r:1 la.: ilk 11111- E Public/Quasi- Public n Public/Quasi- _ t Public '; Illrj.mimmt ' CPA-03-07 Request: Change the Comprehensive Plan map designation City of Spokane Valle} from Neighborhood Commercial to High Density Residential: Community Development Department change zoning from NC to ME-2. Exhibit 1 : Comprehensive Plan Map / ) U ,t1 MI ..,. w'Density .: -ry I-Lo tesideo l Mttu� r 1. er tar ;At l' b iclQuas Pu Iir f ark iOpen taZI Public/Quas i- ,:= i c r Resid is CPA-04-07 I i _0 III lii u li I %P.EfitiNtil 46fill4P 46611116"11‘. 0 11110 = N.: � Lr,ICY €! I,ieh, I7tiu',rial ;Ft T ... Psi , . . . _ __ '44,N.`y writ,w r .. Ns 1 ki* w l't ommercial CPA-04-07 Request: Change the Comprehensive Plan map designation City of Spokane Valley from High Density Residential to Office: Community Dei elopmcnt Department change the zoning from MF-2 to 0. Exhibit 1 : Comprehensive Plan Map — PilliliC e j, oa t1-fclen#idl c b. ti .usu�tn outasi ��1:�U9jl'lx 4'1,i4:f E`•'^ t ia6i:irn 141 c n !14r,�xlnn ., 1. 1` - I I IrI11rii.o! - i Barker community Rs-Aki:16ml Learning Center No L CPA-05-07 City of Spokane Valley Community Development Department Change tilt, Cnuprchrnc °e PIBn map designation from Low+, ltsii) Kr identiu to Neighborhood Commercial ; change zoning from R4 to NC. Exhibit 1 : Comprehensive Plan Map Fl 7 EOM Smart ILIIIIIIMMInlir- - 1 ? r inMain ____ MilN....% Nt Ne;I: R 1.a.3.ic ...,..,.. .... RE 1 :4:\NN's... 1:NNNN.......s. ••■•;::,, .N C.in-Cir '. :, _ _. N4%k%"%k%%,_'4.N; `,N NZ. --, N.....s< ,,,,,, ,i.., -.N.N.:,.: N ... , . .. z.. - . _ :_. , . . , R .:%%,kN:NNNNNNN,...:NN..N.:_... .. . . ......... 1 ._ .6.. ...... ... .. .. ,...A.,..... ... .-,.. ... . .. 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Exhibit 1 : Comprehensive Plan Map 1 ____j L j___± I irLil tint 1 1 1.1 rilJ , 'P -1 O7 / ,-:. Etch 3 4 Lew Density Resin a FlistP PublieQuas- ro,iik Pul Ikl Qtinsi. Public . 11,�, l 1;'. , -n: f I I 1 a 7 `s Public,(2 a i- 1'arhiir in ' 9 idle nn lti II - � Elementary r • CPA-15-07 Request; Chunge the ComprehemiNt Pion map City of Spohnne Valley designation from puttlieiQunsi-Public to HDR: 1 [ Community Development Department _ change zoning from CF to MF>2. • Exhibit 1 : Comprehensive Plan Map tA F, Publia'Quasi- Public/Quasi- Public Public CPA-16-07 btnxwell i Los,r i tensih Residratial Put►IiciQuas 'ublic 1 r CPA-16-07 Request: Change the Comprehensive Plan map City of Spokane Valley designation from Public/Quasi-Public to LDR; Community Deselopment Department change zoning from (•F to R-3. 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',,,,,,,,, ,,,,,,„,,,,,.,-- .NN,,,,,,,,,,,,NN--.,,,%.,-N.,,::,,,,-N‘,......NN\,..,,,,,,,,,, .N.s , 'N....'NN*NNN.,,.N: \1.-.NNNN,,N'N,'NNN,,,%„,„'NN%'N,,,,,NNNNN%N.N.,, ,,,.„N.N. 7‘I CPA-17-07 Request; Change the Comprehensive Plan map Cfty of Spokane Valley designation of northern portion from LDR to CMU; Community Development Department change zoning from R-2 to CMU. City of Spokane Valley Comprehensive Plan— der 3 Transportation CHAPTER 3 — TRANSPORTATION 3.0 Introduction Transportation systems should provide for the safe and efficient movement of people and goods. Modes of transportation which impact Spokane Valley include roadway, transit, air, rail, bicycle and pedestrian. Each of these modes is addressed independently, although the development of an efficient and truly multimodal transportation system requires an evaluation of the interaction and interdependency of each mode in relationship to others. Airport, rail and arterial roadways have implications for regional freight mobility. Transit, pedestrian and bicycle systems form part of larger systems with localized implications for the movement of people. Citizens should have a variety of viable transportation choices and the plan focuses on providing citizens with transportation options and reducing dependency on driving because: • The transportation preferences and needs of all people should be respected. All citizens, including those who cannot or choose not to drive, should have viable transportation options; • In the future, increasing numbers of people may not physically or financially be able to drive; • All people are pedestrians at some point; and • Continued dependency on driving may not be sustainable in the future, either economically and/or environmentally. Alternatives to driving must be truly viable. All transportation options must be safe, accessible, convenient and attractive. For instance, people might be more likely to use public transportation if service is frequent, routes to transit stops are pedestrian friendly and shops and services are located near stops. Safety is a critical factor; people will not choose transportation options they perceive to be unsafe. Safety is similarly important in the efficient movement of goods since they share road and rail transportation corridors. System design, direct routes and conflict reduction are key considerations in establishing a multimodal transportation system which provides mobility choices, moves people and goods effectively and safely, is coordinated with land use, maintains or improves air quality, and mitigates impacts to the environment. 3.1 Planning Context The Transportation Element of the Spokane Valley Comprehensive Plan (SVCP) establishes the framework for providing a transportation system (facilities and services), and focuses on actions needed to create and manage the transportation infrastructure and services. 3.1.1 Growth Management Act The Growth Management Act (GMA) (RCW 36.70A.020 [3)) '...encourages efficient multimodal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans.° In addition, the act outlines guidelines for the preparation of the transportation plan, which is a mandatory element of the Comprehensive Plan. Specifically, these guidelines(RCW 36.70A.070 [6)) include: • The land use assumptions used in the plan; • Facility and service needs, including: 1. An inventory of existing facilities; 2. Level of service standards for all facilities and services; 3. An action plan for bringing system deficits up to standard; Adopted April 25,2006 Page 1 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan—` iter 3 Transportation 4. Forecasts of future traffic growth; and 5. Identification of system expansion and transportation system management needs. • A financing plan which includes: 1. A comparison of funding needs versus available resources; 2. A six-year financing strategy; and 3. An assessment of how funding deficits will be managed. • Intergovernmental coordination efforts; • A demand management strategy; and • A concurrency management strategy. Moreover, the GMA requires that the Spokane Regional Transportation Council (SRTC) certify the transportation elements of local comprehensive plans. Certification is based upon conformity with state legislation related to transportation elements, and consistency of the City's element with the Metropolitan Transportation Plan. • 3.1.2 County Wide Planning Policies Regional transportation planning services are provided by the SRTC, and coordinated by the Spokane Transit Authority (STA) and local jurisdictions, in accordance with federal and state planning requirements, and the Countywide Planning Policies for Spokane County (CWPPs). The CWPPs provide a policy framework for the County and its respective cities. Adherence to these policies ensures that plans within the County are consistent with one another. These policies address such issues as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. The following are specific CWPPs that relate to the Transportation Element:' Policy Topic 3 — Promotion of Contiguous and Orderly Development and Provision of Urban Services Policies 1. Each jurisdiction shall include policies in its comprehensive plan to address how urban development will be managed to promote efficiency in the use of land and the provision of urban governmental services and public facilities. The [GMA] Steering Committee has accepted a regional minimum level of service standards for urban governmental services with the exception of police protection within Urban Growth Areas (UGAs). Local jurisdictions may choose higher standards. In its comprehensive plan, each jurisdiction shall include, but not be limited to, level of service standards for: a. fire protection; b. police protection; c. parks and recreation; d. libraries; e. public sewer; f. public water; g. solid waste disposal and recycling; h. transportation; and i. schools2. 3. Each jurisdiction shall include policies in its comprehensive plan to ensure that obstructions to regional transportation or utility corridors are not created. In addition, each jurisdiction should ' Note to reader. The following policies are numbered according to the policy number in the CWPPs, resulting in non- sequential numbering in this document. 2(Spokane County has not proposed a level of service for school districts to be adopted as part of the comprehensive plan. Individual school districts determine their own level of service standards. However, if any jurisdiction within Spokane County or Spokane County(itself]chooses to implement impact fees for schools at any future time,each school district must develop a capital facilities plan consistent with the GMA). Adopted April 25,2006 Page 2 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan ?ter 3 Transportation include policies in its comprehensive plan to ensure sustainable growth beyond the 20-year planning horizon. • Policy Topic 5 -Transportation 1. Regional transportation planning shall be conducted by the Spokane Regional Transportation Council (SRTC). The SRTC shall coordinate with local jurisdictions and the Spokane Transit Authority (STA) to ensure that the regional transportation plan and local jurisdiction's land use plans are compatible and consistent with one another. 4. Comprehensive plans shall include, where applicable, the master plans of identified major transportation facilities to ensure that they are reasonably accommodated and compatible with surrounding land uses. Such facilities shall include, but not be limited to, airports, state highways, railroads and major freight terminals. 5. Local jurisdictions shall develop and adopt land use plans that have been coordinated through the Spokane Regional Transportation Council (SRTC) to ensure that they preserve and enhance the regional transportation system. These plans may include high-capacity transportation corridors, and shall fulfill air quality conformity and financial requirements of the Federal Transportation Laws and Regulations, the Clean Air Act Amendments of 1990, and the Growth Management Act(GMA). 7. In the long term, growth and change will necessitate the designation of specific transportation corridors which can support high capacity transportation. These corridors shall: a. be identified for the specific purpose of preserving the right-of-way necessary to implement a high-capacity transportation system and to provide a development density that will support such a system; b. be recognized in each jurisdiction's comprehensive plan and development regulations. These plans and codes should provide the authority to establish high-capacity transportation activity centers and urban villages having a land use pattern of mixed use density and intensities; c. be incorporated into capital facilities programs to provide a unified approach for preserving the character and quality of neighborhoods; d. be evaluated to identify both interim and ultimate transportation strategies for each corridor; e. encourage capital infrastructure investment to facilitate high-capacity transportation and supporting land uses; and 1. be supported through a public education process. 8. The regional transportation plan and comprehensive plan of each jurisdiction shall include roads,air and rail service that accommodates the need for freight and goods movement. Plans should identify specific routes that are, or could be, subject to available funding, designed and constructed utilizing a regional standard for heavy truck traffic to serve the • movement of goods from industrial and rural areas to the market. Future land uses requiring heavy freight movement should be encouraged to locate along these routes. 9. Recognizing the need to maintain existing rail lines for shipments of commodities, which reduces the impacts of shipping commodities by roads, local jurisdictions should protect rail facilities to the extent possible. 10. Each jurisdiction should coordinate its housing and transportation strategies to support existing, or develop new, public multimodal transportation systems. 11. Each jurisdiction shall address land use designations and site design requirements that are supportive of and compatible with public transportation, for example: a. pedestrian scale neighborhoods and activity centers; Adopted April 25,2006 Page 3 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan- pter 3 Transportation b. mixed use development; and c. pedestrian friendly and non-motorized design. 13. Each jurisdiction's transportation facilities shall be planned within the context of countywide, multi-county and bi-state air, land and water resources and shall not cause or contribute to exceeding federal or state environmental quality standards. 14. Each jurisdiction shall strive, through transportation system strategies, to optimize the use of and maintain existing roads to minimize the construction costs and impacts associated with roadway facility expansion. 15. In accordance with regional minimum level of service standards specified by the Steering Committee, each jurisdiction shall establish roadway standards, level of service standards and methodologies and functional road classification schemes to ensure consistency throughout the region and to support the use of alternative transportation modes. 16. Each jurisdiction shall address energy consumption/conservation by: a. designing transportation improvements for alternatives to the single-occupant vehicle; b. locating and adopting design standards for new development to support pedestrian or non-motorized travel; c. providing regulatory and financial incentives to promote efforts of the public and private sector to conserve energy; and d. reducing the number of vehicle miles traveled and number of vehicle trips. 17. The transportation element of each jurisdiction's comprehensive plan, where transit service exists, will include level of service standards for transit routes and services. Each jurisdiction will coordinate the level of service standards with all adjacent jurisdictions and appropriate agencies. 18. Each jurisdiction shall use its adopted level of service standards to evaluate concurrence for long-range transportation planning, development review and programming of transportation investments. 20. Transportation elements of comprehensive plans shall reflect the preservation and maintenance of transportation facilities as a high priority to avoid costly replacement and to meet public safety objectives in a cost-effective manner. 21. Each jurisdiction, Spokane Regional Transportation Council (SRTC) and other transportation agencies shall identify significant regional and/or countywide land acquisition needs for transportation and establish a process for prioritizing and siting the location of transportation corridors and facilities. 3.1.3 Concurrency and Level of Service Concurrency as defined in the GMA3 means: local jurisdiction must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a locally owned transportation facility to decline below the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with development. These strategies may include increased public transportation service, ride sharing programs, demand management, and other transportation system management strategies. For purposes of this subsection (6) "concurrent with development" shall mean that improvements or strategies are in place at the time of development or that a financial commitment is in place to complete the improvements or strategies within six years. (emphasis added) RCW 36.70A.070(6) Adopted April 25,2006 Page 4 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan-' Ater 3 Transportation SRTC has been appointed by the Spokane County Growth Management Steering Committee to coordinate the development of regional transportation Concurrency Management Systems (CMS). Spokane County's CMS consists of regional and local concurrency reviews as described below. Regional: SRTC is responsible for monitoring and evaluating the performance of regional transportation facilities as affected by land use and transportation improvement decisions. SRTC uses travel times to assess performance of regional transportation corridors. A review of regional concurrency occurs on an annual basis. Local: Local jurisdictions are responsible for reviewing land use proposals within their jurisdiction and making determinations as to whether concurrency requirements are met as specified by their ordinance. The state is responsible for establishing performance standards on all highways of statewide significance, which are not subject to local concurrency requirements. Additional discussion of roadway concurrency is included in Section 3.2 below and in Chapter 4 Capital Facilities. 3.2 Streets & Roadways 3.2.1 Highways of Statewide Significance & Connectivity Spokane Valley is served by a network of publicly maintained streets and highways connecting local communities and urban centers in the greater Spokane region. Interstate 90 runs east/west through the city and provides direct linkages from the Spokane region west to the Seattle/Puget Sound region and east across the country. Spokane Valley also has two (2) state highways, State Route 27 (Pines Road) and State Route 290 (Trent Avenue). SR-27 provides access from Spokane Valley south into southeastern Spokane County and Whitman County. SR-290 provides Spokane Valley access to the east into areas around Rathdrum, Idaho. Both of the roadways provide important regional access to Spokane Valley. 3.2.2 Roadway Inventory and Functional Classification Functional classification is the grouping of highways, roads and streets by the character of service they provide, and was developed for transportation planning purposes. Basic to this process is the recognition that individual routes do not serve travel independently. Rather, most travel involves movement through a network of roads. Comprehensive transportation planning, an integral part of total economic and social development, uses functional classification to determine how travel can be channelized within the network in a logical and efficient manner. Functional classification balances access to adjacent land and mobility. It defines the part that any particular route should play in serving the flow of trips through a highway network. The Washington Department of Transportation (WSDOT) has the primary responsibility for developing and updating the statewide highway functional classification in rural and urban areas to determine functional usage of the existing roads and streets, and must cooperate with responsible local officials in developing and updating the functional classification. The results of the functional classification are mapped and submitted to FHWA for approval. Once approved, the map serves as the official record for Federal-aid highways and is the basis for designation of the National Highway System.4 Interstate Freeway: The interstate is a controlled access, multi-lane, high-speed, high-capacity roadway intended exclusively for motorized traffic. All access is controlled by interchanges and bridges separating local road crossings. Interstate 90 is the only freeway within the Spokane Valley city limits. Principal Arterials: Principal arterials serve the major centers of activity in urbanized areas and include the highest traffic volume corridors, serve the longest trips and carry a high proportion of 4 23 CFR 470 Adopted April 25, 2005 Page 5 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan- Ater 3 Transportation .1 • • BOAC RIGHT OF LEFT 71.i = 3,xG•L IC/F:E -- I LAN E I - ILA.Y- La a DRAINAGE A J 'LAWS .0 COLLECTOR AF27F.IAL TYPi!C.a.L, SECT!3N — T.S • the total urban travel, even though they constitute a relatively small percentage of the total roadway network. The principal arterial system carries most of the trips entering and leaving the urban area, as well as significant intro-area travel, such as between central business districts and outlying residential areas. The system also carries important intro-urban and inter-city bus routes. Service to abutting. land is subordinate to travel service to ma-or traffic movernerlts. • RCA, RI -1T O F WAY �,' 1 � 7-1'.71'7'N Ori[li I I IhN[I Y IL we, F 1'Y • 9'�A'aLi r y y ht}Nf.n kh'Od hrF PRIN GIP AL AR'rER::,+L TY?I CkL SZCTIGN — ti'.7.S. Minor Arterials:. The minor arterial street system interconnects with and augments the principal arterial system- It accommodates trips of moderate length at a lower level of travel mobility than principal arterials- This system places more emphasis on land access than the principal arterial system- Such a facility may carry local bus routes and provide intra—ortmmunity continuity, but ideally does not penetrate identifiable neighborhoods. The spacing of minor arterials may vary from one tenth to one half mite (1/1G - 112) in central business districts, and two (2) to three (3) miles in suburban fringes, but is normally not more than one (1) mile in fully developed areas. Collector Streets: The collector provides both iand access and traffic circulation within residential neighborhoods and commercial and industrial areas. It differs from the arterial system in that facilities from the collector system may penetrate residential neighborhoods, distributing trips from arterials through the area to their ultimate destinations. Conversely, the collector system also collects traffic from local streets in residential neighborhoods and channels it into the • arterial system. In a central business district or other area of similar development and traffic density, the collector system may include the entire street grid. The collector street system may also carry local bus routes- Collectors may be separated into principal and minor designations, or into industrial or neighborhood classifications. Local Access Streets: The local access street system includes all facilities not designated as either an arterial or collector- It primarily permits direct access to abutting lands and connections • to higher order systems- It offers the lowest level of mobility and usually contains no bus routes. Service to through-traffic movement is usually deliberately discouraged. FH NA Functional Cla5sifiration Guidelines • • Adopted April 25, 2006 Page 6 of 30 2007 Update Amended December 18, 21707 City of Spokane Valley Comprehensive Plan- liter 3 Transportation Table 3.1 Roadway Waage Summary for Spokane Valley Functional Class s'rATE CITY TOTAL W % Miles m fi 11 Urban Irrlerstate 1011 - 2.22% 10,11 2,22% 14 Urban Principal Arteral 11.4$ 2.52:% 29.37 546% 40,83 598 All Principal Artemis 21 57 4 74% 29.37 5.48% 50.94 11.20% 16 Urban Minor Arterial 1,8[1 D 5% 59,53 1 13,09% 6,13 13.44% All Arletiala 23.17 5 10% 813.9[4 1 19.55% 112.07 24 85% 1'l Urlaar 11 tar 43.81 I 963% 43.61 9.63 All Collectors 43.81 9.63% 4311 9.93 19 Urban local Access. 298.85 66.72% 295.85 5572% All Local Access 29585 55.72% 298.85 65.72% Totatei 23.17 5.10% 431_55 94.90% 454.73 1 100.40% Some: Spokane Valley Public Works Department The procedures for classifying all roads and streets into functional systems are based on the most logical use of the existing facilities to serve present travel, A "future year"' functional classililation plan is based on projected "future yeas"' population, land use and travel and will include, in addition to existing facilities, Such new facilities as will be needed to serve "future year" land use and travel. Some of this new mileage will consist of new streets in expanding urban areas. Additional anew streets may be identified in cases +bare adequate standards cannot be provided on the original location, or where an existing routing is excessively circuitous In developing a "future year` classification, consideration has been given to the impact of foreseeable developments in other modes of transportation including high-speed rail service and improved air service Population estimates for 2025 were made using the SRTC Visum model The base for the Spokane Valley"'future year"population is the 2000 Decennial Census A basic assumption in assigning facilities to logical functional groupings is that higher order systems should generally serve the longest trips Only comparatively few mires of urban streets and highways serve trips of any great length, a somewhat greater mileage serves trips of moderate Length; and a substantial mileage serves comparatively short trips, Facilities which serve relatively long trips (including trips passing through the urban area, trips between the suburbs and central city, trips between outlying communities, and long trips occurring within the central city)are likely to be functioning as arterials and should be considered for inclusion in the preliminary arterial system. The mileage for the functional classification is summarized on Table 3.4: The functional classification system is illustrated on Map 3.1. 3.2.3 Safety Street design and construction standards should accommodate the characteristics of vehicles utilizing the roadway, making adequate provision for weight, size and turning radius requirements" The four (4) general classes of design vehicles include passenger cars and light trucks, buses. large trucks and recreational vehicles Bicycles are to be considered a design vehicle where bicycle use is allowed on the roadway. Traffic safety must consider roadway capacity, the type of traffic utilizing the roadway, terrain. access management, traffic volumes and congestion_ Access management requires the management of access to land development while simultaneously preserving the flow of traffic on Adopted April 25,2005 Pagel of 30 2007 Update Amended December ia, 2007 City of Spokane Valley Comprehensive Plan- Ater 3 Transportation surrounding road systems in terms of safety, capacity and speed. The capacity of an arterial is often dominated by the capacity of individual signalized intersections. Intersection design improvements and signalization modifications should be considered as cost effective alternatives to the addition of additional travel lanes. Intersections must be designed to maintain visibility for the safety of motorists, bicyclists and pedestrians. Particular care is exercised at school crossings and in areas frequented by the elderly and disabled. 3.2.4 Transportation Systems Management(TSM) Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. The concept was first originated in the mid-1970s by the U.S. Department of Transportation. Since that time, it has been applied in a host of different ways in cities and metropolitan areas around the country. More recently, the 1991 Intermodal Surface Transportation Efficiency Act(ISTEA) expanded the vision of TSM, introducing the term Congestion Management Systems(CMS). TSM options can be grouped into the following categories: o Geometric Improvements o Signalization Improvements (including synchronization) o Access Management o Capacity Enhancements • Circulation 3.2.4.1 Geometric Improvements The term Geometric Improvements refers to projects intended to"re-shape° the physical layout of roads. Through reported problems and periodic monitoring, isolated improvements can be defined which will improve the operation of traffic and increase safety. Such improvements are under the City's control. While there are national and state level guidelines, the City's adopted design standards guide the design of these improvements. Sometimes called Spot Improvements, their low cost and net increase in efficiency make them particularly popular. 3.2.4.2 Signalization Improvements Signalization improvements include traffic signal installation or removal, and operational strategies. To date, the City has relied on other agencies to service its traffic signals. Spokane County has maintained all signals that were previously under County control, while the state has operated those on certain state routes. This has produced a fragmented approach to traffic control_ Traffic along Spokane Valley's major transportation corridors such as Sprague, Broadway, Argonne/Mullan, and Sullivan would benefit from synchronization and improvement to signal timing and phasing. The cost of such improvements would likely be recovered by reduction in delay to drivers. Air quality would also be enhanced due to fewer unnecessary stops. In addition, transit reliability would increase as a result of these actions. Map 3.4 shows existing signalized intersections. 3.2.4.3 Access Management Access Management is another means to manage traffic flow efficiency, controlling intersection and driveway spacing to improve the safety and preserve capacity of major streets. Traffic conflicts are responsible for a high percentage of roadway crashes. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas, the safety and efficiency of the City's streets can be maintained. Access to adjacent property is one (1) of the major factors influencing functional classification. The State of Washington requires that access onto state facilities be granted by permit, and that Adopted April 25,2006 Page 8 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan- )ter 3 Transportation such access conform to an access management classification system.6 Access management may reduce the number of driveways, the allowable movements or modify existing access points where recurrent problems have been observed, including those related to safety, traffic flow and maintenance of roadway capacity. 3.2.4.4 Capacity Enhancements • Capacity enhancements typically include road widening and/or redesign to assure an existing road segment operates as efficiently as nearby segments. For example, where a section of freeway carries more local, short trips than long distance through trips by adding a parallel frontage road, the freeway might operate more efficiently. Another example might consist of two (2) heavily-used streets being grade-separated at their intersection point to accommodate flow. Capacity enhancements typically are higher in cost than other TSM strategies. Funding from outside sources is limited. Therefore, such projects must be carefully justified. 3.2.4.5 Circulation Enhancements Circulation improvements typically include establishing local road connections through a neighborhood or building a new arterial or collector roadway through an undeveloped area. The purpose is to allow shorter trips for automobiles, as well as pedestrian or bicycle scale routes to reach collector and arterial streets. 3.2.5 Transportation Demand Management(TOM) Transportation Demand Management(TDM) is an approach to solving transportation problems that focuses on reducing the demand for automobile travel rather than increasing the system capacity (supply) for automobile travel. TOM strategies should be particularly aimed at reducing the volume of single-operator vehicles. TDM is a valuable tool with which to address transportation problems because it generally avoids the high environmental, financial, and human costs associated with capacity-oriented solutions, such as road construction. The Commute Trip Reduction Program provides TDM techniques locally. TOM involves two(2) types of strategies. One (1) strategy reduces the demand for single-operator vehicles (SOVs). This is accomplished through programs such as: • Employer-subsidized bus passes and other financial incentives for transit use; • Infrastructure changes, such as providing safe and convenient bicycle parking and safe and convenient bikeways from residential to work locations, or increasing the use of non- motorized modes of transportation; • Parking management that reduces the amount of easy and inexpensive parking for employees, provided this does not lead to an unacceptable reduction in available parking for residents in adjacent areas; o Preferential parking for car pools and vanpools; • Park and Ride facilities convenient to Interstate 90; • Construction of shelters at transit stops; • The building of lockers, change rooms, and shower facilities for bicyclists; and • Ride match services. The other TDM strategy reduces the overall need for travel by any means. This is accomplished through programs, such as: o Flexible work schedules, including four(4)-day work week; and • Tele-working (using telecommunications and computer technology to work from home to another location). 6 RCW 47.50,WAC 468.51 and 468.52 Adopted April 25, 2006 Page 9 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan- pier 3 Transportation Several pieces of legislation have led the City into the realm of TDM. These include the State GMA, Commute Trip Reduction Act (CTRA), and federal level requirements under both TEA-21 and Clean Air Act Amendments as reflected in the State Implementation Plan. The GMA cites the need for a variety of "management actions" including the requirement that the transportation chapter of each plan include an identification of system expansion needs and TSM needs to meet current and future demands. The Act goes on to note: "After adoption of the Comprehensive Plan ..local jurisdictions must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a transportation facility to decline below the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with the development. These strategies may include demand management and other transportation systems management strategies(emphasis added) " While TDM actions are aimed at reducing travel demand or. at least. shifting it to more opportune travel times, several focus on consolidating person tnps to fewer vehicles. The City views transitlHCT use as key to reducing travel demand over the time honzon of this plan 3.2.5.1 Commute Trip Reduction Act The Commute Tnp Reduction Act (CTR) was passed by the State Legislature in 1991. and revised in 1997. It is also a part of the State Clean Air Act. The intention of the law is to improve air quality, reduce traffic congestion, and decrease fuel consumption. It focuses attention on larger employers with the intent of reaching concentrations of workers who might use shared-ride and non-motorized modes to travel to and from work. Working from 1992, or employer's survey year data as the base year. employers are encouraged to reduce SOV use and vehicle miles of travel (VMT) by 15 percent (15%) in the first two (2) years. 20 percent (20%) in four years, 25 percent(25%) in six (6) years and 35 percent (35%) In twelve (12) years. The City adopted Ordinance 03-087 in November of 2003, to address the requirements of CTR. The ordinance establishes the requirements for employers with over 100 employees (affect employers) under CTR. 3.2.6 Roadway Concurrency Level of service (LOS) is a quantitative standard for the operating characteristics of the transportation system. The definitions for each level of service and methodologies for calculating LOS are contained in the Transportation Research Board Special Report 209, Highway Capacity Manual (2000). The GMA requires LOS standards for all arterials and transit routes and also requires that the standards be coordinated regionally. GMA does not define the procedure for measuring LOS. Many communities rely upon Highway Capacity Manual procedures. measuring LOS in terms of vehicle delay at intersections. This methodology does not accoent for the impact of mid-block left-turn lanes, curbs and gutters, sidewalks and other facilities Levels of Service for Roadways are defined below: Level of Service Flow Characteristics A Free flow operations at average travel speeds, usually about 90%of the free-flow speed for the arterial class Vehicles are completely unimpeded in their ability to maneuver within the traffic stream Stopped delay at signalized intersections rs minimal B �a� Reasonably unimpeded operations at average travel speeds usually about 70% of the free - flow speed for the arterial class The ability to maneuver within the traffic stream is only slightly restricted and stopped delays are not bothersome Drrvers are not subjected to appreciable tension C a=r� Stable operations The ability to change Lanes and maneuver rn mid-block locations may be more restricted than in LOS B, and longer queues and/or adverse signal coordination may contribute to lower average travel speeds of about 50%of the average free-flow for the arterial class. Motorists will experience appreciable tension while driving. D 1 nSmall i Icreases in flow may cause substantial increases in approach delay and decreases in arterial speed. This may be due to adverse signal progression. inappropriate signal timing, Adopted April 25.2006 Page 10 of 30 2007 Update Amended December 18.2007 City of Spokane Valley Comprehensive Plan- "ter 3 Transportation high volumes, or some combination of theses. Average travel times are about 40% of free- flew speeds E Kamp Characterized by significant approach delays and average travel speeds of one-third(113)the free-flow speed or lower,cause by adverse signal progression,high signal density. extensive queuing at critical intersections and inappropriate signal timing or some combination of these. F Arterial flow at extremely low speeds below one-thud to one-quarter (1/3 - 1J4) of free-flow speed Intersection congestion is likely at critical signalized locations, with high approach delays resulting. Adverse progression is frequently a contributor to this condition Many of the roadways In Spokane Valley were built as rural facilities- Some have been improved using rural road design standards to carry higher traffic volumes, but are not supportive of the character and desires of an urban community Therefore, the City will pursue a two(2)-tiered LOS standard: • Intersections. Intersection LOS is calculated using standard Highway Capacity Manual (HCM) analysis procedures for the AM or PM peak hour, whichever is worse • Roadway Segments Roadway segment LOS will be based on allowable average daily traffic (ADT) on a roadway segment as a function of roadway characteristics. The allowable volumes will be developed following completion of the Comprehensive Plan SRTC Is tasked in the adopted countywide planning policies with establishing level of service standards for the regional street network SRTC establishes travel time standards in the principal travel corridors Table 12 indicates the corridors within the City of Spokane Valley for which travel time LOS has been established. Table 3.2 SRTC Congestion Management System travel Times 1999 TModet2 2020 Roomy Ain From To _ Average S8 INS ED WS Sullivan Havana 7:45 I- 8:41 I-90 - Havana Sullivan 8.03 10:46 Sprague 1-90 2.23 2:13 Argonric/Dishrnan/Mira y i 1.90 Upriver Dr 5-59 634 Sullivan Argonne 7.00 6:37 Sprague Avenc _. ,.- Argonne Sullivan 6:45 7:10 J University Road Sprague 32nd Ave 3:34 3:48 _ Sprague 1-90 2:41 223 Pines Road 1-90 SR 290 2:28 3:11 Sprague 1-90 2:03 1:40 .. _ Sullivan Road — 1-90 SR 290 4:12 4.25 Upriver Drive Frederick Sullivan 12:46 12:17 Source Spokane Metropolitan Area Transportation Plan.November 1999, Updated 2002. The Washington State Transportation Commission sets the level of service standards for highways of statewide significance The Commission coordinates with SRTC to establish level of service standards for state routes not on the highways of statewide significance system. Adopted April 25, 2004 Page 11 of 30 2007 Update Amended December 18,2007 I City of Spokane Valley Comprettienrstve Plan- tar 3 Transportation Tai}ta 13 Roadways Exceeding BO%of Capacity 202$ Func/10nel I Roadway Ern To Casa 'WC Ratio i I-90 I Sullivan L arks r I Freeway 4-83 1-90 Havana Carnahan Freeway 0.84 1-90 Spragure Argonne Freeway 0 84 1.9{} Broadway Argonne Freeway 084 - SR 27 Urban'Boundary 32nd Ave Collector 0 97 Satter Road Sprague 411 Ave Knot Aiteiial 099 Source: SPIC 2025l=oreca34 11x20 4 The specific levels of service and resulting capital facilities plans are included in the Capital Facilities Element of this plan. Please refer to the Capital Facilities Element for a more detailed discussion of level of service, concurrency and the city's transportation facilities plan. SRTC has identified roadway segments expected to exceed 80% of vorur &capacity ratio by 2025 (Table 3.3). Planning for additional capacity should be considered when traffic volumes reach this level The SRTC Metropolitan Transportation Plan notes that intersection deficiencies impede the flow of traffic, even when sufficient capacity is otherwise available. Table 3.4 shows Intersections expected to exceed 90% of capacity,} by 2025. Table 3.4 3.e28 ltrtnrnettIon Dancleridips aed}na 90%of Capacity Roadway Cro Ir ei Funt.i rym Clam' WC Maio , I-$[1 S+pe: ue Eirpresseray 0.91 ,o Argonne ES On-ramp t 01 1-00 Pines Ed 0n-ramp 092 r-ou Pines ES Off-ramp Cr05 Lao Evergreen ER On-re np 496 I-9a Suplyarr Ea - Off-tairo 491 3raragrre UrtIven ity Frindpal I1 9I Darker Sgragce mince'Menai t 04 SR 2? Ala Terre Collector t 22 Appleway Path Principal Arterial 0 05 Appleaysy Th armman Principal Maria' t.01 Sccrro: 5RTC 2025 Fors 5t 11r2004 Adopted April 25,2006 Page 12 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan- oter 3 Transportation 3.2.7 Land Use & Local Circulation 3.2.7.1 Land Use. The transportation system should be adequate to serve existing land uses and planned to meet future transportation demand The adequacy of the system to meet local circulation needs, as well as regional transportation objectives, will be determined by existing and future land uses. The City of Spokane Valley street system is primarily a traditional grid with principal arterials laid out at approximately one (1) mile intervals, and minor arterials located approximately midway between principal arterials. Deviations from the grid result primarily from topographical limitations. Except in these areas, the grid distnbutes local residential traffic relatively evenly to the arterial network, although there is more direct access (properties fronting arterial roadways) than is desirable for the functional classification The roadway network in non-residential areas is less well developed, with little or no segregation of freight and passenger traffic. As the city grows, it should be anticipated that conflicts between the two(2)will increase. In commercial areas, the lack of access management on arterials has reduced roadway capacity significantly At intersections in particular, placement of driveways may limit the effectiveness of design or signalization improvements. Local circulation and access along commercial corridors such as Sprague Avenue will be improved substantially by requiring shared and cross access between commercial properties as part of redevelopment. Changes in residential densities will increase the demand for transportation services. Encouraging higher densities along transit corridors will expand the mode choice, provided that pedestrian connections are planned appropriately Safety and accessibility are primary concerns in providing access to schools and in providing for the elderly and the disabled. Expediting the flow of freight traffic and improving intermodal connectivity are important in creating attractive venues for business and industrial development Land use plans should consider strategies for segregating freight movement from passenger traffic where possible. 3.2.7.2 Neighborhood/Sub-area Circulation Plans Much of the future growth within Spokane Valley will occur as infill development or redevelopment. As neighborhoods make a transition from large lots and a rural character to smaller lots and higher density, it will be important to ensure connectivity of local roads and neighborhood collector streets The purpose of developing neighborhood circulation plans is to determine the location of future local roads while the properties are undeveloped or underdeveloped. 3.2.7.3 City Center Through the public participation process. a "Preferred Land Use Alternative" was developed that includes the development of an - identifiable city center in Spokane Valley A major component of they»� City Center Alternative is the development of a grid street pattern within the city center As ttt� _. �, the illustration above indicates, a possible gnd pattern of .I-. MOP approximately 300-400 feet would - . be ideal for the development of a city center. - Pedestrian and bicycle mobility is e .• a vital part of the future City Center transportation system. Improvements for pedestrians and bicyclists should support increases in transit services and Adopted April 25, 2006 Page 13 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan- Mac 3 Transportation promote the development of the City Center. As the street system is developed to better accommodate the needs of pedestrians and bicyclists, a network of facilities for people on foot and bikes should be established" Reducing the size of the street grid, improving auto circulation and creating pedestrian linkages through larger parcels is :':`` critical to establish walking patterns that reduce dependency . on the auto, As individual sites are designed and developed to ` be more pedestrian-friendly and Improved pedestrian linkages are provided, the pedestrian system will handle an increasing rye `\ ,' ' .. share of the trips. `1 ., On-street parking and,wide sidewalks, with street trees and other pedestrian amenities are important assets in promoting a l pleasant shopping experience. Landscaped medians should `+ . be incorporated into the roadways adjacent to the City Center to channelize and control traffic movements Block tertgths within the City Center should be relatively short intersections should be landscaped with decorative pavement treatment to create a sense of place. Special street design standards should be developed for the City Center. Special standards for extra-wide sidewalks (12 to 20 feet in width), pedestrian-scate street lighting, and additional amenities including benches, trash receptacles and landscaped corner treatment are typically included. 3.2.7.4 Freight & Goods Roadways should be designed for the type of traffic they serve Designation of truck routes will expedite the flow of commercial traffic in other areas of the City and limit adverse impacts on residential neighborhoods. In order to prolong pavement life, minimizing the number of stops and starts along these routes and interconnecting signals for progressive movement should be considered. An important consideration in the establishment of truck routes is connectivity with sources of supply and distribution located outside the City, as well as major freight terminals and irrtermodal connections, Map 3.3 identifies truck routes within the City of Spokane Valley. The V 'ashington Department of Transportation (WSDOT) classifies state highways, county roads and city streets according to the tons of freight that are transported each year The freight and goods transportation system (FGTS) identifies the highways and roadways most heavily used by i fi y� - 4 - _� _ �- y, =,. - d' 11 i I �' 7+'_ a t a•.A + L_ i _ _ _ _ f r+ At trucks and provides factual data to support funding for projects that improve conditions for freight transportation. The information is updated every two (2) years, and inclusion of data may be requested by the City Engineer Adopted April 25,2006 Paige 14 of 30 2007 Update Amended Der"ember 1B, 2007 City of Spokane Valley Comprehensive Plan- pier 3 Transportation The tonnage classifications used for designating the FGTS are as follows: T-1:More than 10 million tons per year T-2: 4 million to 10 million tons per year T-3: 300,000 to 4 million tons per year T-4:100,000 to 300,000 tons per year T-5: At least 20,000 tons in 60 days For purposes of this analysis, trucks are defined to include all trucks with two (2) rear-axles (six (6) tires) or larger. They also include larger two (2) rear-axle (four(4) tires) delivery vehicles such as express package delivery vans, bread trucks, or any commercial vehicle. Private pickups, vans, or recreational vehicles are not included. To aid in calculating annual tonnage, trucks are divided into categories, as shown below: • Single Units - a single vehicle including dump trucks and mixers, regardless of the number of axles. I - Double Units - A two (2)-unit vehicle, normally a truck and trailer, generally with four (4) to six (6) axles. This category is basically any truck up to 80,000 lbs.; older double trailers can be included in this category. Trains - Normally a tractor and two (2) trailers. Trucks - - rated from 80,000 lbs. to 105,000 lbs., except gasoline tankers. In calculating the approximate freight tonnage, the following average weights were used: Singles: 7 tons Doubles: 27 tons Trains: 42 tons Truck routes regulate through truck traffic and do not apply to freight movements with origination or destination on any roadway. The designation of truck routes is intended to direct through-truck movements to arterials designed for such traffic, and to limit the adverse impact of such traffic on adjacent land uses. Residential land uses are particularly sensitive to heavy truck usage. The designation of freight corridors generally improves traffic flow and freight mobility. 3.3 Non-Motorized Transportation The two (2) most popular modes of non-motorized transportation are walking and bicycling. Walking constitutes the greatest percentage of personal travel. Unfortunately, short trips (under one (1) mile) are usually not counted in urban travel statistics. Although important community activities, recreational walking and biking do not play a major role in satisfying urban travel needs at present. Walking and bicycle ways nevertheless offer great potential in providing increased accessibility for the full range of citizens, Safety is one (1) area of concern for pedestrians and cyclists. The WSDOT reports that the vast majority of pedestrians killed or injured are struck while crossing the roadway, most often at intersections. Nearly half(1/2) of all bicycle/automobile accidents occur at intersections. The state is monitoring pedestrian and bicycle accidents as performance measures of the service objectives. 3.3.1 Pedestrians Walking is the oldest and most basic form of human transportation. It requires no fare, no fuel, no license, and no registration. With the exception of devices to enhance the mobility of the disabled, walking demands no special equipment. Thus, walking is the most affordable and accessible of modes. Adopted April 25, 2006 Page 15 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan—Cnapter 3 Transportation At the core is the pedestrian. Pedestrians are the catalyst which makes the essential qualities of communities meaningful. They create the place and time for casual encounters and the practical integration of diverse places and "= people. Without the pedestrian, a community's common ground, its parks, sidewalks, squares ,--‘ •l and plazas, become useless obstructions to the car. Pedestrians are the lost measure of a -,j. - community, they set the scale for both the center 4c` and edge of our neighborhoods.' A pedestrian system which includes sidewalks, y�s.�� I = pathways, trails and crossings should be safe, �•�•� .4�=' _.�:•:� •; -r:- accessible and provide direct and convenient a connections between home, school, shopping, -1rbg services, recreation and transit. A pedestrian :m+"'. •environment that includes open spaces and amenities including benches, shelters, and plantings ++1 creates a sense of place and stimulates walking for !•r•! recreation as well as transportation. Creating a pedestrian environment requires the existence of the physical infrastructure. When sidewalks are missing (or obstructed), or crossings are difficult, these functional deficiencies become an impediment to walking. The pedestrian network must also be interconnected and there must be destinations within walking distance. Finally, the pedestrian environment must be comfortable and attractive. Sidewalks are walkways that parallel a street or highway within the roadway border width. The term generally implies a separated (horizontally and/or vertically) and paved surface. Sidewalks in the public right-of-way most commonly border and take the slope of adjacent roadways. Shared-use paths which permit bicycles may also serve a pedestrian circulation/ transportation function. Where such a route is located in a public right-of-way and provides a direct pedestrian connection between neighborhoods, residential areas, schools, employment centers, and other origins and destinations, it must be accessible. Other public pedestrian routes may parallel water or rail transportation corridors or occupy public rights-of-way in easements. Roadway shoulders may also be used by and improved for pedestrians. When used for utilitarian circulation purposes (rather than recreation, for example), pedestrian facilities are considered a transportation mode. In urban areas, sidewalks predominate; in outlying areas and in the pedestrian transportation corridors that link them to other destinations, shared-use paths may be more common. Because each route provides a unique connection between diverse origins and destinations, such pedestrian routes, when they occupy the public right-of-way, must be designed and constructed to be accessible. The Centennial Trail, extending from the City of Spokane to Coeur d'Alene, Idaho, is such a path. The Centennial Trail in Spokane Valley extends along the south bank of the Spokane River from the bridge upstream of the Upriver Dam to the eastern city limits. The Trail is discussed in greater detail in Chapter 9, Parks& Recreation. 3.3.2 Bicycle System Bicyclists vary in age and expertise. Selecting Roadway Design Treatments to Accommodate Bicycles (Federal Highway Administration, 1994) describes the following categories of bicycle user types A, B, and C below: 7 Peter Calthorpe. The Next American Metropolis:Ecology, Community and the American Comm, p. 17. Princeton Architectural Press, 1993. Adopted April 25,2006 Page 16 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan-Lnapter 3 Transportation • Advanced (experienced) cyclists are generally using their bicycles as they would a motor vehicle They are riding for convenience and speed and want direct access to destinations with a minimum of detour and delay. They are typically comfortable riding with motor vehicle traffic; however, they need sufficient operation space on the traveled way or shoulder to eliminate the need for either them or a passing motor vehicle to shift position. • Basic (novice) or less confident adult cyclists may also use their bicycles for transportation purposes, e.g., to get to the store or to visit friends, but prefer to avoid roads with fast busy motor vehicle traffic unless there is ample roadway width to allow easy overtaking by faster motor vehicles Thus, basic riders are comfortable riding on a neighborhood street and shared use paths and prefer designated facilities such as bike lanes or wide curb lanes on busier streets • Children riding on their own or with their parents, may not travel as fast as their adult counterparts but still require access to key destinations in their community, such as schools, convenience stores, and recreational facilities. Residential streets with low motor vehicle speeds, well-defined bike lanes or shared used paths can accommodate children without encouraging them to ride in the travel lane of the busy roadways. The following terms define different types of bicycle facilities° • Shared-use Path: A bikeway physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent right-of- way. Shared-use paths may also be used by pedestrians, skaters, wheelchair users, joggers and other non-motorized users_ • Bike Lanes: A portion of a roadway which has been designated by striping, signing and pavement markings for the preferential or exclusive use of bicyclists Bicycle lanes improve conditions for cyclists of all abilities within a given corridor and encourage increased bicycle use by providing a greater degree of comfort and perceived safety for less skilled cyclists. !l � I � I II • Wide Curb Lanes are travel lanes nearest the curb having a width that is wider than the standard The extra width provides space so that motor vehicles and bicycles may share the lane A wide curb lane will accommodate both bicycles and motor vehicles on arterial streets and roadways by providing additional operating room, allowing motorists to use the lane also used by bicyclists, and allowing motor vehicles to pass bicycles without having to change lanes. A wide curb lane integrates bicycle and vehicle traffic and forces recognition and awareness on the part of motorists, particularly at intersections Map 3 2 illustrates the Bike/Pedestrian System The American Association of State Highway and Transportation Officials(AASHTO)Guide for the Development of Bicycle Facilities and the Washington State Department of Transportation(WSDOT)Bicycle Facilities Design Manual Adopted April 25.2006 Page 17 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan-l.nept> r 3 Triln5partatInn 3.4 Transit Spokane Valley is located in the East Planning Region of the STA The STA currently provides local bus and express bus to downtown Spokane, as well as paratransit service within the City of Spokane Valley In the spring of 2004, a local option erection authorized an additional three tenths of 1% sales tax for transit, with a sunset clause of June 2009_ The STA currently operates Iwo (2) Park & Ride facilities within Spokane Valley one (1) located at University Road and Appleway Boulevard. and the other on Indiana Avenue at Mirabeau Parkway Facilities and routes are shown on the diagram below. STA Transit Routes in effect January 2007 Schedules (Levels of Service)for Spokane Valley fixed routes presently vary between 30 to 60 minutes as shown in Table 3A-1 below: Table 3.4-1 Transit Levels of Service Sunday/holiday service is operated 6 Na Route Name INeekd Saturd Sunday a�C r to 8 Christmas D Day 31/3 Oarland/TrentlIndi 30 60 60 Christmas Federal/State Holiday 72 Liberty Lake 30 None None Observed (December 25) 73 VIC Express 30 None None A special scheduie is in effect for Independence flay 6:O0 AM to 74 Valley limited 30 None None approximately 10:30 p.m (Service 90 S i ra.ue 16 20 30 after tie fire works) Mission 60 60 60 94 E. 5`"Street 30 3f) 60 The STA evaluates Its system on a - regular basis to consider more direct 95 Millwood 30 60 60 routing, better connectivity and 96 Pines 30 60 _ None improved travel times to increase 97 . South Valley 30 60 60 ridership_ New Year's Day Paratransit van service is for individuals New Years Federal/State Holiday whose disability prevents them from using the Observed (January t) regular fixed route buses. This means Chat a Memorial Day person must be unable, die to a disability, to Labor flay get to or from the bus stop, get on or off the Thanksgiving Day - I — y - - - .- .. -4 - - r.. -- -,4* _ - 4r -. Spotimi le ant fi W .': - - � i r. . - `^.0 . "-••. ._ t L � fe � i� . - -- =� f . . .-� AdaptEd April 25,2006 Page 18 of 30 2007 Update Amended nac*mber 18, 2007 City of Spokane Valley Comprehensive Plan-(-maple(3 Transportation bus, or successfully travel by bus to or from is within the PBTA. This area also includes the destination. Currently, paratransit service Cheney, Medical Lake, Airway Heights, is provided Monday through Saturday from 6 Millwood, Fairchild Air Force Base, Liberty A.M to 12 A.M., with service on Sundays and Lake and the City of Spokane. holidays from B A.M. to 8 P M. (last pickup at 7.00 P.M ) throughout the paratransit service STA provides bike racks on all their buses area. All paratransit trips must begin and end with the exception of the streetcars used on within the Public Transportation Benefit Area the Plaza/Arena Shuttle The racks hold two (PTBA). Currently, all of the area within the (2), single seat, two (2) wheeled, non corporate limits of the City of Spokane Valley motorized bicycles Each bicycle can be secured independently. The Metropolitan Transportation Plan (MTP) provides for a high capacity transportation (HCT) system to be developed in the future, that would extend from the City of Spokane's central business district through Spokane Valley to Liberty Lake_ "High-capacity transportation system" means a system of public transportation services within an urbanized region operating principally on exclusive rights of way, and the supporting services and facilities necessary to implement such a system, including interim express services and high occupancy vehicle lanes, which taken as a whole, provides a substantially higher level of passenger capacity, speed, and service frequency than traditional public transportation systems operating principally in general purpose roadways. RCW 81 104.015(1). The future route begins at the STA Plaza and the downtown alignment runs less than a mile along Riverside Avenue. The Convention Center and the Spokane lntermodal Center are within walking distance to the nearest station East of Downtown, the alignment shares approximately six (6) miles of existing railroad right-of-way (BNSF and UPRR) to Dishman Mica Road. The route continues east from Dishman Mica Road the alignment is along the existing Appleway Boulevard right-of-way to its terminus in Liberty Lake. Appleway Boulevard is improved east to University Road where unimproved right-of-way exists to Tschirley Road. Portions of the Appleway right-of-way east of University Road is not of sufficient width required to accommodate both the future HCT facilities and planned improvements by the City It HCT Stations and Preliminary Alignment through Spokane Valley Adopted April 25,2006 Page 19 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan—t,napter 3 Transportation • < <r f _ ø__ CCC _ _ a.�..� Latir • 4 . - `l.ocation of recommended operations and maintenance canter at 5owdish Road pi-OR/Math coo rAp Re.,ybw CIO elUndo LaUl Socials LIR Rd S4ro's Q,. Pd►I Ros CO/ ,-re N..p!1d1v VMty now IJl/M RI b(rwlrf r t • If approved, the long range success of HCT will depend on redevelopment of commercial comdors and location of higher density housing in close proximity to transit routes. There are new park and ride facilities proposed within Spokane Valley at the Fairgrounds, Argonne. Pines, Sullivan and the Appleway/I-90 Interchange. They range in size from 50 to 200 spaces The Appleway Park and Ride could eventually be expanded to accommodate up to 1,000 cars. 3.55 Aviation Spokane International Airport, the Airport Business Park. and Felts Field Airport are owned by the city and county of Spokane, and are operated and maintained by the Spokane Airport Board Felts Field Airport's history traces back more than 85 years with its beginning as a landing field in a park area next to the Spokane River In the Spokane Valley. The airport's heritage includes the original site of the Washington Air National Guard. In the 1930's and 1940's. Felts Field served as Spokane's municipal airport with scheduled airline service from the airport terminal That building, along with others at the airport is now on the National Register of Historic Places. All but approximately 10 acres of the 410-acre Felts Field is located in the City of Spokane Ten acres are located within the City of Spokane Valley The airport is located at the North end of Fancher Road in the western Spokane Valley, and is now an active General Aviation airport with 320 based aircraft and more than 72,000 annual aircraft operations_ Adopted ApriI 25.2006 Page 20 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan—Unapter 3 transportation Information for the combined Spokane Airport System is summanzed in the table below Table 3.5 Spokane Airports Data Table 3 5 Spokane Airports Data Dec-06 Dec-05 %Change YTD 2006 YTD 2005 Change Total Passengers 283,078 278,986 1.41% 3,224,423 3,197,440 0.84% Enplaned i Passengers 141,283 140,147 081% 1,812,457 1,600,258 0.76% Deplaned Passengers 141,795 138.839 213% 1.811,968 1,597,182 0.93%Total Cargo(U.S Tons) 4,913.20 6,918.60 -16.99% 57,389.30 57,623.00 -0.44% Total Freight 4,891 30 5.080,10 -3 72% 49,947 50 50,459.00 - -1.01% Freight On 1,970.00 4212.10 -1094% 20,867 20 21,768.00 i -4.14% Freight Oft 2.921 30 2,868.00 1.88% 29.080 30 28,691.00 1.36% Total Mail 21 9 838.4 -97.39% 7,421 80 7.164.00 3.60% Mail On 5 3 311.4 -98 30% 2.495 90 2,919.00 -14.49% Mail Off — 16 6 527 -98.85% 4,925 90 4,245.00 16.04% Total Operations 7.038 8,688 6.80% I 95,168) 98.645 -3.43% Air Comer Operations 3,315 3.589 -7.83% 39.539 42.081 404% Air Taxi Operations 1,467 1.620 -9.44% 19,417 19,580 -0.83% Itinerant General Aviation j 1,010 859 17 58% 19,419 18.958 2.43% Local General Aviation 1,168 450 159.56% 15,508 16,019 -3.19% Military Operations 76 70 8 57% 1,285 1,907 -32.62°/. As of September 2001,FedEx began carrying mad,which is reported as freight Freight mail and cargo are reported in U.S.tons Sourcei Spokane Airports-Updated February 5,2007 Felts Field is classified as a reliever airport in the Washington State Aviation System Plan. The airport is located adjacent to the city boundary: a portion of the southeast corner lies within Spokane Valley city limits. Felts Field has 361 based aircraft, including 289 single-engine aircraft and 24 multi-engine piston-powered aircraft. Annual general aviation operations totaled 29,000 in 2002. Airport facilities and affiliated properties support the local economy through a variety of activities. For example, a recent study estimated that the average general aviation trip generates approximately $700 in food, lodging and entertainment spending According to the 2001 WSDOT Aviation Forecast and Economic Analysis study, the airport generated about 250 jobs with an annual payroll of $4.5 million, and $16.5 million in total annual sales output. Adopted April 25,2008 Page 21 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan-Lnapter 3 Transportation Felts Field has two (2) runways, Runway 3U21R and Runway 3R121L Information about each runway is shown in Table 3.6 Table 3.6 Runway Attributes 3L./21R 3R/21L Length 4,500 3,059 Width 150 75 Elevation 1.952 9 1,946.5 Surface concrete asphalt Runway 3L has runway end indicator lights, visual approach slope indicators (VAST) providing vertical guidance. and VOR or GPS and NDB non-precision approaches Runway 21R is equipped with VASI's, as well as a medium intensity approach lighting system with runway alignment indicator lights (MALSR), which, in conjunction with an instrument landing system. provides a CAT I precision approach to this runway end The MALSR is pilot controlled when the tower is not in operation There is a published non-precision approach to Runway 3R121 L rather than a specific runway end The Felts Field Airport Master Plan, adopted in October 2005, is a 20-year needs assessment providing recommendations for improvements. The major recommendations of the master plan include construction of new taxiways, new development to the north along the river, and an extension of 550' to the main runway in the next 15 years to accommodate larger aircraft. The master plan also provides recommendations for the seaplane base located on the river adjacent to Felts Field. It is the only one (1) of its kind in Eastern Washington. The water landing is 6,000' long and 100' wide and accommodates approximately 450 landings annually The Felts Field Master Plan calls for expansion of the airport's seaplane facilities over the next 20 years, including construction of an additional dock, upgrades to existing docks, and improvements to the ramp Map 3.5 Airport Hazards identifies regulated airspace pursuant to the Felts Field Airport Master Plan and 14 CFR Part 77 Subchapter E Objects affecting Navigable Airspace and RCW 36.70A.510, RCW 36.70.547.within which structures exceeding specified heights and incompatible land uses may represent a threat to airport operations and the safe operation of aircraft utilizing Felts Field. Map 3.6 Land Use Compatibility identifies areas where restrictions on incompatible land use serve to protect persons and property adjacent to the airport 3.6 Rail 3.6.1 Freight _ t Washington 6tattr'RalhNays il Freight rail service is provided by -'- y - — j`• Burlington Northern Santa Fe ,�1-_ t� ; 1 (BNSF) and Union Pacific , _ `? r-1 ��, c�^ Railroad (UPRR). BNSF �' 1 `�! }1t..1� services an east-west route from .... : ';• - r Chicago to Seattle and Portland / I' - - The UPRR provides service to _ ( —• •J Canada, the Yakima Valley and -- ___ Portland. r • �--� r. 3.6.2 Bridging the Valley 1 l` fi „ - The Bridging the Valley (BTV) • project is a community-initiated = =? *-, X1-4 r(----- -----+ L =i ✓_ WASHINGTON STATE Adopted April 25.2006 -77-7 RAIL SYSTEM 2007 Update Amended December 18.2007 - = =---• City of Spokane Valley Comprehensive Plan--Chapter 3 Transi rtaiion project to explore the creation of one (1) common railroad corridor from which BNSF and UPRR would operate between Spokane, Washington and Athol, Idaho. This 42 mile corridor presently has 72 railroad crossings (46 in Washington) with over 494 trains in operation per week. Growth in train 1 traffic is forecast to increase annually by 3.4% over the next 20 years. Traffic accidents, traffic; congestion from roadway closures, increased carbon monoxide emissions in the serious non attainment area and noise signrficantly affect the economy, health. safety and general welfare of the public in Spokane and Kootenai Counties, and therefore, the Inland Northwest. The BTV project would eliminate approximately 51 at-grade crossings through closure (35 in Washington), and relocation of the Union Pacific , -- , Railroad mainline into the Burlington Northern Santa Fe 5v01KANE VALLEY AREA ItARRINID rrETwor+rx . Railway corridor, The remaining twenty-one (21) _ crossings are either currently grate separated (five -i7, rr • existing grade separations in Washington) or would be grade separated (six in Washington) as part of this r`' ,m. project. This approach would concentrate public -. investment into eight railroad grade separations - ,,„ , within Washington State into one (1) corridor to cross two (2) me'L railroads rather than spread out public r,..s'"1�:: investment into 61 railroad crossings spread d ', "�"� across 87 miles of railroad track With an estimated total ' i '"' .0 �'` � project cost of$252 million in 2001 dollars ($165 million ,,#, ,,,0 `m' ow. in Washington /$87 million in Idaho), the , � r MI �" Benefit/Cost ratio of 1:4 indicates that the project ' r,, I makes economic sense and has benefits far exceeding f"'7 " A its cost to the public ($80 million in net present value). i —lorry.MMrowSwP!iROW ..rii i*l Ultimately, by 2008 this project will create a triple �"'m iii" _' � track railroad corridor with a completely grade- separated roadway system_ Both railway and roadway systems will be able to operate more efficienti and effectively throughout the corridor. II 1r abre 3,7 Bridging tho Varleyr EMSF CrOssing PrOpilial The public can expect a significantly ; safer transportation system with less ciirrnnt Prep sed congestion and delay, as well as an Havana 1 At Grade Grade Separated environment with less carbon monoxide park Al Grade Grade Separated and substantially less noise pollution �-- -- from train whistle blowing at the 35 at- Vista 1 At Grade Close grade crossings that currently exist in Argonne Grade Separated Modify Grade Separation Washington. university At Grade Close A summary of the crossings within the —piri— At Grade Grade S p rand City of Spokane Valley affected by this - - en At Grade Close project are shown Table 3.1 Evergreen- .6.3 Passenger F~all Sullivan ! Grade Separated Modify Grade Seperaiien l Vora. At Grade oar Passenger rail service is provided -_ daily by the Amtrak Empire Builder, Bark& 1 At Grade Grade Separated _ with service to Seattfe and Portland to Wetleaiey Grade Separated Remove wade Separatien the west and Chicago and Adopted April 25,2006 Page 23 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan-Chapter 3 Transportation Minneapolis to the east, as shown in the graphic below. Empire Builder �_�. _ . .i • -- . �—• Ih-T PaR NT • '-WA • •• - 'tot' anN VYA I Ivo.ND' tn.ttn-4.04 i ernMO0.1►K Pot.LII r Empire Builder Route • c%c.H.ii 3.7 Pipelines Pipelines are an integral part of the overall transportation picture A number of pipelines are located within Spokane County and the metropolitan area. Yellowstone Pipeline Company (operated by Conoco/Phillips) maintains a high pressure petroleum pipeline and intermodal facilities located within Spokane Valley. Williams Pipeline and Pacific Gas & Electric transmission natural gas pipelines are located within the unincorporated area of Spokane County. (See Map 6 1`) 3.8 Multimodal/Intermodal Transportation The CWPPs, Policy Topic 5, Policy 3 states that'alternative modes of transportation to the automobile, including public transportation. pedestrian facilities, bikeways and air and rail facilities" shall be included in the regional transportation plan. "Multimodal transportation planning focuses on system choices, and adapts a generic, non- mode specific approach to defining and evaluating transportation problems. It then attempts to provide an unbiased estimate of each mode's contribution, singly or in combination, to solve the problem. Intormodal transportation planning, on the other hand, examines the policy and service interactions between modes, focusing on ensuring ease of movement for both people and goods when transfemng from one (1) mode to another" 1 Multimodal Transportation: a Market preferences for low density residential development results in increased amounts of auto-dependency, particularly in suburban areas with a large number of commuters. The lack of transportation system connectivity in many residential areas often obviates alternative transportation options available to individuals, including walking. bicycle and public transit This is particularly the case where the lack of infrastructure for such alternatives is limited or non-existent. b Public transit depends on ridership to remain a viable option, since systems depend on revenues generated by fares. Low density development and access limitations impede the attractiveness of transit in many suburban areas, both for the individual and the service provider Bus transit utilizes the same street system utilized by automobiles, and the location of transit stops is an important consideration in evaluating mobility within the street network, particularly on two(2)-lane roads without bus pull-outs. HCT overcomes the adverse impact on the roadway system where located within a dedicated right-of-way c Bicycles also utilize the street network, although bicycle access can be supplemented with trails and shared pathways Both bicycle routes and pedestrian ways should be separated from roadways designed for heavy commercial traffic as a safety measure SEE CHAPTER 6-UTILITIES 9 Technical Assistance Report. MULTIMODAL TRANSPORTATION PLANNING IN VIRGINIA:,PAST PRACTICES AND NEW OPPORTUNITIES, Stephen C. Brich and Lester A Hoel Adopted April 25, 2006 Page 24 of 30 2007 Update Amended December 18. 2007 City of Spokane Valley Comprehensive Plan-Chapter 3 Transportation Regulations which prohibit parking in bicycle lanes is necessary to maintain the functionality of a bicycle system d Pedestrian mobility depends on the availability of well-maintained sidewalks and/or linked trails to destinations such as schools, employment and shopping. The utility of both pedestrian ways and bicycle routes may be compromised by inclement weather, particularly in areas of snow accumulation Distance from schools, shopping and employment again is a significant factor in the effectiveness of the pedestrian network, as are pedestrian comfort and perception of safety e Truck acceleration and movement differs significantly from that of passenger cars and light trucks using the roadway. Truck acceleration/deceleration is generally slower, particularly in hilly terrain, and turning movements require additional space It is advisable to segregate freight movement on the roadways from commuter routes on arterials with numerous stops or those without carefully synchronized signals Trucks are usually the only alternative for the local delivery of commodities, and unlike passenger vehicles, are especially dependent on intermodal facilities such as airports, rail hubs or pipeline terminals Adequate roadway access to these modes of freight transportation is a key consideration in improving overall mobility. Rail and pipelines operate within dedicated rights-of-way Both modes are best suited to the movement of large quantities of particular types of goods They necessarily rely on efficient linkages with other modes to may local deliveries. They generally represent conflict with other modes of transportation at the point of intersection, such as in the case with at-grade railroad crossings. These conflicts can occasionally cause serious issues of both mobility and safety. g. Aviation relies on successful and efficient links with other modes of transportation serving both passenger traffic and freight movement. The nature of aviation is such that flight corridors have significant effects on adjacent land uses and the transportation serving those uses 2. Intermodal Transportation The importance of the venous types of intermodal transportation depends to a high degree on the service required and the land uses served. and the length of trips involved. a. In residential areas, a choice of mode favoring the individual is of greater importance Transportation system choices for individuals will depend on the relative convenience, access and pricing of the alternatives. Public policy may seek to change the relative value of individual choices. They could do this by various means, including public improvement, offering financial/non-financial incentives, or adopting regulations. i Public Improvements Improved pedestrian access to transit corridors, shopping and schools makes walking and public transportation more attractive to individuals using those facilities Planning for higher density land uses adjacent to transit corridors increases the likelihood of larger numbers of people using these mode alternatives Similarly, bus shelters and similar amenities which increase Individual comfort and convenience will encourage additional utilization of alternative modes of transportation ii. Incentives. The Commuter Trip Reduction (CTR) program encourages car and van-pooling through corporate sponsorship. Additional incentives include telecommuting, company sponsored bus passes , and flexible work scheduling, which allows workers to avoid peak traffic periods, Where High Occupancy Vehicle (HOV) lanes are in place, vehicles with at least two (2) occupants benefit from reduced travel time ill. Regulation Local governments adopt regulations which have the affect of encouraging alternative modes of transportation Adopted April 25, 2006 Page 25 of 30 2007 Update Amended December 18. 2007 City of Spokane Valley Comprehensive Plan—Chapter 3 Transportation i. b Decisions concerning freight movements are determined almost exclusively by the needs of suppliers and markets, but competitive pricing is probably the most significant factor in mode choice. "Just in time" delivery has replaced warehousing in most commodity markets, where delay is a cost factor. The efficiency of intermodal connections, loosely defined as that point where two (2) or more modes of transportation come together e.g. roadways connecting airports, railroad loading facilities and freight terminals, pipelines and terminal facilities, depend more on the availability and adequacy of infrastructure and linkages. Through freight traffic should be segregated from origination/ destination traffic to improve flow. ii. Signalization on roadways should be synchronized for commercial trucks to limit stopping and starting. iii. Infrastructure in commercial and industnal areas should be designed to facilitate freight movement, including wide radii at intersections. iv. For goods moving on dedicated rights-of-way: reducing or eliminating points of conflict with other modes will facilitate mobility. 3,9 Citizen Participation The City conducted a citizen survey in the spring of 2004 to solicit community opinion on several general and other more specific transportation issues. The survey was a telephone survey conducted by Clearwater Research and was a statistically valid survey contacting over 400 households within the City of Spokane Valley The majonty of survey respondents (92%) traveled less than fifteen minutes to work and nine out of ten drove to work A majority of the respondents (69%) believed that the 100% construction of the Sprague/Appleway Couplet had been a useful transportation Tho SpragueFAppleway ■n=393 improvement and should not be returned f3Q% Couplet has been a p useful improvement to the to two (2)-way traffic The graph right 60% overall roadway system. — 44% indicates responses rating the statement "Sprague/Appleway Couplet has been a 40% • - - 23% useful improvement to overall roadway 20% system " Further, 69% of the respondents indicated 0% _L- ■ either strong support or somewhat Wenpltr som who Neutral some Strongly supported extending Appleway Boulevard diespr*e disagree we/ ogre* east beyond Its current terminus at - University Road. Although 56% of the respondents indicated that they either strongly or somewhat supported the extension of the Couplet to Evergreen Road, another 35% were either strongly or somewhat opposed to this proposition. Surveyors also asked citizens about the priority level for making major streets 100% friendlier for pedestrians and bicyclists. Should making the streets ■n=399 I Forty-four percent of the respondents said 80% friendlier for pedestrians and that the City should make this a high bicyclists a low,medium,or priority, while 22% stated that this should 60% high pnorety for the City? be a low priority for the City as indicated in liat4%the graph right ��0 2296 At the eight community workshops that 20%were conducted during the spring and fall of Low priority Medium priority High priority Adopted April 25, 2006 2007 Update Amended December 18, 2007 • City of Spokane Valley Comprehensive Plan—Ctti2pter 3 Transportation 2004, an informal survey was taken which was based on the survey discussed above. The results from this informal survey generally supported the results of the statistically valid survey conducted by the Clearwater Research. The Spokane Valley Planning Commission held five public hearings in June, July and September 2005. The Spokane Valley City Council held eight public hearings on the Comprehensive Plan, concluding their deliberations on April 25, 2006. 3.10 Goals and Policies Streets and Roadways Goals& Policies Goal TG-1 Establish appropriate design standards for transportation facilities. Policies TP-1.1 Street design should provide for connectivity between residential neighborhoods and collectors. Discourage cut-through traffic. TP-1.2 Develop access management standards for each functional classification of roadway. Work to consolidate or remove existing access points when a roadway does not meet appropriate standards. Goal TG-2 Ensure that roadway systems are designed to preserve and are consistent with community character. Policies TP-2.1 Street design should complement adjacent development TP-2.2 Discourage private roads as a principal means of access to developments. Private roads should be designed and constructed to public street standards. TP-2.3 Encourage landscaping, street lighting and beautification in the design standards for local access streets, collectors and arterials. TP-2.4 Ensure that the Appleway Boulevard right of way is the minimum width necessary to accommodate future street and regional high capacity transit improvements. Goal TG-3 Improve local circulation and emergency access consistent with community character and safety. Policies TP-3.1 As funding allows, bring unimproved and rural cross sections up to adopted street standards. TP-3.2 As funding allows, make intersection improvements and increase storage capacity where appropriate. Goal TG-4 Minimize the negative impact from transportation systems on the natural environment, air quality, noise levels and fuel consumption. Policies TP-4.1 Restrict high-speed traffic from residential neighborhoods and utilize traffic calming strategies to reduce vehicular speeds where appropriate. TP-4.2 Complete local traffic circulation plans for areas experiencing new development. Transportation System Management(TSM) Goals& Policies Goal TG-5 Extend the functional life of the existing transportation system and increase its safe and efficient operation through the application of TSM strategies. Adopted April 25,2006 Page 27 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan—Chapter 3 Transportation Policies TP-5.1 Implement traffic signal synchronization projects as the primary component of a TSM program. As funding permits, monitoring of traffic operation should be carried out to assure efficient timing of traffic signals. TP-5.2 Use Access Management measures, such as placing restrictions on left turns across major arterial streets to reduce accident rates and extend capacity of major arterials. Transportation Demand Management(TDM) Goals& Policies Goal TG-6 Encourage all Commute Trip Reduction affected and voluntary employers in Spokane Valley to achieve the CTR Act travel reduction goals. Policies TP-6.1 Encourage car- and van-pooling, telecommuting, flexible work schedules and other strategies identified in the CTR to reduce overall travel demand. Freight& Goods Goals& Policies Goal TG-7 Provide for safe and efficient freight mobility. Policies TP-7.1 Discourage development of low-density residential development in close proximity to designated freight corridors and intermodal freight facilities. TP-7.2 Designate appropriate truck routes in the City of Spokane Valley. TP-7.3 Design designated freight corridors to improve traffic flow and freight mobility. Goal TG-8 Adapt street and roadway design and facilities to manage traffic demand, address the need for freight movement, resolve traffic conflicts, and complement land use and urban features. Policies TP-8.1 Use the city's transportation system and infrastructure to support desired land uses and development patterns. TP-8.2 Allow for variety of services within neighborhoods that are convenient to and meet the needs of neighborhood residents, decreasing the need for driving. Non-Motorized Transportation Goals& Policies Goal TG-9 Enhance community livability and transportation by encouraging a connected system of pedestrian and bicycle ways that is integrated into a coordinated regional network. Policies TP-9.1 Encourage non-motorized improvements which minimize the need for residents to use motorized modes by providing: 1) access to activity centers; 2) linkage to transit, park & ride lots and school bus routes; and 3) designating a network of streets that can safely and efficiently accommodate bicycles and coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. TP-9.2 Provide sidewalks on both sides of all arterial streets as funding allows. TP-9.3 Incorporate pedestrian and bicycle features as design elements in the City Center. TP-9.4 Work with other agencies, particularly relating to regionally significant facilities to pursue funding for pedestrian and bicycle facilities. TP-9.5 Ensure that sidewalks, shared use paths and bike lanes are safe, clearly marked and well maintained. Adopted April 25,2006 Page 28 of 30 2007 Update Amended December 18, 2007 City of Spokane Valley Comprehensive Plan—Chapter 3 Transportation TP-9.6 Include bicycle facilities where practical along arterial roadways. TP-9.7 Include convenient and secure bicycle parking at major destinations and transportation centers. TP-9.8 Include pedestrian friendly facilities such as sidewalks in city street reconstruction and improvement projects, and require pedestrian friendly facilities such as sidewalks in all new development. TP-9.9 Reduce obstructions and conflicts between bicycle/pedestrian facilities and vehicular transportation routes. TP-9.10 Develop street, pedestrian path and bike path standards that contribute to a system of fully connected routes. Transit Goals& Policies Goal TG-10 Support the provision of a safe, efficient and cost-effective public transportation system. Goal TG-11 Encourage land uses that will support a high-capacity transportation system. • Policies TP-11.1 Ensure that street standards, land uses and building placement support the facilities and services needed along transit routes to make transit viable. TP-11.2 Work with STA to ensure that transit shelters, bus benches and other amenities that support transit use are provided in appropriate locations for users of the system. TP-11.3 Support the continued planning and development of a high-capacity transit system. TP-11.4 Work with STA in planning and developing bus pull-out bays on the far side of intersections. TP-11.5 Neighborhood businesses areas should be served by transit consistent with the Transportation Element. TP-11.6 Ensure the Appleway Boulevard right of way is the minimum width necessary to accommodate future street and high capacity transit improvements. Aviation Goals& Policies Goal TG-12 Support the expansion of general aviation and freight uses at Felts Field in accordance with the approved Airport Master Plan. Policies TP-12.1 Encourage the full development and utilization of airport properties at Felts Field. TP-12.2 Encourage commercial, educational and logistical support industry in close proximity to the airport. Goal TG-13 Encourage land use and development compatible with airport uses and regulated airspace. Policies TP-13.1 Enforce regulations protecting airspace from encroachment. TP-13.2 Discourage incompatible land uses and residential densities adjacent to the airport. Rail Goals & Policies Goal TG-14 Support and encourage the continued viability of the passenger and freight rail system in the region. Policies Adopted April 25,2006 . Page 29 of 30 2007 Update Amended December 18,2007 City of Spokane Valley Comprehensive Plan—Chapter 3 Transportation TP-14.1 Participate with other jurisdictions to facilitate safe and efficient rail systems. TP-14.2 Support the 'Bridging the Valley° project to reduce the number of at-grade railroad crossings in the City of Spokane Valley and to reduce the adverse noise impact on adjacent properties of railroad operations. TP-14.3 Discourage incompatible land uses and residential densities along rail corridors. Pipeline Goals & Policies Goal TG-15 Cooperate with pipeline operators to maintain safe operating conditions at intermodal facilities and along pipeline easements. Policies TP-15.1 Establish guidelines for the development/redevelopment of properties adjacent to pipeline corridors. TP-15.2 Develop regulations governing the use, handling and transportation of pipeline products. TP-15.3 Evaluate the need for designation of hazardous cargo routes associated with pipeline products as well as other hazardous materials. TP-15.4 Include provisions in the Hazard Mitigation Plan for mitigation of and response to product leakage, spillage and explosion. IntermodallMultimodal Goals& Policies Goal TG-16 Encourage improved intermodal connections to facilitate freight movements in and between strategic commercial and industrial locations, and to provide mode choice for citizens and businesses. Policies TP-16.1 Remove obstructions and conflicts between roadway corridors and bicycle/pedestrian/transit modes. TP-16.2 Encourage freight intensive operations to locate along designated truck routes and intermodal terminals. TP-16.3 Evaluate the need for public improvements, incentives and regulation to increase intermodal fluidity. Adopted April 25,2006 Page 30 of 30 2007 Update Amended December 18,2007 - City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities CHAPTER 4— CAPITAL FACILITIES AND PUBLIC SERVICES 4.0 Introduction The Growth Management Act (GMA) requires new development to be directed to areas that either currently have adequate public facilities and services, or to areas where facilities and services can be delivered within the 20-year time frame of the Spokane Valley Comprehensive Plan (SVCP). Facilities and services that are required for new development must be adequate and available at adopted levels of service (LOS). Locally established LOSs help to define and contribute to Spokane Valley's quality of life. 4.1 Planning Context This section provides a review of the policy directives included in the State's Growth Management Act (GMA) and the Countywide Planning Policies relating to capital facilities planning. 4.1.1 Growth Management Act The GMA refers to capital facilities planning in two (2)of the thirteen (13) statewide planning goals. The two relevant goals are: • Urban Growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. • Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. More specifically, the GMA mandates that the City prepare a capital facilities plan which contains the following components: • An inventory of existing facilities owned by public entities, showing the locations • and capacities of the facilities. • A forecast of the future needs for such facilities. • The proposed locations and capacities of expanded or new facilities. • At least a six-year financing plan that will finance such facilities and clearly identify sources of public money for such purposes. • A requirement to reassess the Land Use chapter if probable funding falls short. 4.1.2 Countywide Planning Policies The Countywide Planning Policies (CWPP), originally adopted in 1994, contain a number of goals and policies regarding capital facilities and the provision of urban services. Those CWPP relevant to capital facilities planning are as follows: Note to reader: The followlnQpolicies are numbered according to the policy number In the CWPPs, resulting in non-sequential numbering in this document. Policy Topic 1 —Urban Growth Areas (UGAs) Adopted April 25, 2006 Page 1 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapid 4 Capital Facilities Urban Growth Area Designation Process for New Incorporated Cities: 1. The Steering Committee of Elected Officials will assign new incorporated cities an interim population allocation based on the Office of Financial Management population forecasts and previous allocations to the former unincorporated area. 2. The new city will conduct a land capacity analysis using the Land Quantity Methodology adopted by the Steering Committee. a. The city will first determine land capacity inside its limits and then will examine the capacity of unincorporated UGAs adjoining the jurisdiction's boundary. 3. The new city will develop the Urban Growth Area proposal as part of its comprehensive planning process. a. The proposed UGA shall be presented to the Steering Committee at a public meeting. The new city must justify its UGA proposal, showing how the interim population allocation will be accommodated. b. The city must show how the area will be providing a full range of urban services within the 20-year time frame of the comprehensive plan. c. All Urban Growth Areas lying adjacent to the new city should be analyzed and either proposed as the jurisdiction's UGA, a Joint Planning Area (JPA), or proposed to be removed from the UGA and converted to rural land. d. The city will show its work by presenting its land capacity analysis, urban service analysis and other information as appropriate. 4. The Steering Committee will conduct a public hearing on the population allocation and the Urban Growth Area and/or the (or Joint Planning Area) proposal. The Steering Committee will vote on the proposal and will forward a recommendation to the Board of County Commissioners via minutes from the public hearing. 5. The Board of County Commissioners may conduct a public hearing on the proposed Urban Growth Area, and/or the proposed Joint Planning Area, and population allocation. After the hearing, the Board will approve and adopt, modify or return the proposal to the city for revision and/or adoption. a. The new city shall include the approved or modified UGA and/or the JPA in its comprehensive plan. b. The new UGA or JPA will become an amendment to the Spokane County Comprehensive Plan by incorporation. • Policies 1. Urban Growth should be located first in areas already characterized by urban growth that have existing public facility and service capacities to serve such development, and second in areas already characterized by urban growth that will be served by a combination of both existing public facilities and services and any additional needed public facilities and services that are provided by either public or private sources. Further, it is appropriate that urban government services be provided by cities, and urban government services should not be provided in rural areas. Urban Growth Areas(UGAs) include all lands within existing cities, including cities in rural areas. 2. The determination and proposal of an Urban Growth Area (UGA) outside existing incorporated limits shall be based on a jurisdiction's ability to provide urban governmental services at the minimum level of service specified by the Steering Committee. Jurisdictions may establish higher level of service standards in their respective comprehensive plans. Adopted April 25, 2006 Page 2 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapier 4 Capital Facilities 5. Each jurisdiction shall submit proposed interim and final Urban Growth Area (UGA) boundaries to the Steering Committee, including: a. justification in the form of its land capacity analysis and the ability to provide urban governmental services and public facilities; b. the amount of population growth which could be accommodated and the analytical basis by which this growth figure was derived; and c. how much unincorporated land is required to accommodate growth, including maps indicating the additional areas. 8. Each municipality must document its ability to provide urban governmental services within its existing city limits prior to the designation of an Urban Growth Area (UGA) designation outside of existing city limits. To propose an Urban Growth Area (UGA) designation outside of their existing city limits, municipalities must provide a full range of urban governmental services based on each municipality's capital facilities element of their Comprehensive Plan. 11. Each jurisdiction's comprehensive plan shall, at a minimum, demonstrate the ability to provide necessary domestic water, sanitary sewer and transportation improvements concurrent with development. Small municipalities (those with a population of 1,000 or less) may utilize approved interim ground disposal methods inside of Urban Growth Areas (UGAs) until such time as full sanitary sewer services can be made available. Each jurisdiction should consider long-term service and maintenance requirements when delineating Urban Growth Areas (UGAs)and making future land use decisions. 12. Within Urban Growth Areas (UGAs), new developments should be responsible for infrastructure improvements attributable to those developments. 18. Extension of urban governmental services outside of Urban Growth Areas (UGAs) should only be provided to maintain existing levels of service in existing urban like areas or for health and safety reasons, provided that such extensions are not an inducement to growth. Policy Topic 2—Joint Planning within Urban Growth Areas Policies 1. The joint planning process should: a. Include all jurisdictions adjacent to the Urban Growth Area and Special Purpose Districts that will be affected by the eventual transference of governmental services. b. Recognize that Urban Growth Areas are potential annexation areas for cities. c. Ensure a smooth transition of services amongst existing municipalities and emerging communities. d. Ensure the ability to expand urban governmental services and avoid land use barriers to expansion; and e. Resolve issues regarding how zoning, subdivision and other land use approvals in designated joint planning areas will be coordinated. 2. Joint planning may be accomplished pursuant to an interlocal agreement entered into between and/or among jurisdictions and/or special purpose districts. Policy Topic 3 — Promotion of Contiguous and Orderly Development and Provision of Urban Services Policies 1. Each jurisdiction shall include policies in its comprehensive plan to address how urban development will be managed to promote efficiency in the use of land and the provision of urban governmental services and public facilities. The Steering Committee shall specify regional minimum level of service standards (see Table 4.1) for urban governmental services Adopted April 25, 2006 Page 3 of 53 • 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities with the exception of police protection within Urban Growth Areas (UGAs) Local jurisdictions may choose higher standards In its comprehensive plan, each jurisdiction shall include. but not be limited to, level of service standards for a fire protection; b. police protection, c. parks and libraries d libraries; e. public sewer; f public water, g. solid waste disposal and recycling, h transportation, schools Table 4.1 Regional Level of Service Standards FACILITY LEVEL OF SERVICE STANDARD(LOS) Domestic Water Supply - Minimum Levels of Service for storage capacity and flow shall be consistent with the Washington State Department of Health requirements and the Spokane County Coordinated Water System Ptan requirements(where applicable) System Design - Minimum Levels of Service for pipe sizing, flow rate, and systematic grid Domestic Water development shall be consistent with the Washington State Department of Health requirements and the Coordinated Water System Plan requirements(where applicable). Fire Flow-Fire flow rate and duration as well as fire hydrant specifications and spacing shall be consistent with local fire authority requirements or the Fire Code,which ever rs more stringent. Incorporated areas will be provided with wastewater collection and transport systems In accordance with the adopted sewer concurrency requirements of the jurisdiction Unincorporated urban growth areas will be provided with wastewater collection and transport systems in accordance with the requirements for sewer concurrency as set forth in Spokane County's Development Regulations. Collection systems and transport systems will be designed for peak flow conditions so that overflows, backups, and discharges from the system do not occur under normal operating situations Specific design criteria shall conform to the requirements of the Washington State Department of Ecology and local regulations Wastewater collection and transport systems will convey wastewater to centralized wastewater treatment facilities. Centralized wastewater treatment and effluent disposal facilities will be planned designed. and Sanitary Sewer constructed to provide effluent that does not adversely impact the quality of surface or ground water of the State of Washington Planning and design for wastewater treatment and effluent disposal facilities will be leased on 20 year protections of population growth and current water quality criteria as established by the Washington State Department of Ecology (Centralized wastewater treatment facilities shall be a part of a sewage system owned or operated by a city, town, municipal corporation, county, political subdivision of the state or other approved ownership consisting of a collection system and necessary trunks,pumping facilities and means of final frvatrnent and rliap era al and appiuvoer or under ptlnmil from llio Wushinrfton Stater Depwrtrnenl of Ecology Transportation Maintain travel coindor time as established by Spokane Regional Transportation Council Flooding of property outside designated drainage-ways,de-facto drainage-ways.easements,flood zones or other approved drainage facilities, dunng the design precipitation or runoff event prescribed in the standards of the governing local agency or tun sdidion. shall be prevented within the reasonable probability afforded by such standards Impact to buildings and accessory Stormwater structures shall be avoided to the maximum extent practicable by evaluating the effects of a 100- year rain event, and implementing measures to ensure that the runoff attendant to such event is directed away from such buildings and accessory structures Any stormwater discharge to surface or ground waters must meet federal, state and local requirements for water quality treatment. stom►water runoff and infiltration Law Enforcement Each turisdiction shall specify In its Comprehensive Plan a level of police protection that addresses the safety of Its citizens Adopted April 25, 2006 Page 4 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.1 Regional Level of Service Standards FACILITY LEVEL OF SERVICE STANDARD(LOS) Libranes Each jurisdiction will specify its own level of service Parks Each jurisdiction will specify its own level of service Solxt waste processing will meet Federal and State regulations,including maintaining any required Solid Waste facilities licenses Each Jurisdiction within the non-attainment area shall develop and use a street cleaning plan, coordinating with Spokane County Air Pollution Control Authority (SCAPCA) as the oversight agency, to meet mandated Particulate Matter dust standards Each jurisdiction's street cleaning plan will describe the programs and methods to be used to reduce particulate matter emissions from paved surfaces Each plan shall address but not be limited to the following. 1) Street Street Cleaning sweeping frequency and technology to be employed 2)Factors for determining when and where to initiate street sweeping following a sanding event, with the goats of expeditious removal when safety and mobility requirements have been satisfied. 3) Sanding reduction goal 4) Sanding materials specifications to be employed 5)Locations,application rates and circumstances for use of chemical deicers and other sanding alternatives 6) Identification of priority roadways (over 15,000 average daily traffic count) Jurisdictions within the Public Transit Benefit Area (PTBA)shall have policies consistent with the Public Transit level of service adopted by the Spokane Transit Authority Board of Directors Urban areas Jurisdictions in excess of 5.000 population, or once a population of 5,000 persons is achieved. shall be served by Fire District with at least a(Washington Surrey and Rating Bureau of Insurance Services Office)Class 6 Insurance Rating or better. For the purposes of GMA minimum Levels of Service.Class 6 or better shall be based on the ISO Grading Schedule for municipal fire protection. 1974 edition. as amended, by using the fire district,fire service communication,and fire safety control portions of the grading schedule. The total deficiency points identified in these portions of the ISO or Washington Survey and Rating Bureau schedule shall not exceed 1,1330 Fire and Emergency points All junsdicoons, regardless of size,shall ensure that new development has a Fire Flow and hydrant placement per the International Fire Code adopted by that iurisditon Urban areas must Services be within 5 road miles of an operating fire station that provides service with a 'Class A'pcmiper. unless structures are equipped with fire sprinklers)that are rated In accordance with the edition of the International Fire Code adopted by the jurisdiction, and is located within 5 road miles of an operating fire station that provides service with a Class 'A' rated pumper Urban areas shaft be served by a state certified basic life support(BLS) agency Urban areas should be served by an operating basic life saving unit within 5 miles. and an operating advanced l-fe support unit within 6 miles or 10 minutes response time for those Jurisdictions with urban areas in excess of 5.000 in population,and basic life support and advanced fife support transport service Public Schools To be determined by Individual school district CFP 2 Each jurisdiction and other providers of public services should use compatible information technologies to monitor demand for urban governmental and regional services and the efficiency of planning and services delivery. 3 Each jurisdiction shall include policies in its comprehensive plan to ensure that obstructions to regional transportation or utility corridors are not created_ In addition, each jurisdiction should include policies in its comprehensive plan to ensure sustainable growth beyond the 20-year planning horizon. 7 Each jurisdiction's comprehensive plan shall include, at a minimum, the following policies to address adequate fire protection. Adopted April 25. 2006 Page 5 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities a Limit growth to areas served by a fire protection district or within the corporate limits of a city providing its own fire department_ b. Commercial and residential subdivisions and developments and residential planned unit developments shall include the provision for road access adequate for residents. fire department or district ingress/egress and water supply for fire protection. c. Development in forested areas must provide defensible space between structure and adjacent fuels and require that fire-rated roofing materials be used 9. Wellhead protection plans should be coordinated with water purveyors and implemented by local jurisdictions. The Steering Committee shall pursue strategies for regional (to include Idaho jurisdictions) water resource management, which sustain projected growth rates and protect the environment. 10. Each jurisdiction shall include provisions in its comprehensive plan for the distribution of essential public facilities 13. Each jurisdiction shall plan for growth within Urban Growth Areas (UGAs) which uses land efficiency, adds certainty to capital facilities planning and allows timely and coordinated extension of urban governmental services, public facilities and utilities for new development Each jurisdiction shall identify intermediate growth areas (six to ten year increments) within its Urban Growth Area (UGA) or establish policies which direct growth consistent with land use and capital facility plans. Policy Topic 9—Fiscal Impacts Policies 1 Each junsdiction shall identify, within the capital facilities element of its comprehensive plan. capital resources that will be available to accommodate the additional development which is anticipated within Urban Growth Areas (UGAs) 4.2 Essential Public Facilities The City of Spokane Valley is required to plan for essential public facilities (EPFs) pursuant to GMA Spokane County adopted through the CWPPs 'Growth Management Essential Public Facilities Technical Committee Report" in 1996, which set forth a model project review process for the siting of EPFs. All jurisdictions within the County are required to provide a mechanism in the Comprehensive Plan to utilize the model project review process either verbatim or as a model More recently, the Washington State Legislature passed two laws addressing siting of EPFs_ In June 2001 the state enacted ESSB 6151, and in March 2002 the state enacted ESSB 6594 These laws require counties and cities fully planning under GMA to include a process in their Comprehensive Plans to provide for the siting of Secure Community Transition Facilities (SCTFs) A "secure community transition facility" (SCTF) is the statutory name for a less restrictive alternative residential facility program operated or contracted by the Department of Social and Health Services As stated in RCW 71 09 020. "...a secure community transition Facility has supervision and security, and either provides or ensures the provision of sex offender treatment services." The program offers 24- hour intensive staffing and line-of-sight supervision by trained escorts when residents leave the facility. A less restrictive alternative (LRA) placement is defined in the state law as a living arrangement that is less restnctive than total confinement. In response to these new state laws, planning staff from all jurisdictions in Spokane County formed a task force to cooperatively develop a regional siting process for all essential public facilities, including SCTFs. The Essential Public Facilities Task Force, with assistance from the Washington State Office of Community Development (OCD), the Department of Social and Health Services (DSHS), and technical staff from the jurisdictions developed a regional siting process for essential public facilities titled Spokane County Regional Siting Process for Essential Public Facilities. Table 4.2 below lists EPFs that are either wholly or partically of located within the City Adopted April 25, 2006 Page 6 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities The regional process provides for a review process with a location analysis. Public involvement takes place throughout the process with public comment periods as well as public hearings. The review process requires the applicant for an EPF to assume responsibility for the bulk of the analysis and processing of the proposal The analysis includes two parts First. an analysis of functional criteria of all potential sites is conducted to select the highest-ranking ten (10) semi-finalist sites. Second, these ten semi-finalist sites are analyzed using more qualitative criteria and resulting in selection of at least three(3) preferred sites. Both analyses include public comment periods Next, the Board of County Commissioners (BoCC) conducts a public heanng on the Preferred Site List to allow for further public comment, identify strategies to address any issues associated with particular sites, and rank the finalist sites The BoCC ranking is advisory to but not binding on the applicant Last, the applicant, after selecting a specific site, will work directly with a local jurisdiction and its regulatory requirements to permit construction and operation of the EPF The regional siting process is based on a coordinated inter-jurisdictional approach, which in combination with consistent development regulations among the jurisdictions will implement the requirement of equitable distribution of EPF of a statewide or regionalcountywide nature. Table 4.2 Inventory of Essential Public Facilities Significance Category Name Address Statewide Regional Transportation Facilities Interstate 90 NIA Statewide Regional Transportation Facilities Centennial Trail WA Regional Regional Transportation Facilities Pence-Coos Valley Park b Ride 414 S University Rd and Transit/Transfer Center Regional Regional Transportation Facilities Pines Road/1 90 Park b Ride E Montgomery, Pines Rd bI90 Regional Regional Transportation Facilities STA Maintenance-Bowdish 123$ Bowdish (Fleck Service Center) Regional Regional Transportation Facilities SR-27(Pines Road) WA Regional Regional Transportation Fadlities SR-290(Trent Avenue) tW11A1 Regional Solid Waste,Wastewater&Water Facilities Valley Recycling-Transfer 3941 N.Sullivan Rd Regional Social Service Facilities Valley Hospital b Medical 12606 E.Mission Ave Center Regional Social Service Facilities American Behavioral Health 12715 F Mission Ave Systems 4.3 Goals and Policies The following goals and policies are consistent with the goals and policies of the GMA and the Countywide Planning Policies. The City of Spokane Valley will implement the goals and policies for services provided by the City. Special purpose districts, such as water, school, and fire, are encouraged to implement the goals and policies that are under their control Spokane Valley intends to coordinate with special purpose districts when they adopt and amend their own system plans and capital improvement programs. General Goal CFG-1 Provide facilities and services that the City can most effectively deliver, and contract or franchise for those facilities and services that the City determines can best be provided by a special district, other jurisdiction,or the private sector. Policies Adopted Apnl 25, 2006 Page 7 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chaprer 4 Capital Facilities CFP-1.1 Review plans of service providers within Spokane Valley to determine consistency with the SVCP CFP-12The City should seek a balance between the quality and cost of providing public facilities and services CFP-1 3Optimize the use of existing public facilities and promote orderly compact urban growth. CFP-1 4Coordinate the construction of public infrastructure with private development to minimize costs whenever practicable and feasible. Capital Facilities Planning and Level of Service Goal CFG-2 Adopt and implement a Capital Facilities Plan to ensure public facilities and services meet Level of Service Standards. Policies CFP-2.1Facilities and services shall meet the following minimum Level of Service standards Table 4.3 Spokane Valley Level of Service Standards Facility or Service Level of Service Standard Domestic Water Meet the minimum Regional L05' Sewer Public sewer required for new development LOS D for Signalized Intersections Transportation LOS E for Un-signalized Intersections Stormwater Meet the minimum Regional LOS' Law Enforcement No minimum LOS adopted Parks 1 92 acres per 1000 residents Libranes Library District to set LOS Solid Waste Meet the minimum Regional LOS' Street Cleaning Meet the minimum Regional LOS' Public Transit Meet the minimum Regional I.OS' Fire and EMS Meet the minimum Regional LOS' Public Schools School Districts to set LOS •See Page 4 for Regional LOS standards CFP-2 2Update the City's Capital Facilities Plan annually to ensure that services and facilities are provided efficiently and effectively and to help establish budget priorities. CFP-2.3Planned expenditures for capital improvements shall not exceed estimated revenues CFP-2.41f adopted level of service standards cannot be maintained, the City shall increase funding, reduce level of service standards or reassess the Land Use Element. Public Safety-Fire and Police Goal CFG-3 Provide police protection efficiently and cost effectively to Spokane Valley residents. Coordinate with fire districts to ensure adequate fire protection and emergency services for Spokane Valley citizens. Adopted April 25, 2006 Page 8 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Policies CFP-3 1Encourage inter-jurisdictional cooperation among law enforcement agencies and fire districts to further develop, where practical, shared service and facility use CFP-3 2Develop a comprehensive emergency management plan that meets the needs of the City and coordinates with regional emergency planning efforts. CFP-3 3Require adequate emergency vehicle road access and water supply/pressure for new development within the City. CFP-3.4Encourage property owners to create a defensible space between structures and adjacent fuels and require that fire rated roofing materials are used on buildings in forested areas. Water and Sewer Goal CFG-4 Plans for water and sewer service should be consistent with the SVCP. Policies CFP-4 1 Review water and sewer plans to determine consistency with anticipated population growth. future land uses, comprehensive plan land use policies and development regulations CFP-4 2Coordinate sewer planning with appropriate jurisdictions for consistency with the SVCP CFP-4.3Support continued planning for domestic water needs in partnership with water purveyors, the Joint Aquifer Board, Washington State Department of Health and the Washington State Department of Ecology CFP-4.4Encourage public and private efforts to conserve water. CFP-4 SDiscourage new, pnvate domestic wells within the Spokane Valley City limits CFP-4 6New development must connect to public sewer and water Solid Waste Goal CFG-5 Promote the reduction, re-use and recycling of solid waste. Policies CFP-5.1Establish a City Hall recycling program to present a positive example of civic and environmental responsibility CFP-5.2Participate in updates to the Spokane County Comprehensive Solid Waste Management plan and support its implementation Stormwater Goal CFG-6 Ensure the provision of stormwater facilities and related management programs that protect surface and groundwater quality, prevent chronic flooding from stormwater, maintain natural stream hydrology and protect aquatic resources. Policies CFP-6.1 Require stormwater management systems for new development. CFP-62 Create and implement a stormwater management plan to reduce impacts from urban runoff CFP-6 3 Best management practices should be utilized to treat stormwater runoff prior to absorption of runoff into the ground. CFP-6.4 New development should include the multiple uses of facilities, such as the integration of stormwater facilities with recreation and/or open space areas, when possible Adopted April 25. 2006 Page 9 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities CFP-6.5 Encourage the use of alternatives to impervious surfaces Library Service Goal CFG-7 Promote efficient and cost effective library service to Spokane Valley residents. Policies CFP-7.1 Encourage continued free, reciprocal library services among all libraries within the Spokane region CFP-7.2Land use regulations should allow siting of library facilities in locations convenient to residential areas CFP-7.3Work collaboratively with the Spokane County Library District to develop long-range library plans consistent with the Comprehensive Plan Schools Goal C FG- 8 School sites and facilities should meet the education needs of Spokane Valley citizens. Policies CFP-8 1 Develop land use designations that allow new schools where they will best serve the community. CFP-8 2 Consider the adequacy of school facilities when reviewing new residential development CFP-8.3 Assist school districts in their planning processes. Concurrency Goal CFG-9 New development shall be served with adequate facilities and services at the time of development, or within the time frame consistent with state law. Policies CFP-9 1 Implement a concurrency management system for transportation, water and sewer facilities Financing Growth Goal CFG-1O Consider a variety of revenue sources and funding mechanisms including, but not limited to, impact fees. Policies CFP-10 1 Identify and pursue sources of revenue for financing public facilities Essential Public Facilities Goal CFG-11 Collaborate with all Spokane County jurisdictions in determining the best locations for public and private essential public facilities. Policies CFP-11 1 Follow the process for siting essential public facilities as set forth in the Spokane County Regional Siting Process for Essential Public Facilities. Adopted April 25, 2006 Page 10 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapier 4 Capital Facilities 4.4 Capital Facilities Plan 4.4.1 Introduction The Capital Facilities Plan (CFP) provides an analysis of the facilities and services required to support the future land use and growth projected in the Comprehensive Plan The CFP includes a six year capital projects and a financing plan for facilities provided by the City. The finance plan identifies specific revenue sources that the City reasonably anticipates will be available in the year the project is scheduled to be constructed The CFP includes Level of Service (LOS) standards for each public facility or service and requires that new development be served by adequate facilities. The purpose of the CFP is to use sound fiscal policies to provide adequate public facilities consistent with the land use element and concurrent with, or prior to, the impacts of development 4.4.2 Growth Assumption On November 30, 2004, the Spokane County Board of Commissioners approved Spokane Valley's requested population allocation of 20,666 people. The allocation is the amount of people the City can accommodate within its current boundary. Spokane Valley considers this an "interim" allocation until wastewater treatment capacity issues are resolved. Because Spokane Valley did not request an allocation outside of its City limits, facilities required to serve Urban Growth Areas adjacent to the City are not analyzed in this plan. These areas are under the jurisdiction of Spokane County; therefore, capital facilities planning activities within UGAs will continue to be the County's responsibility The following population data is used for capital facilities planning purposes Table 4.4 Population Projection Year 2006 2012 2025 Populati on 85,010 92,243 105,676 4.4.3 Level of Service Cities are often defined by the quality of facilities and services that are provided to its residents Good road, sewer and water infrastructure are typical critena used by businesses considering relocation Park and recreation facilities are increasingly used to Judge the quality of a City. Businesses want to locate where they can attract the best employees, and quality of life issues are often the deciding factor for a person to move to a new area Level of service standards are quantifiable measures, such as acres of parks per 1000 people, or the amount of time it takes to travel a road segment during peak morning and afternoon"rush hours,' the higher the level of service the higher the cost. This element establishes levels of service which will be used to evaluate the adequacy and future cost of urban facilities and services. 4.4.4 Concurrency The Growth Management Act introduces the concept of concurrency, which requires new development to be served with adequate urban services at the time of development, or within a specified time thereafter The GMA allows six years for necessary transportation improvements to be constructed as long as a financial commitment is made at the time of development. The GMA strongly encourages concurrency for water and sewer, and it is good public policy to require the same 4.4.5 Financing Facilities and Services The City is limited in its ability to finance all desired capital facility projects. Options must be available for addressing funding shortfalls or decisions must be made to lower levels of service for public Adopted Apnl 25, 2006 Page 11 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities facilities. In deciding how to address a particular shortfall, the City will need to balance current needs versus future growth requirements, existing deficiencies versus future expansions Capital facilities plans must be balanced. When funding shortfalls occur, the following options should be considered: a. Increase revenues, b. decrease level of service standards, c. decrease the cost of the service or facility, d. decrease the demand for the service or facility, e. or some combination of the above. The following table presents possible financial resources available to the City for capital projects. Table 4.5 Funding Resources Funding Category Funding Source General Fund(Sales Tax,fees,property tax.utility tax,etc) Current Revenues Real Estate Excise Tax(REET) Impact Fees Non-voted General Obligation Voted General Obligation Bonds Revenue(payable from a particular utility or enterprise) Local Improvement Dtstnct(Assessment Bonds) Surface Transportation Program Bridge Replacement Funds Federal Grants Congestion Mitigation and Air Quality Improvement Program(CMSAQ Land and Water Conservation Fund Community Development Block Grants Aquatic Lands Enhancement Account(ALEA) Transportation Improvement Account Centennial Clean Water Fund Public Works Trust Funds State Grants/Loans Interagency for Committee for Outdoor Recreation(IAC) Arterial Street Fund(Motor Fuel Tax) Urban Arterial Trust Account(UATA) Aquatic Lands Enhancement Account Hazardous Bridge Replacement Developer Contributions Other Donations Local Improvement Distncts 4.4.6 Impact Fees New growth creates a demand for new and expanded public facilities and services. The GMA authorizes local governments to impose and collect impact fees to partially fund public facilities to Adopted April 25, 2006 Page 12 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities accommodate new growth Impact fees can be used to pay for new or expanded facilities and cannot be collected to address existing infrastructure deficiencies. The GMA allows impact fees to be assessed on the following. • Public Streets and Roads • Public Parks • Schools • Open Space • Fire Protection Facilities • Recreation Facilities The City has not enacted impact fees as a funding mechanism for capital facilities, but may study the issue as directed by future City policy 4.4.7 Community Facilities This section of the CFP includes civic buildings such as government offices, community centers, and entertainment facilities As a new City, Spokane Valley does not have a significant inventory of community facilities Inventory of Existing Facilities Spokane Valley completed construction of CenterPlace at Mirabeau Point Park, in the summer. 2005 The facility houses the Spokane Valley Senior Center, conference facilities, classrooms and a "great room" for events CenterPlace has a dining capacity of 400 and includes a full commercial kitchen Spokane Valley leases office and meeting space for employees and City Council in the Redwood Plaza office building, located at 11707 East Sprague Avenue Spokane Valley also leases precinct and court space at the Valley Precinct Building located 12710 East Sprague Level of Service Spokane Valley does not propose to adopt a level of service standard for community facilities Forecast of Future Needs The need for new community facilities is difficult to quantify and depends on the future structure of City government If Spokane Valley continues to contract for services such as police, parks and road maintenance. the need to acquire and maintain facilities will be minimal However, if Spokane Valley begins providing these services, there will be a corresponding need for administrative office space and other facilities For example, if Spokane Valley assumes responsibility for parks maintenance, a new maintenance facility would have to be constructed to house equipment and employees At some future point, Spokane Valley will likely purchase an existing building or construct a new building to house City Hall This decision must be made with thought and vision. In the right location, City Hall will be the center for civic affairs and community events and will influence economic development and the creation of a City Center. The location should be centralized and accessible to all citizens Nearly three-quarters of the Citizen Survey respondents support using public money to help create a City Center. Locating a civic building, such as City Hall, in the City Center would be a significant catalyst to creating a distinct center and identity for Spokane Valley Locations and Capacities of Future Facilities Spokane Valley currently has no specific plans to construct new community facilities. The City must decide the location of a permanent City Hall and/or other civic buildings. Future updates to the Capital Facilities element will include information on locations and capacities for community facilities. Capital Projects and Financing Plan Spokane Valley anticipates either constructing a new City Hall building, or purchasing and remodeling an existing building within the six year time frame of this CFP_ The following table shows that Spokane Valley will use approximately $1,000,000 of Real Estate Excise Tax revenue for Civic Buildings Adopted April 25, 2006 Page 13 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4,6 Community Facilities Financing Plan - Protect 2008 2009 2010 20011 2012 2013 Total Civic Facilities(City Hall) 563 550 750 1,863 American with Disabilities Act 100 100 (ADA)Accessibility Study ADA Accessibility Improvements 50 150 200 Capital Protects-Public Art 74 50 50 50 50 50 32� City Center Project - — 50 50 Public Areas City Center Project 50 50 Other Improvements City Center Proles 100 100 Street improvements Total 424 200 50 613 600 B00 2.687 Revenue Source Real Estate Excise Tax 374 I 150 250 250 400 1,424 General Fund 50 50 50 100 100 100 450 • Civic Facilities Fund 283 , 250 300 813 Total 424 200 50 813 600 800 2.881 4.4.8 Domestic Water The City of Spokane Valley does not own or operate a public water supply system Rather, water is provided to Spokane Valley residences and businesses by special purpose districts, associations, and public and private corporations. Water service is coordinated by Spokane County through the Coordinated Water System Plan (CWSP), which identifies service boundaries, establishes minimum design standards and promotes the consolidation of regional water resource management The CWSP is updated as needed at the direction of the Board of County Commissioners or the Washington State Department of Health (DOH) The City of Spokane Valley is supportive of existing regional water supply planning, water use efficiency programs and plans, watershed planning, wellhead protection plans, water quality plans. and planning for reclamation and reuse Water Systems Water systems are categorized generally by the number of connections served, Group A I;1 : h systems provide service to 15 or more 00,.-\ . 4 connections while Group B systems serve 2 I to 14 connections. Spokane Valley has 25 g. ,,th f 44,8i Group A systems and 13 Group B systems ■ •• �^1% providing water service within the City. A v P.Alt Adopted April 25, 2006 /021. 'r i 2007 Update Adopted 12-18-07 - _ 1L■•11-- City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities detailed inventory of water systems is shown below in the inventory section. Water System Plans The Washington State Department of Health recommends that all water purveyors prepare a water system plan to determine future needs for water facilities within their service areas. The plans must include an existing facility inventory, project future needs for water supply, conservation strategies, and identify and provide for the protection of aquifers against contaminates. Once a water system plan is adopted, it must be updated every six years. The Department of Health is the approval authority for water system plans Water purveyors meeting the following critena are required to have water system plans approved by DOH. 1 Systems having 1000 or more connections 2 Systems required to develop water system plans under the Public Water System Coordination Act of 1977 (Chapter 70 116 RCW) 3 Any system experiencing problems related to planning, operation and/or management as determined by the Department of Health 4 All new systems. 5 Any expanding system 6 Any system proposing to use the document submittal exception process in WAC 246-290-125 (documents such as project reports and constructions drawings) In 2003, the Washington State Legislation passed what is commonly referred to as the "Municipal Water Law" (MWL), amending sections of the State Board of Health Code (RCW 43.20); the laws governing Public Water Systems (RCW70 119A), and sections of the state's Water Code (RCW 90.03). The MWL requires that water system planning documents must be consistent with Spokane Valley's Comprehensive Plan and development regulations The Department of Health Is developing procedures that water systems must follow to ensure coordination with local jurisdictions and consistency with growth planning Water Rights Washington State water law requires all prospective water uses to obtain a water right permit from the Department of Ecology (DOE) before constructing a well or withdrawing any groundwater from a well However, the law does allow a water right permit exemption, referred to as the domestic exemption, which states that no water right permit is required for the withdrawal of up to 5,000 gallons of water per day from a well when the water is being used for the following 1 Livestock watering 2 Single or group domestic water supply. 3. Industrial purposes 4. irrigation of no more than one half acre of lawn or noncommercial garden (RCW 90 44 050) For many years, Ecology issued water right certificates to water suppliers based on projected future use, rather than actual"beneficial use " The unused portions of those certificates or rights are known as"inchoate"nghts, which could potentially be taken away by Ecology if not put to beneficial use This situation was troubling to municipal water suppliers Public water systems need a level of certainty to obtain financing for capital facilities as well as to issue letters of water availability to development interests The "Municipal Water Law of 2003" clarified that cities are entitled to inchoate (unused) water for the purpose of serving expanding areas. This ensures that municipalities have sufficient water for anticipated growth based on the communities'comprehensive plans and water and supply plans Adopted April 25, 2006 Page 15 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Watershed Planning In 1998, Washington State passed the Watershed Management Act to develop a 'thorough and cooperative method of determining what the current water resource situation is in each Water Resource Inventory Area (WRIA) of the state and to provide local citizens with the maximum possible input concerning their goals and objectives for water resource management and development" (RCW 90.82.005) In late 1998. a Planning Unit was formed for WRIAs 55 and 57, or the Middle Spokane- Little Spokane River watersheds, with Spokane County designated as the lead agency. The Watershed Management Act requires the Planning Unit to address water quantity issues and allows water quality, habitat and in-stream flows to be considered in the process. The watershed planning effort is expected to produce information on how water is used in the Water Resource Inventory Areas and recommendations for haw it should be used in the future The Planning Unit may also formulate a recommendation for in-stream flows for the Spokane and Little Spokane Rivers. The Department of Ecology may establish minimum water flows or levels for streams, lakes or other public waters for the purpose of protecting fish, game, birds or other wildlife resources, or recreational or aesthetic values of said public waters whenever it appears to be in the public interest to do so The data, information and recommendations generated by the Planning Unit may be used by the Department of Ecology to assess the ability to issue new water nghts for the Spokane Valley- Rathdrum Prairie Aquifer. The WRIA 55 and 57 planning process will provide a basis for better understanding of potential water resource limits and will be incorporated into future updates to this capital facilities plan Inventory of Water Systems Most of the water used by Spokane Valley residents and businesses is provided by water and irrigation districts and small water systems, listed in Tables 4.7 and 4 8 and shown on the Water Distncts and Wellheads map, located at the end of this chapter. The City of Spokane provides water to the western portions of Spokane Valley, totaling approximately 620 connections. Group A water systems are those which have 15 or more service connections or regularly serve 25 or more people 60 or more days per year Group B water systems serve two to 14 connections and are not subject to the federal Safe Drinking Water Act. Instead, they must meet state and local requirements for water quality and operations Table 4.7 Spokane Valley Water Purveyors-Group A Systems Group A Systems Current Residential Current Non Residential Storage Capacity Connections Connections (gallons) Bayou On Barker 0 4 - 0 Burger Royal 4 t 50 Camhope Irrigation District 7 455 0 0 Central Pro Mix•Sullivan Rd 4 4 0 City Of Spokane' 59700' I 0 Not repotted Consolidated Imp Dist 19 System 1 3063 - , 51 2,750,000 Consolidated brig Dist 19 System 2 3663 141 2,200,000 East Spokane Water Dist 1 1 158 94 1,027,000 Hutchinson imgation Dist*16 790 0 1.200,000 Honeywell Electronic Mfg LLC 0 1 0 Irvin Water District*6 757 0 1,900,000 Kaiser Alum•Trentwood Works 0 2 21,200 Adopted April 25. 2006 Page 16 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Model Irrigation Dist 118 2118 4 550.000 Modern Electric Water Ca 4302 0 1,500.000 Orchard Avenue Irrigation Dist 6 1166 0 0 Pinecroft Mobile Home Park 143 0 400 Puerta Vallarta 0 1 0 Spitfire Pub And Eatery 0 2 87 Spokane Business 8 Industnal Park 0 237 478,000 Spo Co-Mirabeau Park 0 2 200 Spo Co Water 05i#3 9788 426 6.880,000 Trentwood Irrigation Distna 3 1470 0 1,120,000 Vera Water&Power 6652 0 8,650,000 Woodland Park Trailer Court 30 0 0 Approximately 620 connections within City of Spokane Valley Source: Washington State Department of Health Table 4.8 Group B Systems Group B System Connections Hokin-Winn Cowl 12 Janzen&Janzen 1 evernier Const Water System 1 Mercer Trucking Co Inc 1 Middco Tool&Equipment 1 Systems Transport Inc 1 To Water System 6 Tds 2 Union Pacfic Railroad-Trentvrood 1 Westco S Apparel ServIce 3 Western Structures Inc 2 WSDT-Pines Road Maintenance 1 Source: Washington State Departrnent of Health Level of Service The Countywide Planning Policies were amended in 2004 to defer level of service standards for water supply and fire flow to the requirements of the Department of Health and local fire codes respectively Forecast of Future Needs Spokane Valley adopts by reference water system plans for all water purveyors providing service within the City of Spokane Valley Locations and Capacities of Future Facilities Spokane Valley adopts by reference water system plans for all water purveyors providing service within the City of Spokane Valley Capital Projects and Financing Plan Adopted April 25, 2006 Page 17 of 53 2007 Update Adopted 12-18.07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Spokane Valley adopts by reference capital project and financing plans for all water purveyors providing service within the City of Spokane Valley 4.4.9 Fire Protection and Emergency Medical Service Fire protection and emergency medical services (EMS) are provided by Spokane Valley Fire Department (District No. 1) and Spokane County Fire District No 8 Spokane Valley Fire serves over 90% of the Valley, while District 8 serves a few small areas IF in the southern part of the City (see Fire Districts Map at the end of this chapter). Both districts serve the - .1 City with a full range of fire suppression and EMS Ai services. Spokane Valley voters chose to annex to - 'Spokane Valley Fire and District No 8 in September, -.72' ._hrompol.7.; --1 I 2004. ., t ,i- _ ` Insurance Rating City fire departments and fire protection districts are assigned a numerical fire protection rating by the Washington Surveying and Ratings Bureau Insurance companies fund the Bureau to perform on-site inspections of fire distracts to determine the rating The Bureau analyzes five main areas. average response time, water supply, communication network, schedule of fire inspections and fire station evaluations (which focus on age of vehicles), personnel training and staffing of facilities Insurance companies use the fire protection rating to help determine insurance rates on all fire insurance policies. The rating is on a scale of one to ten, with one representing the best score Quality of fire service can have a significant impact on fire insurance rates, particularly for commercial businesses As of April, 2006, Spokane Valley Fire Department has a Fire Insurance Rating of four and Distnct No. 8 has a Rating of five, both indicating good fire protection. Inventory of Existing Facilities and Apparatus The Fire Districts Map shows the location of fire stations and service area boundaries for Spokane Valley Fire, District No 8 and surrounding fire protection districts. All fire agencies have mutual aid agreements to assist each other in major emergencies Spokane Valley Fire 2006 apparatus inventory includes nine Class A engines, two Class A pumper/ladders, two medic vehicles, three brush trucks and other miscellaneous vehicles for staff, training, rescue, maintenance, prevention and command. Spokane Valley Fire has ten stations, including eight within the City of Spokane Valley Locations of the stations are as follows Table 4.9 Spokane Valley Flre District Station Locations Station 1• 10319 East Sprague Station 2' 8007 East Trent Station 3 2218 North Harvard Station 4 22406 East WeIieste:y Station 5' 15510 East Marietta Station 6' 6306 East Sprague Station 7' 1121 South Evergreen Station 8' North 2110 Wilbur Adopted April 25, 2006 Page 18 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Station 9 East 11514 t 6'" Stabon 10" East 17217 Sprague • Inside Spokane Valley City I.imri.s '•Medic-only station Fire District No 8 has one fire station inside the City limits, station 84 in the Ponderosa neighborhood, located at 4410 South Bates The District has two stations located outside the City limits providing additional coverage, No. 81 at 6117 South Palouse Highway and No 85 at 3324 South Linke Road. Stations 81 and 84 each have two Class A engines and two wildland brush engines. Station 85 has one Class A engine and one wildland brush engine. Level of Service Spokane Valley Fire's Level of Service goals for response time are as follows: • 5 00 minutes- 80% of the time for fire calls • 5:00 minutes-80% of the time for Basic Life Support(BLS) • 8:00 minutes -80%of the time for Advanced Life Support(ALS) Basic Life Support refers to a level of training that does not involve any advanced medical procedures or administration of drugs. BLS providers can provide basic life saving and life sustaining interventions while transporting a patient to a hospital This is the foundation on which all medical care is built. Good basic life support is key to survival of critically sick and injured patients Advanced Life Support refers to a certain level of care that may be provided to a patient by rescue squad members, if necessary Members trained in Advanced Life Support techniques are often referred to as ALS providers Among other procedures, ALS providers are able to administer certain life-saving medications, perform advanced monitoring of heart rhythms, and are trained to perform advanced procedures to open and manage a patient's airway. Average response times for fire calls the past 4 years are as follows. • 2003 -5 minutes 22 seconds • 2002 -5 minutes 27 seconds • 2001 -5 minutes 28 seconds • 2000 -5 minutes 35 seconds The District's historic response time data does not distinguish between types of calls. Future data collection will divide calls between fire, ALS and BLS Spokane Valley Fire has responded to an average 7,746 calls per year from 2000 to 2003. The following table shows the number of calls per year I Table 4.10 District 1 Fire Responses Year 2000 2001 2002 2003 Responses 759.4 7406 7821 8165 Adopted April 25, 2006 Page 19 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Charter 4 Capital Facilities The Countywide Planning Policies for Spokane County establishes minimum levels of service for fire and emergency medical services as follows Urban areas are required to be serviced by a Fire District with at least a Class Six Insurance rating. - Urban areas must be within five road miles of an operating fire station that provides service with a"Class A' pumper, unless structures are equipped with fire spnnklers - Urban areas shall be served by a state certified basic life support (BLS) agency within five miles and an operating advanced life support unit within six miles or ten minutes response time. Both Fire District 1 and 8 meet the minimum countywide level of service standards. Forecast of Future Needs Spokane Valley Fire has identified two areas within the City of Spokane Valley that need improvement in response times and is planning to construct new stations to provide improved service levels The most urgent need is to provide better coverage to the south valley, and the District is planning to move Station No 9 to the vicinity of 32n0 Ave and Pines Rd The northeast area of the City is underdeveloped at present but as the City grows over the next ten to fifteen years, the District recognizes that a new station will need to be constructed to provide an adequate level of service The station will be constructed in the vicinity of Barker and Euclid. Locations and Capacities of Future Facilities Station No. 9 will be moved from its current location at 11514 East 16'1 to the vicinity of 32n4 and Pines_ The station will include two bays and dorms for eight personnel. The District plans to reconstruct Station No 10 into a three bay facility with dorms for ten personnel. Station No. 11 will be located in the vicinity of Barker and Euclid and will also be two bays with dorms for eight personnel Construction for Station 11 is tentatively planned for 2014 or 2015 Capital Projects and Financing Plan Spokane Valley Fire Department is a junior taxing authority that supplements its regular taxes with special levies. As the restrictions on the taxes generated from the regular tax go down, special levies are proposed to maintain needed funding Special levies must be approved by Fire District voters The Department does not use its bonding capacity to fund capital projects The Department's philosophy is to reserve funds generated through its regular revenues for future capital needs The following table represents the Valley Fire planned capital expenditures. Table 4.11 Spokane Valley Fire 8-year Capital Projects and Financing Plan Project 2006 2007 2008 2009 2010 2011 2012 Total Fire Station No 9 $1,000 $1,800 (new construction) Fire Station No 10 $1,800 $1,800 (reconstruction) Total $1,000 $1,600 $2,800 Note Reserve funds from regular district taxes will fund capital improvements. (Amounts are times$1 000) Adopted Apnl 25, 2006 Page 20 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities 4.4.10 Library Service Library services are provided by the Spokane County Library District The District has a long history of excellent service and upon incorporation, the City of Spokane Valley executed a one-year contract with the District for continued service. After the initial year, Spokane Valley and the Library District agreed to a five year contract for library services beginning in 2005. Eighty-seven percent of voters approved annexing back into the District in a May 2005 special election, with the annexation effective January 1, 2006 Facility Planning After incorporation, the Library District and the City of Spokane Valley collaborated on developing a new capital facilities plan for the District In March 2004. the capital facilities planning process began and a significant amount of information was gathered, including • Comparisons with library facilities in other similar sized Washington cities • Spokane Valley demographics • Public library facility standards • An analysis of current Spokane Valley area libraries • Pros and cons of various facility alternatives and • Community research Public Participation The Library District and the City of Spokane Valley conducted a random sample survey of Spokane Valley residents in March and Apnl of 2004 The survey gathered information on local library use, satisfaction with library services and preferences regarding future library services The District also conducted a community open house in May 2004, attended by 75 people. 75% of which were City residents. Information was obtained on satisfaction with facilities and service, facility improvement options, preferred library locations if a new main library were to replace the current Valley Library, constructing either one or two new branches, and willingness to pay for new libraries. Research Conclusions Analysis of information gathered leads to the conclusion that additional library space is needed to serve Spokane Valley residents It is also determined that expanding the current Valley Library isn't a viable alternative The community input showed a very high level (98%) of overall satisfaction with library services and a high level of satisfaction with current facilities The public identified two areas needing improvement - materials availability, which requires a larger library, and public access computer availability. Only a modest interest in funding new facilities was expressed. demonstrating a strong need for community education about future library facilities needs Community Survey Spokane Valley's Community Preference Survey included a question to gauge Spokane Valley citizen's satisfaction with current Library services. The majority of survey respondents viewed library services in a positive light, with 83% of respondents reporting that library services were good, very good or excellent Inventory of Existing Facilities Spokane Valley has one library located inside its boundary, the District's Valley Branch. located at 12004 East Main This resource library is the District's - largest facility, measuring 22,100 square feet. _ . including administrative space. The District has two other libraries within the greater Valley area located at - 011 •Adopted April 25, 2006 Page 21 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities 4322 North Argonne and 22324 East Wellesley in Otis Orchards As of May 2004, 35,544 Spokane Valley residents were Library District cardholders. Valley Library was the primary branch of registration, with Argonne second and Otis Orchards third Spokane County Library District has a reciprocal library card agreement with the City of Spokane with over 1.500 Spokane Valley residents owning a Spokane public library card Level of Service VALLEY The Spokane County Library District has not established a level of service :1 Forecast of Future Needs -■1E1IMINI The District uses a target Spokane Valley population of = 105,000 for its future projections, which is consistent with the City of Spokane Valley's population allocation Mb for growth within the existing City limits. The District ; I A� o; recognizes that a new library needs to be built inside Spokane Valley to provide adequate library services Future facilities will be divided between a main branch and a future neighborhood branch. Locations and Capacities of Future Facilities The main branch should measure about 49.000 square feet to adequately serve a population of 84.000 people The main branch should be located on an arterial street within about one-half mile of the Sprague corridor between Dartmouth and Sullivan Roads. A neighborhood branch of approximately 15,000 square feet serving a population of 20,000 would ideally be located within two to three miles of the main branch Capital Projects and Financing Plan The future main branch is estimated to cost $11 4 million in 2004 dollars, the neighborhood branch would cost about $3.6 million. Voter-approved general obligation bonds are the normal financing method for library projects of this size. The District proposes the following capital improvement schedule- 1 to 5 years • Determine preferred locations for new libraries. • Develop funding plan • Purchase land for libraries 5 to 10 years • Secure funding and purchase site(s) if not already done. • Construct new main branch • Sell existing Valley branch 10 to 20 years • Secure funding and construct neighborhood branch Table 4.12 Spokane County Library District six year Capital Projects and Financing Plan Project 2006 2007 2008 2009 2010 2011 2012 Total New Spokane Valley 5100 5150 $1 700 $8,300 58.750 0 0 S19.000 Library Total $100 S150 $1,700 S8,300 $8,750 0 0 319,000 Adopted April 25. 2006 Page 22 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Revenue Sources GO Bonds $100 $150 81.700 58.500 88,750 0 0 19000 Total $100 $150 $1,700 $8,500 $8,750 0 0 19000 Note. The majority of General Fund expenses incurred in 2006 and 2007 ace reimbursable from voter-approved bond funds The Library District will continue to work with the City of Spokane Valley to further develop plans to construct new libraries. As plans are updated and refined, this Capital Facilities Plan will be amended to incorporate future changes Operational Costs The Library District assumes that with efficient building design and continuing staff productivity improvements, a larger Valley Library and an eventual new branch can be operated at normal District funding levels of 50 cents per$1,000 of assessed valuation 4.4.11 Parks and Recreation Spokane Valley has a wide range of � . . `or recreational opportunities available to residents `• a and visitors City parks, school play fields, golf courses, trails, County parks and conservations r; b • r - •areas are all within close vicinity to Spokane , , ' f • Valley residents. • AM- The City provides a system of local parks that is - --managed by the Spokane Valley Parks and 4 Recreation Department The Parks Department is in the process of developing a new Parks, _ Recreation, and Open Spaces Master Plan. -`' - - - When finished. this plan will offer a detailed picture of the park, recreation and open space system. including changes and improvements that will be made in the future. This section of the Capital Facilities Plan (CFP) provides summaries of the parks inventory, level of service (LOS), future park needs, proposed projects, and a financing plan for the next six years. Park Types Parks are classified by their size, service area and function. Spokane Valley uses the nationally recognized Park, Recreation, Open Space and Greenway Guidelines, to establish standard for parks planning Major classifications include mini-park, neighborhood, school-park, community, large urban, various trail designations and special use facilities. The Parks Element, Chapter 9, provides a thorough description of park types used for planning purposes Inventory of Existing Facilities The Parks Map, found at the end of this Chapter, shows the location of all parks within Spokane Valley, Table 4.13 provides an inventory of park and recreation facilities owned by Spokane Valley. These parks are used to calculate Spokane Valley's level of service for parks. The Parks Master Plan provides the most detailed inventory of parks, including equipment, structures and other miscellaneous park facilities. T. Adopted April 25, 2006 Page 23 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Pian Chapter 4 Capital Facilities Table 4.13 Spokane Valley Park Facilities Spokane Valley Parks Acreage Status Neighborhood Parks Balfour Park 2.86 Developed Browns Park 8.03 Developed Castle Park 2.71 Minimally Developed Edgecidt Park 4.74 Developed Terrace View Park 9 24 Developed Subtotal 27.58 Community Parks Valley Mission Part; 21.91 Developed Subtotal 21.91 Large Urban Parks Mirabeau Point Park 41.91 Developed Subtotal 41.91 Special Use Areas Park Road Pool 2.00 Developed Sullivan Park 18,07 Developed Valley Senior Center 2 09 Developed CenterPlace 13,60 Developed Subtotal 33.78 Undeveloped Park Land Myrtle Point Park 31 07 Undeveloped Valley Mission Park(South) 7 22 Undeveloped Subtotal 38.29 Total Park Acres 183.46 Level of Service The Countywide Planning Policies for Spokane County requires all jurisdictions to adopt a level of service (LOS) standard for parks Spokane Valley has the flexibility and freedom to adopt a r''' • LOS standard for parks that reflects the -r i.' expressed need and desire of our community- . `''.' I, The National Recreation and Parks Association '' I suggest that cities adopt LOS standards for . t different park types, such as mini (pocket), neighborhood, community and major parks - _ Spokane Valley does not have a well-developed "' park system and will use total City-owned park acres for its LOS measurement_ Spokane Valley currently owns '163 acres of developed and undeveloped park land Using the , 2006 population of 85,010 people, the current - parks LOS is 1.92 acres of City park land for Adopted April 25, 2006 Page 24 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities every 1000 residents. Spokane Valley adopts 1.92 acres/1000 people as its minimum LOS standard for parks, as shown is Table 4.14. Spokane Valley recognizes that schools, churches, natural areas and commercial enterprises all provide recreation opportunities for Spokane Valley residents These will all be taken into consideration when Spokane Valley determines the best location to purchase new park land Forecast of Future Needs Spokane Valley has the capacity to Table 4.14 Spokane Valley Parks Level of Service accommodate 20.666 people over the next 20 years within the current City city-Owned limits. In order to maintain the current 2006 Population Park Acres Level of Service LOS of 192 acres/1000 people, Spokane Valley would have to add about 85.010 163 1 92 acres11000 40 acres of park land over the next 20 years. with 12 acres in the first six years. as shown in Table 4.15 The Parks Master Plan provides a more detailed analysis of park and recreation needs by dividing the City into smaller service areas Table 4.15 Future Park Demand Year Population Total Park Acres Acres Required at 1.92 Net Deficiency Available acres/1000 Acres 2006 H5 013 163 163 0 2012 92.243 163 177 14 2025 105,676 163 203 -40 'Assumes 20-year growth of 20.666 people i Locations and Capacities of Future Facilities 1 In order to maintain the adopted 1 92 acres/1000 level of service standard, Spokane Valley must add 12 acres of park land by the year 2011 In order to address this deficiency, Spokane Valley will purchase 20 acres of park land within the six year time frame of this Capital Facilities Plan, resulting in surplus of eight acres as shown in Table 4 16 The Master Plan will be used to determine the best locations for park land acquisitions. Table 4.16 Parks Capacity Analysis Year Population Total Park Acres Acres Required at 1.92 Net Reserve Available acres/1000 Acres 2006 85,010 163 t ;t 0 2012 92,243 183' 171 u '20 acres of parkland w,ll be purchased within first 6 years of plan Adopted April 25, 2006 Page 25 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Capital Projects and Financing Plan The following table details Spokane Valley's six year Parks and Recreation capital improvement financing plan. The table details projects that address level of service deficiencies (capacity projects)and other capital improvements (non-capacity) projects Table 4.17 Parks Capital Facilities Plan Note:Amounts in$1,000 Project 2006 2007 2008 2009 2010 1011 2012 Tots Park Land Acquisition (20 1 000 $1,000 Acres Capacity) Park Improvements 300 950 50i) 500 580 100 200 $3,130 Swimming Pool Upgrades 1,600 $1000 Total 1,300 2,550 500 500 580 100 200 $5,730 Revenue Source General Fund 1.300 300 51,600 BEET$1 450 400 400 400 100 200 S1,950 Grants 200 100 100 160 5560 Spokane County 1,600 S1,800 total 1.100 2.550 500 500 580 100 200 $5,730 4.4.12 Public Safety The Spokane Valley Police Department is a contract law enforcement agency, partnering with the Spokane County Sheriff's Department to provide a safe environment for the citizens, businesses, and visitors of the City of Spokane Valley. This unique contracting relationship allows for the sharing of many of our resources, allowing both agencies to operate at peak efficiency without duplicating services. Spokane Valley also contracts with Spokane County for judicial, jail and animal control services The total contract for public safety for 2006 totaled over $16 million, including approximately 100 commissioned police officers Spokane Valley supports community oriented policing and recognizes it as an important complement to traditional law enforcement In Spokane County. community policing is known as S.C.O P E.. or Sheriff Community Oriented Policing Effort The community policing model balances reactive responses to calls for service with proactive problem-solving centered on the causes of crime and disorder Community policing requires police and citizens to join together as partners in the course of both identifying and effectively addressing these issues. About 364 Spokane Valley citizens are S.C.O.P E volunteers Adopted Apnl 25, 2006 Page 26 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Community Survey The Community Preference Survey included questions to gauge the public's perception of police services Results show that 85% of Spokane Valley residents believe police services are good, very good, or excellent, indicating a generally high level of confidence in the police force Only 27% of respondents expressed a willingness to pay additional taxes to have improved police services. Inventory of Existing Facilities The Spokane Valley Police Precinct is located at 12710 E. Sprague and houses patrol and detective divisions, the traffic unit and administrative staff The Precinct also includes a property storage facility and a Spokane County District Court. Spokane Valley is served by five S C.O P.E stations, shown in the following table. S Table 4.18 Spokane Valley S.C.O.P.E stations Neighborhood Location West Valley 3102 North Argonne University 10821 East 15'" Edgeclrff 522 S Thierman Rd Trentwood 2400 N Wilbur No 19 Central Valley 115 N Evergreen East 4903 N Harvard No 3 Level of Service Public safety is a priority for the City of Spokane Valley. It is difficult to determine at this time, an adequate and measurable level of police protection Spokane Valley will monitor the performance of the Spokane County Sheriffs Department and will adjust the contract for services as necessary to ensure an adequate level of police protection. Forecast of Future Needs Future needs for police protection will be determined as a part of the annual budget process Locations and Capacities of Future Facilities Spokane Valley is not planning to construct any new law enforcement facilities at this time Capital Projects and Financing Plan Spokane Valley is not planning to construct any new law enforcement facilities at this time 4.4.13 School Facilities Four public school districts provide service within Spokane Valley East Valley, West Valley, Central Valley and Spokane School District 81. Spokane Valley must coordinate with each district to ensure consistency between the City's plan and school districts' plans. There are also a number of private schools that provide service to Spokane Valley area children Inventory of Existing Facilities The School District Map. found at the end of this Chapter, shows district boundaries and locations of all public schools within Spokane Valley Tables 4 19 through 4.21 shows capacities of all schools located within Spokane Valley. School districts use portable classrooms at some school sites as interim measures to house students until permanent facilities can be built Portable units are not included in capacity figures School capacity figures are reported by the Washington State Superintendent of Public Instruction and are based on square footage per student Adopted April 25, 2006 Page 27 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.19 Central Valley School Inventory t Elementary School Sq.FL Area Capacity - Adams 46,879 521 Summit(Formerly Blake) - -- 34.823 436 Broadway - 40,648 499 — Chester 38,388 480 Greenacres 55.875 -- - 880 Keysiona 33.689 -121 - LiDerty Lake 60,477 756 AACOonild 48,504 563 Opportunity 42,388 521 Op Ponderosa 51,377 642 Progress 37,573 452 South Pines 45,958 499 Sunrise 53,873 882 University 37,867 483 Total Elementary Permanent Fac.tlrtins 626:097 7.587 Junior High Schools Sq.Ft.Area Capacity E3ovvdish 74,738 743 Evergreen 76,075 751 Greenacres 91.803 908 Horizon 84,795 838 North Pines 105.368 1,044 Total Junior High Permanent Facilities 432.779 4,284 Senior High Schools Sq.Ft.Area Capacity Central Valley 239,540 1.988 University 239.540 1.988 Total Senior High Facth lea I 479,080 3.9 74 Source: Central Valley School District rY Table 4.20 East Valley School Inventoy Elementary School Sq.Ft Area Capacity East Farms 47,047 579 Ohs Orchards 51.789 829 Skyview 42.140 f 509 Trent 58,482 713 Trentwood 47,274 573 Adopted April 25, 2006 Page 28 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Total Elementary Permanent Facilities 248.732 3,003 Junior High Schools Sq.Ft.Area Capacity East Valley 84,561 831 Mountain View 82.544 816 Total Junior High Permanent Facilities 167.106 1,647 Senior High Schools Sq.Ft Area Capacity East Valley 203,248 1,686 Total Senior High Facilities 203,248 1 686 Source: Washington State Superintendent of Public Instruction ry Table 4.21 West Valley School Inventory Elementary School Sq.Ft.Area Capacity Millwood Early Childhood Ctr 27,164 340 Ness 33.440 418 Orchard Center 34,034 428 Pasadena Park 34,002 425 Seth Woodward 35,941 449 Total Elementary Permanent Fac,htias 164,641 2.058 Middle Schools Sq.Ft.Area Capacity Centennial 89,870 875 West Valley City School 30,258 307 Total Junior High Permanent Facilities 120,128 1,182 - Senior High Schools Sq.Ft.Area Capacity West Valley 149,128 1,207 Spokane Valley 13,902 116 rural Serlwr High Facilities 163,030 1,323 Source: West Valley School District Level of Service The Countywide Planning Policies for Spokane County requires that all jurisdictions adopt a Level of Service standard for schools Spokane Valley defers this responsibility to the individual school districts providing service within the City. Individual school districts may request that Spokane Valley adopt a Level of Service standard in future updates to the Capital Facilities Element Forecast of Future Needs Central Valley School District The Central Valley School District (CVSD) is experiencing a period of high growth in student population, particularly towards its eastern boundary. Liberty Lake and Greenacres Elementary Adopted April 25, 2006 Page 29 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Schools are currently over capacity. In response to this growth, the District initiated its 'Community Linkages' planning process in the fall of 2004 to develop strategies and alternatives for accommodating its present and future students. The committee developed student population projections through the 2008/2009 school year for the entire district by analyzing growth trends in student population, building permit activity and proposed housing developments. The data will be used to guide decisions on where to locate school facilities. Table 4 23 shows the number of students enrolled in Central Valley Schools in 2005 for each school in the District and projections through the 2008-09 school year In 2005, 11,480 students were enrolled in CVSD schools, with 9,363 of those students living within the City of Spokane Valley Table 4.23 Central Valley Enrollment Projection Student New Projected Student School Attendance Area Enrollment Student Enrollment 2005 in 2008.2009 Increase Elementary Schools Broadway 492 517 25 Progress 291 311 20 Opportunity 339 366 27 Adams 486 503 37 University 419 435 16 South Pines 331 332 1 McDonald 356 364 8 Sunrise 490 532 42 Ponderosa 334 337 3 Chester 322 352 30 Greenacres 588 686 98 Liberty Lake 727 876 149 Total 5155 5611 456 Middle Schools Nortn Pines 525 551 20 Bowdish 574 589 15 Horizon 440 462 22 Evergreen 578 630 52 Greenacres 644 757 113 Total 2761 2989 228 High Schools University High 1922 2055 133 Central Valley High 1642 1804 162 Total 3564 3859 295 Total Student Enrollment 11,480 12,459 979 Source: Central Valley Linkages Committee-John Botteltl,Spokane County GIS Adopted April 25, 2006 Page 30 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities The following table shows enrollment projections for Central Valley School District from the Washington State Superintendent of Public Instruction The table provides historic and projected school enrollments for the years 2001 through 2010 • Table 4.24 Central Valley School Enrollment Actual Enrollment Projected Enrollment Grade 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 K -6 5.873 5,817 5,965 6.272 6,433 6.686 6,980 7.332 7,697 7.985 T-8 1,800 1,823 1,819 1,817 1.899 1.942 1,900 1,897 1,926 2,090 9- 12 3,410 3.544 3,555 3,602 3.653 3.695 3,788 3,789 3,828 3.862 K-12 11,083 11,184 11,339 11,691 11,985 12.323 12.668 13,018 13,451 13,937 Source: Washington State Superintendent of Public Instruction East Valley School District East Valley School District has experienced a significant decline in enrollment in recent years In 1999, enrollment peaked at just under 4,700 students down to 4,355 students enrolled in the fall of 2004. The following table indicates that East Valley will continue to lose students through the year 2010. Table 4.25 East Valley School Enrollment Actual Enrollment Projected Enrollment Grade 2001 2002 2003 2004 2006 2006 2007 2008 2009 2010 K-6 2,355 2,288 2.167 2,139 2.082 2.022 1.974 1,964 1,931 1,917 7-8 743 735 732 716 690 681 659 599 572 564 9-12 1,592 1,565 1,544 1,500 1.396 1.354 1.322 1,337 1,292 1,217 K-12 4,690 4.588 4,443 4,355 4,168 4,057 3,955 3,900 3,795 3,698 Source' Washington State Superintendent of Public Instruction East Valley School District estimates that out of 4.240 total students enrolled in the District in September, 2005, 2,378 lived within the City of Spokane Valley West Valley School District West Valley School District has grown in student population consistently since 1998 and is projected to continuing growing through the year 2010, as shown in Table 4.25. Table 4.26 West Valley School Enrollment i Actual Enrollment Projected Enrollment Grade 2001 2002 2003 2004 2005 2008 2007 2008 2009 2010 K-6 1,591 1.552 1,614 1,581 1,605 1,610 1,632 1,710 1,728 1,750 7-8 545 586 575 528 542 560 567 503 519 589 • 9-12 1,469 1.502 1,503 1,534 1,510 1,538 1,554 1,559 1,576 1,493 K-12 3,605 3.620 3,692 3,643 3,657 3,708 3,753 3,772 3,823 3,832 • I Source: Washington State Superintendent of Public Instruction Adopted April 25, 2006 Page 31 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Locations and Capacities of Future Facilities Central Valley School District The most urgent need for the CVSD is to add more elementary classroom space in the east end of the District The District recently acquired two properties in the north Greenacres area for a new elementary school The District will need to construct a new high school and middle school in the 20-year time frame of this comprehensive plan. The district has a site for a middle school adjacent to the Liberty Lake Elementary School. A number of elementary schools need to be completely remodeled, including Opportunity, Greenacres and Ponderosa. East Valley School District East Valley is not planning to construct any new facilities within the six year time frame of this capital facilities plan Future updates to this plan will incorporate new capital projects. West Valley School District West Valley is remodeling its High School and will add elementary school classroom space. Capital Projects and Financing Plan West Valley School District passed a 535 million bond measure in 2004 that is being used to remodel West Valley High School, construct new elementary school classrooms and a new gymnasium Central Valley School District is in the process of developing a Capital Improvement and Financing Plan 4.4.14 Sewer Service Background In 1983, Spokane County Initiated an ambitious program to bring sewers to houses and businesses located in the Aquifer Sensitive Area (ASA) Since that time, over 17,000 residences and businesses in the greater Spokane Valley area have been connected to the County's sewer system. Spokane County has invested nearly $200 million in sewer construction countywide to date Continued sewer construction in Spokane Valley will cost another $74 million through the year 2010 when the County's Septic Tank Elimination Program (STEP) is completed. This figure does not include costs for a new wastewater treatment plant. which is discussed later in this section Upon Incorporation, the City of Spokane Valley entered into an interlocal agreement giving Spokane County lead agency authority to provide sewer service. At this time, Spokane County and Spokane Valley elected officials are exploring the options for the possible assumption of the Valley sewer system However, no decisions have been made regarding the transfer of responsibility and ownership of Valley sewers This section of the Capital Facilities Plan assumes that Spokane County will continue to own and operate the sewers In Spokane Valley. The CFP will be updated as necessary to incorporate future changes. Comprehensive Wastewater Management Plan In 1996, the County adopted an Interim Comprehensive Wastewater Management Plan (CWMP) The intent of the CWMP was to develop strategies to expedite the sewer program for protection of the Aquifer, and to satisfy regulations established by the Washington State Departments of Health (DOH) and Ecology (DOE) and the Spokane County Health District. In 2001, Spokane County updated the CWMP, which focused on redefining priority sewer areas and conforming to requirements of the Growth Management Act (GMA). Most significantly. the CWMP updated population and wastewater flow forecasts and produced a revised Capital Improvement Program (CIP) Adopted April 25, 2006 Page 32 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Wastewater Facilities Plan Along with the CWMP, Spokane County adopted a Wastewater Facilities Plan (WFP) in 2001 that identified wastewater facilities and programs required to meet the long-term sewer needs of the County The WFP focuses on developing a long-term wastewater management strategy for the County The WFP provides an in-depth analysis of various wastewater treatment technologies available, in addition to exploring the wide range of related environmental considerations Public participation was fully integrated into this extensive planning effort Wastewater Treatment Wastewater is conveyed through Spokane County's sewer system to the City of Spokane Riverside Park Water Reclamation Facility (RPWRF) for treatment and discharge into the Spokane River In 1982, Spokane County and the City of Spokane signed an interlocal agreement wherein the County purchased ten million gallons per day (mgd) of capacity in the RPWRF Spokane County is currently using nearly eight mgd of its contracted capacity. A key component of the WFP is to develop a new Spokane County Regional Wastewater Treatment Plant (SCRWTP) to serve wastewater generated in the greater Spokane Valley region. The WFP explores the following treatment alternatives. • Discharge of treated wastewater effluent to the Spokane River. using one or more new treatment plants between Liberty Lake and the City of Spokane. • Discharge of treated wastewater effluent to the Little Spokane River, providing flow augmentation in the Little Spokane River to help meet minimum stream flow needs. • Use of treated and reclaimed wastewater for irrigation of agricultural lands, golf courses. school grounds and parks • Use of treated and reclaimed wastewater for creation of wetlands • Underground storage of treated and reclaimed wastewater for subsequent use for irrigation or release to streams for flow augmentation during critical low-flow periods • Recharge of the Spokane Aquifer with treated wastewater effluent, with the co-mingled water being available for all uses including potable water supplies • Discharge of wastewater to the Liberty Lake treatment plant for treatment and subsequent discharge to the Spokane River In June 2004, Spokane County amended its WFP to provide supplemental information related to water quality of the Spokane River. additional site-specific detail for the proposed treatment plant location and a report on the progress of key implementation activities Site Selection During the development of the WFP, prior to Spokane Valley's incorporation. Spokane County engaged in an intensive public participation program to determine the most appropriate location for a new wastewater treatment plant. It was determined that the ideal location would be on the western end of the Valley within close proximity to the Spokane River and large enough to allow for future plant expansions (15 to 20 acres in size). Spokane County solicited nominations from the public and reviewed its land use database to identify potential parcels. Fifteen sites were initially identified and subjected to a thorough screening process. The sites were evaluated by a technical committee consisting of civil engineers. biologists, geo-engineers and land use planners. The selection process was monitored by a citizen focus group and included three public hearings to ensure continuous public participation At the end of the process, two sites, AlkilFancher (close to the Fairgrounds) and the old Stockyards site (on Market Street in the City of Spokane), were selected for further environmental review A Supplemental Environmental Impact Statement (SEIS) was prepared to evaluate the potential Adopted April 25, 2006 Page 33 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities environmental impacts on each site and conveyance routes for raw sewage and treated effluent However, It was determined that the Alki/Fancher site could not be secured in time for site development. Therefore, the Playfair Race Track site was selected for further environmental evaluation After thorough review, and two more public hearings in early 2004, the Stockyards site was chosen as the preferred site to locate a new treatment plant. It has not been determined if the new treatment plant will be constructed, owned and operated by Spokane County, the City of Spokane Valley, or by a special purpose governmental body. Inventory of Existing Facilities Sewer facilities within Spokane Valley are a system of pipes and pumping stations that move untreated sewage to the City of Spokane Riverside Park Water Reclamation Facility (RPWRF). The following tables provide an inventory of sewer facilities in the Valley. Table 427 Spokane Valley Pump Stations ___3 Station P m Horsepower Stand-by Power Pump Capacity(gpm) Ella 3 89 Yes No 2.600 Midrlome 2 5 No Yes 185 Mirabeau 2 10 Yes No 280 Ridgemont 2 5 Yes Yes 150 Riverwalk 2 15 Yes No 300 Sprague 2 10 No No 920 gpm=gallons per minute Source: Spokane County Utilities Department [ ble 4.28 Spokane Valley Interceptors Interceptor Standby Power Capacity(gpd) South Valley No 30.600.000 North Valley No 10,150,000 Igpd-gallons per day Source: Spokane County Uts_Dept. Table 4.29 Spokane Valley Sewer lines and Manholes Gravity Mains Total Length(tt) o' :.282 8' 1,117,747 10' 125,782 12" 52.763 15' 39.820 18' 34,137 21' 14,603 Adopted April 25, 2006 Page 34 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Level of Service 24' 29,885 27' 12,585 The Regional Minimum Level of Service 30" 14,762 Standards state that incorporated areas will be 36" 18,807 provided with wastewater collection and transport systems in accordance with the adopted sewer 42' 20,938 concurrency requirements of the jurisdiction. 48' 11,088 Spokane Valley requires all new development to be served with public sewer. Only existing 54' 16.544 residential, commercial and industrial lots may be Total Length 1,510,763 ft=286 mi served by septic systems/drain fields (approved by the Spokane County Health District) and only if Manhole Covers 5,695 public sewer is unavailable. Source: Spokane County Utilities Department — Forecast of Future Needs - -- Spokane County currently has about 26,223 customers within its sewer system area. Since some customers generate more flow than others, it is common to define an Equivalent Residential Unit (ERU) as a way to project future flows and to set the cost sewer service rates. Spokane County figures an ERU to be 900 cubic feet of water per month, or about 225 gallons per day The 26,223 customers account for 38,831 ERUs. The following table shows that Spokane Valley accounts for 28.396 ERUs, or 73% of the County's total ERUs. Table 4.30 Spokane County Sewer Customers and ERUs Customer Type City of Spokane Valley Areas Remaining County Total for County Valley Outside of City Service Areas Service Areas Accounts ERUs Accounts ERUs Accounts ERUs Accounts ERUs Srngie Family I5.960 16,353 1.924 1,937 8,329 6,414 24.213 24,704 Mufti-Family 377 5,043 88 137 127 948 592 6,128 Commercial 1,217 6,827 6 30 186 969 1,409 7,826 Mobile Home Parks 9 173 0 0 0 0 9 173 TOTAL 17.563 28.396 2,018 2.104 8.642 8,331 26,223 38.831 Source Spokane County Utilities Department The most urgent need for the Spokane region is to increase the capacity to treat wastewater Spokane County adopted a new policy in 2005 making connection to the sewer system voluntary for new sewer construction areas as a part of the Septic Tank Elimination Program (STEP) The County estimates that 50% of the parcels within the STEP area will connect voluntarily in the year following sewer construction. Table 4.31 shows the County's historic and projected total connections to the sewer system through the year 2010. Adopted April 25. 2006 Page 35 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.31 Connections ter County'Sewer Septic Tank Now Total Year Elimination Construction Connections 2002 1,490 609 2,099 2003 1,407 565 1.972 2004 1,573 474 2.047 2005 1,230 682 1,912 2006 596 585 1,181 2007 643 585 1.228 2008 554 585 1,139 2009 781 585 1,366 2010 691 585 1,278 A two percent annual growth rate is used to project the amount of sewer flow that new construction will add to the system. Using these assumptions, the County expects to reach its contracted ten mgd capacity at the City of Spokane Reclamation Facility by the year 2014, as shown in the following table. Table 4.32 Spokane County Wastewater Treatment Plant Capacity Projections Year 2004 2005 2008 2007 2008 2009 2010 2011 2012—2.613 2014 Flow(mgd) 73 78 81 83 ' i 8.8 91 33 96 99 101 =Source Spokane County Utilities Department Note These are protected capacities for Spokane County The City of Spokane Valley does not have#s own allotted capacity Spokane Valley does not guarantee that wastewater capacity will be available for new construction In the future Locations and Capacities of Future Facilities Sewer Construction The purpose of the County's Septic Tank Elimination (STEP) program is to expedite the construction of sanitary sewers and dramatically reduce the number of on-site sewage treatment facilities over the Spokane-Rathdrum Aquifer; and to satisfy regulations established by the State Departments of Heath and Ecology, Spokane County Health Distract and other regulatory agencies The Sewer Projects Map found at the end of this chapter shows the areas where sewer will be extended as a part of the STEP program over the next six years. Spokane County anticipates that the construction of all sewers within the STEP project areas will be completed by the end of year 2010. The Sewer Project Priority Map shows areas that have had sewer lines installed within Spokane Valley and areas that are scheduled to have sewer lines installed by 2010. The industrial area in the far northeast corner of the City currently does not have public sewer service. To encourage economic development and job creation, Spokane Valley may consider extending public sewer to this area. Wastewater Treatment Plant The Spokane County Regional Wastewater Treatment Plant (SCRWTP) will be located at the old Stockyards site inside the City of Spokane The SCRWTP is scheduled to be cperational by the Adopted April 25, 2006 Page 36 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities year 2012 Construction will occur in two phases to meet projected capacity requirements through the year 2025. Phase 1 will provide a maximum capacity of eight mgd and should be completed by 2012 Phase 2 will provide an additional four mgd capacity Depending on the rate of growth, Phase 2 may be completed as early as 2015. Capital Projects and Financing Plan Wastewater Treatment Spokane County has programmed capital expenditures for its share of upgrading the City of Spokane Riverside State Park Reclamation Facility (RPWRF) for the years 2006-2011, as shown in Table 4.33. The upgrades are required to meet State and Federal sewage treatment guidelines. Spokane County is also moving forward with plans to construct and operate a new Wastewater Treatment Plant at the old Stockyards site. Phase 1 construction costs are estimated at S132 million, Phase 2 is estimated at $42 million, bringing the total to $201 million for the new treatment plant Capital costs for the years 2006-2011 are shown in Table 4.34 Table 4.33 Costa for City of Spokane Riverside State Park Reclamation Facility(RPWRF)Upgrades Project 2006 2007 2000 2009 2010 2011 Total Water Quality Upgrade at RPWRF $6,105 57.300 51,000 $2,200 $8.700 58.700 534.000 Notes I The 2008-2011 estimates were provided by the City of Spokane 2. Funds for the RPWRF Upgrades writ come from the Wastewater Treatment Plant Fund and General Facilities Fund 3. Assumes effluent filtration completed by 2012 to comply with dissolved oxygen total maximum daily toad(TMDL) 4. Estimates in Thousands of Dollars Source: Spokane County Srx-Year Sower Construction Capital Improvement Program-2006 through 2011 S Table 4.34 Costs for New Wastawater Treatment Facilities Project 2009 2007 2008 2009 2010 2011 Total - Engineering,Management and $500 $500 $5100 5500 $250 $250 $2.500 Legal Services Land-Pump Slithers and $500 51.400 5500 SO $0 $0 $2.400 Treatment Plant Conveyance-Design/Bid/Build SO $675 $2,000 $0,000 $9,000 SO $20,675 Construction Cost Treatment Plant-Designit3uifd SO 54,000 59,250 518,750 $20,000 $20,000 $72,000 Construction Cost Totals $1,000 56,775 $12,250 $22,250 $29,250 $20,250 $97,775 Annual Debt Service Payment from Reserves 51,000 50 SO $0 SO SO Cumulative Bond Sales 50 56.775 519,025 542.275 576,525 596,775 Annual Debt Service SO $567 $1,592 53,956 56,404 58,098 Notes: - 1 The above estimates are based upon the following assumptions- - New 8 million gpd plant on the Stockyards site,with flows starting in 2012 • Effluent filtration will meet the requirements of the dissolved oxygen TMDL Adopted April 25, 2006 Page 37 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities - Outfail to Rebecca St from the Wastewater Treatment Plant(WWTP)site - Pump Station 8 Force Main from Spokane Valley Interceptor to WWTP - Pump Station 8 Force Main from North Valley Interceptor to WWTP Design/Budd/Operate contract for the WWTP. Design/Bid/Budd public works contract for the conveyance protects 2. 'Annual Debt Service' is assumed to commence for a given expenditure in the year following the expenditure The amount shown for'Annual Debt Service'includes the estimated debt service for cumulative expenditures and assumes the annual sale of 20-year bonds at 5 5% interest rates. A portion of the annual costs may be paid from available reserves, rather than from bond proceeds For those years where the'Cumulative Bond Sales'rs tested at$0. a is assumed that the previous year's expenditures were paid from reserves The primary sources of funding are the General Facilities Fund and Wastewater Treatment Plant Fund 3 Estimate in thousands of dollars Source: Spokane County Sot-Year Sewer Construction Capital Improvement Program-2006 through 2011 Sewer Construction The following table represents Spokane County's adopted sewer construction program for 2006 through 2011 The Sewer Projects Map, found at the end of this chapter, shows the location of the sewer projects for the greater Spokane Valley, both inside and outside the City boundary Table 4.35 Spokane County Septic Tank Elimination Program Six-Year Financing Plan Projects 2006 2007 2006 2009 2010 2011 TOO Valley Sewer Construction' $17,063 $12,312 $17,197 $24,639 $22,989 $0 $94,200 North Spokane Sewer Construction $0 $1,357 $4,240 $0 52,265 50 $7,882 Miscellaneous $500 $500 $500 $500 $500 S500 $3.000 Total S17.563 $14,169 $21.937 $25139 S25,754 5500 5 105,062 Funding Sources State Grant $3,750 $3,750 $3,750 $3,750 $3,750 s0 $18,750 General Facilities Fund $1,333 $2,523 $2,603 $666 $3.019 SO $10,144 Capital Facilities Rate Prepayments $872 $777 $1,134 $1,038 $1,145 SO $4,966 Bonds $3,488 $3,106 $4,536 S4,153 $4,579 0 $19,864 Subsidy Funding from Reserves $8,120 $4,011 $9,914 $15,532 $13,261 $500 $51,338 Total $17,563 $14.169 $21,937 S25.139 $25,754 S500 $105,062 Note: This table represents projects both Inside and outside the City of Spokane Valley Amounts are times$1,000 Source: Spokane County Six-Year Sewer Construction Capital Improvement Program-2006 through 2011 Spokane Valley will continue the commitment to replace septic systems with public sewers and will examine the feasibility of extending public sewer to unserved commercial and industrial areas to encourage economic development and job creation 4.3.15 Solid Waste In 1988, the intergovernmental agency known as the Spokane Regional Solid Waste System (System) was formed by interlocal agreement between the City of Spokane, Spokane County and all other cities and towns within the County The System is responsible for implementing solid waste management plans, planning and developing specific waste management programs and Adopted April 25, 2006 Page 38 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities updating solid waste plans for the entire County The System is managed by the City of Spokane, which uses its structure to carry out the various solid waste management programs for our region. In Spokane Valley, solid waste services are provided by private haulers licensed by the Washington Utility and Transportation Commission (W.U.T C.) through franchise agreements Waste Management of Spokane provides residential and commercial garbage services and weekly curbside recycling collection, Sunshine Disposal provides only commercial services At this time, Spokane Valley residents are allowed to self-haul their garbage to an appropriate dumping site Inventory of Existing Facilities The Regional Solid Waste System includes a Waste to Energy facility located at 2900 South Geiger, and two recycling/transfer stations. One of the stations is located within Spokane Valley at 3941 N Sullivan Road south of Trent and across from the Spokane Industrial Park, the other is located in north Spokane County at the intersection of Elk-Chattaroy Road and Highway 2 Landfills are necessary to provide disposal for solid waste that cannot be recycled or incinerated, or that exceeds the capacity of the WTE Facility The Spokane County Regional Health District licenses six privately owned landfills in Spokane County Level of Service The minimum Regional Level of Service Standards requires solid waste services to meet all State and Federal regulations. Forecast of Future Needs Spokane Valley is participating on the update of the Spokane County Waste Management Plan (SCWMP) The SCWMP update process will determine future needs for solid waste disposal Locations and Capacities of Future Facilities The updated Spokane County Solid Waste Management Plan will provide information on future regional solid waste facilities Finance Plan The updated Spokane County Solid Waste Management plan will include a financing plan for future regional solid waste facilities 4.3.16 Stormwater Facilities Stormwater runoff in Spokane Valley flows to a combination of public and private facilities In developed areas, runoff flows down street gutters and is disposed through drywells in public road rights-of-way. drywells on private property and grassy swales with overflow drywells in easements on private property. There are advantages and disadvantages to relying on on-site facilities for all stormwater management One advantage is that on-site facilities are typically constructed with private funds and can be integrated into the development as a green space amenity However, on-site facilities are sometimes not well maintained. Their capacity may be diminished over time or they may fail entirely during large runoff events. On-site facilities may take up large portions of a development site. thereby reducing the effective density that can be accommodated in that area In 2004. the Spokane Valley City Council created a stormwater utility to develop and maintain storm drainage systems on public land. To create revenues for the stormwater utility operations, the Council adopted an annual fee per Equivalent Residential Unit (ERU) Residential ERUs are based on the number of single-family dwellings, while Commercial ERUs are based on the square footage of impervious surface associated with a business or commercial development. Adopted April 25, 2006 Page 39 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Inventory of Existing Facilities Spokane Valley's inventory of stormwater facilities, most of which are integral to the safe function of our street system, consists of about 5,600 drywells, 928 swales six detention ponds, and one retention pond. Other facilities include curb inlets, bridge drains, and culverts, all of which require monitoring and maintenance. The retention pond, located at Dishman-Mica Road and 3244 Ave was constructed as a part of a road project and provides a disposal point for water flowing from Chester Creek. Level of Service The Spokane County Board of Commissioners adopted new regional level of service standards for stormwater in 2004 as a part of the Countywide Planning Policies update The standards reflect current best practices that are established in adopted stormwater design guidelines Spokane Valley follows said guidelines in reviewing and approving new development and is therefore in compliance with the regional LOS standards for stormwater runoff Forecast of Future Needs Spokane Valley will continue to use private, on-site treatment facilities for new development and will Install drywells, swales and other facilities as needed for new street improvement projects. Locations and Capacities of Future Facilities Location and capacities of future facilities is dependent on the location and size of new development, future public street projects, and projects that will address current problem areas within the City Future updates to this Capital Facilities Plan will incorporate capital programming for stormwater facilities Capital Projects and Financing Plan The City currently charges a $20 annual stormwater utility fee per Equivalent Residential Unit (ERU) to generate revenues for stormwater facility engineering, maintenance and administration The stormwater fee is expected to generate 51 2 million annually 4.3.17 Transportation Facilities Inventory of Existing Facilities This section of the Capital Facilities Plan includes transportation facilities within Spokane Valley. including streets, bridges, pathways and sidewalks Street maintenance is not included as a part of the Capital Facilities Plan Spokane Valley is responsible for about 455 miles of public roads, including 51 miles of Urban Principal Arterials. 61 miles of Urban Minor Arterials, 44 miles of Urban Collectors, and 298.85 miles of Local Access Streets. Table 4.36 provides a list of all arterial intersections within Spokane Valley Level of Service Spokane Valley uses arterial intersection delay as its transportation level of service (LOS). This LOS is based on travel delay and is expressed as letters "A' through "F". with "A" being the highest or best travel condition and "F being the lowest or worst condition. The lowest acceptable LOS for signalized arterial intersections is set at "D"; the lowest acceptable LOS for un-signalized arterial intersections is set at "E" This LOS standard conforms to the latest edition of the Highway Capacity Manual, Special Report 209, published by the Transportation Research Board Table 4.36 provides a six and twenty year level of service analysis for all arterial intersections in Spokane Valley. The analysis uses the regional transportation model prepared and maintained by the Spokane Regional Transportation Council as its basis for forecasting future intersection volumes. Levels of service calculations follow Highway Capacity Manual methodologies. The last Adopted April 25, 2006 Page 40 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities column in the table cross-references to capital projects listed in Table 4 38. These projects will address capacity deficiencies at the corresponding intersection Table 4.36 Intersection Level of Service Analysis 2007- Intersection Count Control 2005 2011 Mitigated 2025 Mitigated 2012 LOS LOS LOS' LOS Pro LOS' ject 1 4th /Sullivan 2005 Signal C B D - 2 4th!Thiemian 2005 4-way stop A B C 3 4th!University 2005 Signal C C C 4 8th/Bowdish 2000 2-way stop 0 E E F F 33 5 8th!Carnahan 2005 4-way stop B C C F F 18,40 6 8th/Qishmar• 2004 Signal B B C Mica 7 8th 1 Evergreen 2003 Signal A A A 1 8 81h/McDonald 2005 2-way stop 0 E F • 9 8th/Park 2005 2-way stop C C C D C 18 10 2�)!Pores(SR- 2001 2-way stop F F F r ~ 8th 1 Sullivan J 2002 I 1 1 Signal i B B C 12 8th/-Merman 2.000 2-way stop C E F 18 13 8th/University 2005 Signal B B 8 14 16th/Adams I 2001 4-way stop A 8 0 I • J 15 16th /Bowdrsh 2005 4-way stop C C C F 0 33 16 18th!Deshman- 2004 t Signal t3 B B Mica • 17 16th/Evergreen 2003 Signal B A A 1 38 18 16th/McDonald 2005 4-way stop B B C 19 16th/SR 27 i 2005 Signal 0 0 0 22,42 Adopted Apnl 25, 2006 Page 41 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.38 Intersection Laval of Service Analysis I 2005 2011 2011 2025 2025 2007- Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS' LOS' 20 16th/Sullivan 2004 Signal }I B B C 21 16th/University 2000 Signal B B 13 Z2 24th / 2000 14-way stop A B B F F 36 Evergreen 23 24th/Sullivan 2004 Signal 8 B F 24 32nd/Adams 2001 2-way slop 6 C C 25 32nd/Barker 2003 2,way stop COUNTY COUNTY 26 32nd 1 Bowdsh 2005 Signal B B 8 B B 33 27 - ` 3 ca /Dishman- 2002 2-way stop 8 B B 28 32nd/ 2002 2-way stop B B B C E 23,36 Evergreen 29 32nd 1 Pines 2005 Signal C C C 1 30 32nd/SR 27 2005 Signal C C 0 31 32nd!Sullivan 2004 2-way stop COUNTY COUNTY '--- 32 32nd!University 2005 I Signal B B B 33 Appleway ay/ 2005 Signal C C C F F 1240, Appleway/Dishm 2005 Signal C C C an Mira 35 Appleway/Farr 2005 Signal D C C 36 Appleway 1 Park 2005 Signal C C C • 37 Then / 2005 Signal D E F Y— 38 Appleway! 2005 Signal C I3 B 5 University 1 39 Appleway/Vista 2005 Signal B j A A 40 Broadway/ 2005 2-way stop C l: F I 6 Adams J Adopted April 25, 2006 Page 42 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Tablo 4.38 Intersection Levet of Service Analysis 2011 I 2025 2007. Intersection Count Control 2005 2011 Mitigated 2025 Mitigated 2042 LOS U38 LOS• LOS LOS' Project 4 41 Arrojonney/ I 2004 Signal _ A A B 8 42 Broadway 1 2005 Signal A A B 8 Bowdish 43 Broadway I 2005 Signal C D E 8 Evergreen 4t Broadway! 2002 Signal O D F Fanchar 45 Broadway!Flora 2005 2-way stop C 1 F F F F 25.34' 35 Broadway/ v ____, 46 McDonald 2005 Signal B B B 8 47 Muday! 2004 Signal B B C 8 i 48 Broadway!Park 2003 Signal 0 t7 C F C 10,11, 28 49 Broadway/ 2005 Signal D F D F 8,22 Pines(SR-27) 50 Broadway J 2005 Signal D D F 8 Sullivan 51 Broadway! 2005 Signal B C F Merman Broadway! 52 University 2002 Signal A A A 8 53 Broadway/Vista 2002 Signal A A A 3 54 Broadway/Wei 2005 Signal B B C - Central Pre-Mix/ 55 2003 Signal I B B B Sullivan Distnnan-Mica 1 2005 Signal 8 C I- D Bowoish Dlshrnan-MIca I 57 University- 2004 Signal •C C C Schafer 58 Euclid r(north)/ 2002 2-way stop B B B _– C C 28,32 Ba 59 Euclid(south)/ 2002 2-way stop B 8 B C C 32 Barker Euclid/Flora 2003 - 2-way stop B —0 F I I 28 (north) Adopted April 25, 2006 Page 43 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.35 Intersection Level of Service Analysis --- 4047- � Intersection Count Control 2006 2011 Mitigated 2025 Mitigated 2012 Project LOS LOS LOS' LOS LOS' a 61 Euclid t Flora 2003 2-way stop C D F 28 (south) 62 Euclid 1 Park 2005 2-way stop A B B 63 Euclid l Sullivan 2001 Signal C C C D C 30 64 Indiana/ 2004 Signal 8 C Evergreen Indiana I Mall- 2005 Signal C East f Indiana/Mali- 2005 Signal B B West Indiana 1 2004 Signal 8 B Mirabeau Pky Indiana/Pines 2.004 Signal 0 b 22 (SR.27) 69 Indiana!Sullivan 2005 Signal C C E 70 Kieman•B/ 2003 Signal 8 B C 30 Suflnran 71 Knox/Argonne 2004 Signal D 0 0 19 72 Mansfield/Pines 2004 2-way F F C 3,22 (SR-27) stop/signal 73 Marietta!r 2003 Signal F Sullivan 74 Mirat>eau Pky/ 2005 2-way B 3.22 Pines(SR-27) stopisignal 75 Mission/Adams 1999 2-way stop B B C Mission/ i 76 Argonne 2005 Signal D D • 77 Mission/Barker 2005 sta-way al B Mission/ 78 1999 2-way stop F Bowdish 79 Mission/ 2002 Signal 1111.11 A Evergreen 80 Mission/ 2002 Signal A A A McDonald 81 Mission/Mcilan 2005 Signal B B C Adopted April 25, 2006 Page 44 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4 36 Intersection Leval of Service Analysis 2011 2 2 2007- Intersection Count Control LOS 013 Mitigated LOS Mitigated Project LOS'LOS' LOS' I 82 Mission/Park 2002 Signal 8 B B 13 © 1 10 83 Mission!Pines 2002 Signal D E 0 F 22 .— Mission! 2005 Signal C C F Sullivan 85 Mission I 2004 2-way stop C E F University 86 Montgomery! 2004 Signal D D F 21 Argonne 87 Montgomery 1 2005 B B C Shopping Center 88 Uni Montgomery' 2002 2•way stop D - D F - versity 89 Rutter 1 Park 2003 2-way stop B B D 90 Belles°/ 2004 2-way stop D F F 38 Sullivan 91 Adarnae 1 2004 Signal B B C Sprague! - 92 Appleway Ave- 2002 Signal B C F 31 Corbin 1 93 Arpgonue 1 2005 Signal B B B 94 Sprague/Barker 2005 4-way stop B C B F F 24 95 Sprague! 2005 Signal C D C D C 5 Bowdish Sprague! - 96 (east 2005 Signet B B CI of Carnahan) 97 Sprague 1 2005 Signal C D C D C 5 Evergreen 98 SpraguaiFanche 2002 Signal D D 0 99 Sprague/Farr 2005 Signal A A A 100 Sprague/Flora 1999 Signal B C B F D 23 101 Sprague I Gillis 2005 Signal C ( C C 5 Adopted Apnl 25, 2006 Page 45 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.36 Intersection Levet of Service Analysis • 2005 2011 2011 2025 2025 200872 Intersection Count Control Mitigated Mitigated LOS LOS I LOS' LOS LOS' Project t 102 Sprague 2005 Signal 0 D C F C 5 McDonakl 103 Sprague!Mullan 2005 Signal C B B 104 Sprague/Park 2005 Signal C B B 11. 26 105 Sprague /Pines 2005 Signal D E C F 0 5,22 I 106 P magus 2005 Signal C B B B B !I 107 Sprague/ 2005 Signal D E C F D 31 Sullivan 108 Sprague/ 2005 Signal B B c Thierrnan 109 Sprague/ 2005 Signal 0 C 0 University 110 Sprague 1 Vista 2005 Signal C A A 111 Trent(SR-290)! 2004 Signal D E F — Argonne 112 . Trent(SR.290)/ 2004 2-way stop F F F B,C BTV Barker 113 Trent(SR-290)f I 2003 Signal B B C Evergreen `I 114 Trent(SR 290)/ 2000 Signal C C C Fancher 115 Trent(SR-290)1 2003 2-way stop F F E I BTV Flora 116 1 rent(SR- )/ 2003 Signal B B B C B 9,BTV 117 Trent(SR-290)/ 2003 Signal E F D F F 22,BTV Pines 118 Trent(S R-290)/ 2002 2-way stop C D E I . 1 Inlet- 119 Trent(SR-290)! 2005 2-way stop F F section University Removed Trent(SR-290)1 - 120 Sullivan 2005 Signal A B F 0 I 30 (North Ramp) Trent(SR-290)/ .— 121 Sullivan 2003 Signal B B F 0 30 (South Ramp, Adopted Apnl 25, 2006 Page 46 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Table 4.36 Intersection Level of Service Analysis 2005 2.011 2011 2026 2026 2007•2012 Intersection Count Control LOS l.ns Mitigated LOS LOS Project I 122 TVrFsete(SR-290) 2003 Signal B B B BTV 123 Evergreen' 2005 4-way stop B B C 124 P yig i 2002 4-way stop C B B 1;5 Wetfesley 2002 4-way stop C F F F F 4,30 Sullivan Note: See Table 4.38 for a listing of capital improvement projects. Regional Level of Service The Countywide Planning Policies require that LOS standards be adopted in accordance with the regional minimum level of service standards set by the Growth Management Steenng Committee of Elected Officials The Steering Committee approved the use of corridor travel time for use in establishing the regional transportation system The Spokane Regional Transportation Council is determining annual average corridor travel time through a travel time study This study is still in progress and corridor travel time Level of Service standards will be adopted upon its completion Uses of Level of Service Standards As measures of transportation effectiveness, LOS standards can help jurisdictions identify where and when transportation improvements are needed, and when development or growth will affect system operation. Level of service provides a standard below which a transportation facility or system is not considered adequate Level of service standards can be used to evaluate the impact of proposed developments on the surrounding road system They can also be used to identify problems, suggest remedial actions and apportion costs between public and private sources LOS standards are a cornerstone in the development of equitable traffic Impact fee systems, which makes development pay some of the costs for improvements to the transportation infrastructure. The Spokane Regional Transportation Council (SRTC) performed traffic modeling for the urban area, considering future population growth and distribution This model examines the performance of the entire urban transportation system Improvements to provide for the increased traffic volumes shown by the model at the adopted level of service standards, are included in this plan. More information on the transportation modeling based on future land use assumptions is contained in Chapter 3, Transportation Relationship to Concurrency Management Concurrency involves matching public facilities and new development. The concept of concurrency predates the Growth Management Act for some public facilities, specifically through SEPA mitigation requirements The GMA extends concurrency to transportation facilities by requiring that new development be served by adequate roads and public transportation service, and that development is not permitted to cause these transportation facilities to operate below level of Adopted April 25, 2006 Page 47 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities service standards that are adopted by local governments in their comprehensive plans. "Adequate capacity refers to the maintenance of concurrency" (WAC 365-195-835) State Transportation Facilities The Growth Management Act requires local jurisdictions to include inventory and Level of Service information for state transportation facilities in their Comprehensive Plans. State facilities are divided into two categories. Highways of Statewide Significance (HSS), and Regionally Significant Highways (non-HSS). The Growth Management Act requires non-HSS facilities to be subject to concurrency. The following table lists State highways serving Spokane County State Transportation Level of Service The Washington State Department of Transportation Table 4.37 State Highways (WSDOT) requires state transportation facilities in Descript Designatio urban areas (inside the UGA) to maintain a minimum Highway Ion n Level of Service standard "D " In rural areas interstat (outside the UGA), the minimum LOS standard is 1.90 a HSS "C." Those areas lying outside the UGA that may - -- Pines have urban characteristics can be evaluated by the SR-27 Road Non-HSS WSDOT in conjunction with the City on a case-by- case basis to determine which standard is the most Trent appropriate fit. SR-290 Avenue Non•HSS "HSS=Highway of Statewide Significance Intergovernmental Coordination Non-HSS=Regionally Significant Highway Transportation plans were distributed for comment to all jurisdictions that may be impacted by, or impact, Spokane Valley's transportation system, including adjacent towns and cities, Spokane County, Spokane Transit Authority, Washington State DOT, and Spokane Regional Transportation Council (SRTC). SRTC has overall responsibility for intergovernmental coordination of transportation plans. Each jurisdiction in the region must submit transportation plans to SRTC for inclusion in the Metropolitan Transportation Plan SRTC responsibilities include 1) Certifying the transportation elements of comprehensive plans adopted by the County, cities and towns in the region for consistency with the Metropolitan Transportation Plan; 2) Maintaining consistency between infrastructure plans and land use development plans, and 3) Reviewing LOS thresholds for transportation facilities in the Spokane Region SRTC is also responsible for monitoring and evaluating the performance of regional transportation facilities as affected by land use and transportation improvement decisions Concurrency management is linked to the planning process. Any amendments to the comprehensive plans require a concurrency management system analysis and must meet thresholds before their adoption. SRTC will annually assess the regional transportation system with respect to regional concurrency Capital Facilities Projects and Financing Capital Projects Table 4.38 contains a complete list of transportation related capital projects for the years 2008 through 2013, totaling over $95 million. The City updates the six year TIP throughout the year as project priorities and funding changes This Plan adopts by reference any updates to the TIP occurring between Plan update cycles. The current TIP is available for viewing online at www,spokanevalley.org These projects address capacity issues at intersections and safety improvements. Following is a discussion of potential funding sources. Funding Sources Funding for the operation and expansion of the City's transportation system falls into several categories, which include federal, state and city funds. Some sources consist of reliable annual funds while others are periodic, such as grants. The use, availability and applicability of these Adopted April 25, 2.006 Page 48 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Faalities various sources are not always at the discretion of the City. Spokane Valley will develop a track record with funding agencies as time goes on, which will help make to make more reliable funding assumptions A summary of expected federal, state and local funding sources for the City's six year Capital Improvement Program is shown in Table 4.39. The following is a summary of transportation funding options Federal Assistance These funds are authorized under the Safe, Accountable, Flexible, Efficient Transportation Equity Act for the 21° Century (SAFETEA-21) and are administered by the Federal Highway Administration through Washington State Department of Transportation and the Metropolitan Planning Organization (Spokane Regional Transportation Council) Federal funding programs include Bridge Replacement (BR), Congestion Management and Air Quality (CMAQ) and the Surface Transportation Program (STP) State Assistance The Washington State Transportation Improvement Board administers State transportation programs, including the Urban Corridor Program (UCP), the Urban Arterial Program (UAP), and the Sidewalk Program (SP) City Funds Spokane Valley contributes revenues from the General Fund and the Real Estate Excise Tax funds for transportation projects The City also receives State Motor Fuel Tax and Restricted State Fuel Tax Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2008-2013 (Dollars in thousands) 2008 11am Project From To Primary City Amount Total Annual Source Amount 3 Barker Road Bridge @ Spokane River 15503 BR 300 5.383 6 STEP Paveback City 900 1,110 7 Street Preservation-Various City 1,292 1,292 8 Appieway-University to University Evergreen STP 64 205 Evergreen S Broadway Ave-Pines Pines Park UAP 187 933 (SR27)to Park 10 Broadway Farther STP(U) 79 581 Intersection PCC 12 Park Road-Bridging the Valley/BNSF Grade Other Fed 31 750 Separation 13 8'"Avenue Phase I- Carnahan Havana STA 110 535 Carnahan to Havana 14 44th Ave Pathway-Sands to Sands Woodruff STP(E) 4 10 Woodruff 37 Bowdiish/Sprague Intersection UAP 182 892 PCC Annual Total $3,149 11.661 Adopted Apn125, 2006 Page 49 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities 2009 Item Project From To Primary City Total Annual 0 Source Amount Amount is) 3 Barker Road Bridge ©Spokane River #5503 BR 200 3575 6 STEP Pavetiack City 900 1100 7 Street Preservation City 1292 1292 Protect 8 Appleway Blvd University • Evergreen STP 184 1141 • 11 Pines/Sprague STA 152 742 Intersection PCC 12 Park Road—Bridging the Other Fed 90 2150 Valley 11 8th Avenue Phase! Carnahan Havana STA I 271 1322 14 44th Avenue Pathway Sands Woodruff STP(E) 46 340 15 Broadway Ave#2 Fancher Theirman 1 STP(U) 82 608 16 Broadway Ave#1 1-90 Park STP(U) 100 741 17 Park Road#2{PE Only) Broadway Indiana STP(U) 48 352 18 Flora Road Sprague Mission UAP 89 447 Annual Total $3454 13810 2010 Item Project From To Primary City Amount Total Annual 0 Source (8) Amount 6 STEP Pavebacic City 900 1100 7 Street Preservation Project City 1292 1292 8 Appleway University Evergreen Other 231 4201 t 2 Park Road—Bridging the Other Fed 286 6809 Valley 13 81h Avenue Phase I Havana Street Carnahan STA I 207 1009 18 Flora Rd • Sprague Mission UAP 298 1487 19 Sullivan/Sprague anlSprague Intersection STP(U) 116 861 20 Argonne Rd 1.90 Trent I CMAO 1 77 576• 21 Sullivan Rd North Extension Bigelow Gulch City l 55 55 Adopted April 25. 2006 Page 50 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities 22 Sullivan Rd(PE Only) Euclid Wellesley STP(U) 40 298 23 Sullivan Rd West Bridge BR 0 735 24 McDonald!Sprague STA 719 1089 Intersection PCC 25 Broadway/Sullivan Intersection STA 253 1230 PCC I` Annual Total $3974 20722 2011 Item Project From To Primary 1 City Amount Total Annual 1 I Source (S) Amount 6 STEP Pavetsack City 900 1100 7 Street Preservation Project City 1292 1292 8 Appleway Blvd University Evergreen UCP 358 6187 12 Park Road—8rxtging the Other Federal 286 6609 Valley 18 Flora Road Sprague Mission UAP 268 1337 20 Argonne Road 1-90 Trent CMAO 96 713 22 Sullivan Rd(PE Only) Euclid Wellesley STP(U) 40 298 23 Sullivan Rd West Bridge BR 0 735 26 Pines Corridor ITS — Sprague Trent CMAO 280 2081 27 Saltese/Sullivan Signal Other 104 414 Annual Total $3624 $20996 2012 Item Project From To Primary City Amount Total Annual I Source (S) Amount 7 Street Preservation Projects City 1292 1292 23 Sullivan Rd West Bridge BR - 0 4056 29 Park Road 42(CN Only) Broadway I ndiana STP(U) 270 2000 30 Broadway Ave 180 ft E of Moore Flora UAP 57 265 31 32"°Avenue Evergreen Best STP(U) 21 153 32 Barker Rd Appfeway Broadway UAP 156 778 Adopted April 25, 2006 Page 51 of 53 2007 Update Adopted 12-18-07 City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities 33 Sprague Ave University T Evergreen STP(P) 48 231 16th/ 34 Evergreen/32'Q 32n4/SR•27 STP(U) 108 526 Evergreen H - - Annual Total $1.950 I $9,321 2013 Item Project From To Pnmary City Amount Total Annual I Source (S) Amount 7 Street Preservation Protect City 1140 1140 23 1 Sullivan Rd West Bridge i BR 0 4056 29 J Park Road#2 Broadway Indiana STP(U) 314 2326 30 Broadway east of Flora UAP 48 240 re 31 1 I 32'4 Avenue Evergreen Best STP(U) 24 175 32 Barker Road Appleway Broadway UAP 289 1445 33 Sprague Ave University Evergreen STP(P) 525 2625 34 Evergreen/32'''' 32nd Avenue! 16th Avenue/ STP(U) 755 3681 Evergreen SR-27 35 ( Broadway f fora Barker STP(U) 63 l 314 38 I Sullivan Rd(RW/CN) Euclid Wellesley STP(U) 4 160 800 38 University/Sprague UPC 204 997 IntersectionPCC 39 Pines Corridor ITS Sprague 16h CMACI 106 785 Annual Total r S 3628 I $ 18584 Table 4 39 Transportation Capital Projects funding Totals-2007-2012 Adopted April 25. 2006 Page 52 of 53 2007 Update Adopted 12-18-07 • City of Spokane Valley Comprehensive Plan Chapter 4 Capital Facilities Year Foderai I State , Other City Total 2008 $6,073 $1,977 i $462 $3,149 S 1'1..661 2009 $6,732 $ 1,478 I S 2.148 S 3,454 $ 13.810 2010 S 6,973 $5,206 1 S4 569 $3,974 $20 722 2011 $8,820 $7,882 5640 53,624 $20,966 2012 58,521 $850 SO $1,950 $9.321 2013 $12,815 ' S2,141 ' S 0 $3,628 $ 18.584 Total S 47,934 S19,532 Si 7.89 $19,779 S95.064 Adopted April 25. 2006 Page 53 of 53 2007 Update Adopted 12-18-07