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Ordinance 13-008 Comp Plan Amendments CITY OF SPOKANE VALLEY SPOKANE COUNTY,WASHINGTON ORDINANCE NO. 13-008 AN ORDINANCE OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY WASHINGTON, AMENDING THE CITY OF SPOKANE VALLEY COMPREHENSIVE PLAN; AND PROVIDING FOR OTHER MATTERS PROPERLY RELATING THERETO. WHEREAS, through Spokane Valley Ordinance No. 06-010, the City of Spokane Valley adopted land use plans as set forth in the Comprehensive Plan, Capital Facilities Plan, and maps as the Comprehensive Plan of the City of Spokane Valley(as subsequently amended,the Comprehensive Plan); and WHEREAS,the Washington State Growth Management Act(GMA) allows comprehensive plans to be amended annually(RCW 36.70A.130); and WHEREAS, amendments to the City Comprehensive Plan may be initiated by the Planning Commission (Commission), the City Council (Council), citizens, 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, the City adopted public participation guidelines to direct the public involvement process for adopting and amending comprehensive plans; and WHEREAS, the Spokane Valley Municipal Code (SVMC) provides that amendment applications shall be received until November 1 of each year; and WHEREAS, the Comprehensive Plan, as originally adopted by Ordinance No. 06-010, has been amended by Ordinance No. 07-026, Ordinance No. 08-011, Ordinance No. 09-008, Ordinance No. 09- 039, Ordinance No. 10-007, Ordinance No. 11-001, Ordinance No. 11-007, Ordinance No. 11-009, Ordinance No. 12-014, and Ordinance No. 12-018; and WHEREAS, applications were submitted by the applicant, owner or by City staff to amend the Comprehensive Plan and Zoning Map 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, on April 19, 2013, after reviewing the environmental checklists, staff issued Determinations of Non-Significance (DNS) for the proposals, published the DNS in the Valley News Herald, and where appropriate posted the DNS on the sites and mailed the DNS to all affected public agencies; and WHEREAS, on April 19, 2013, notice of the Commission public hearing was published in the Valley News Herald; and WHEREAS, on April 19, 2013, notice of the Commission hearing was mailed to all property owners within 400 feet of the subject property; and Ordinance 13-008 Comp Plan Amendments Page 1 of 6 WHEREAS, on April 19,2013,notice of the hearing was posted on the subject properties; and WHEREAS, on April 25, 2013, the Commission conducted a briefing to review the proposed amendments; and WHEREAS, on May 9, 2013, the Commission received evidence, information, public testimony, and a staff report and recommendation at a public hearing; and WHEREAS, on May 9, 2013, the Commission conducted a public hearing to consider proposed amendments to the Comprehensive Plan. After receiving public testimony, the Commission deliberated and voted to forward CPA-01-13, CPA-02-13, CPA-03-13, CPA-05-13, CPA-06-13, CPA-07-13, CPA- 08-13, CPA-09-13, and CPA-10-13 to Council with a recommendation for approval. Prior to voting CPA-09-13 forward for City Council consideration, the Planning Commission approved modifications to CPA-09-13; and WHEREAS, on May 10, 2013, the Washington State Department of Commerce was notified pursuant to RCW 36.70A.106 providing a notice of intent to adopt amendments to the Comprehensive Plan; and WHEREAS, on May 21, 2013, Council conducted a briefing to review the proposed amendments. At the briefing, Council requested that parcel 35242.9012 be removed from CPA-03-13 to adhere to the property owner's request that his property not be subject to the amendment set forth in CPA-03-13. WHEREAS, on June 11, 2013, Council considered a first ordinance reading to adopt the proposed amendments; and WHEREAS, on July 9, 2013, Council considered a second ordinance reading at which time Council approved written findings of fact setting forth the 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. Section 2. Findings. The Council acknowledges that the Commission conducted appropriate investigation and study and held a public hearing on the proposed amendments to Comprehensive Plan, and the Council hereby approves the amendments to the Comprehensive Plan map and text,with a modification to CPA-03-13 to remove parcel 35242.9012 from CPA-03-13. The Council has read and considered the Commission's findings. The Council hereby makes the following findings: 1. SVMC 17.80.140 provides the framework for the public to participate throughout the Comprehensive Plan amendment process, including notice and public hearing requirements. 2. On April 19, 2013, notice for the proposed amendments was placed in the Valley News Herald and each site subject to a site-specific amendment was posted with a "Notice of Public Hearing" sign, with a description of the proposal. 3. On April 19, 2013, individual notice of the site-specific map amendment proposals were mailed to all property owners within 400 feet of each affected site. Ordinance 13-008 Comp Plan Amendments Page 2 of 6 4. On May 10, 2013, the Washington State Department of Commerce was provided a notice of intent to adopt amendments to the Comprehensive Plan. 5. Pursuant to the State Environmental Policy Act set forth in RCW 43.21C (SEPA), environmental checklists were required for each proposed Comprehensive Plan map and text amendment. 6. Staff reviewed the environmental checklists and a threshold determination was made for each Comprehensive Plan amendment. 7. On April 19, 2013, Determinations of Non-Significance (DNS) were issued for the requested Comprehensive Plan amendments. 8. On April 19, 2013, the DNS's were published in the City's official newspaper, the Valley News Herald, consistent with SVMC 21.20. 9. The procedural requirements of SEPA and SVMC Title 21 have been fulfilled. 10. The Commission and Council have reviewed the proposed amendments concurrently to evaluate the cumulative impacts. The review was consistent with the annual amendment process outlined in SVMC 17.80.140 and RCW 36.70A. 11. On May 9, 2013, the Commission held a public hearing on each of the Comprehensive Plan amendments. After receiving public testimony, the Commission deliberated and voted to forward CPA-01-13, CPA-02-13, CPA-03-13, CPA-05-13, CPA-06-13, CPA-07-13, CPA-08-13, CPA-09-13, and CPA-10-13 to Council with a recommendation for approval. 12. Prior to voting CPA-09-13 forward for Council consideration, the Commission approved modifications to CPA-09-13. 13. The Commission adopted and incorporated by reference all findings of staff for CPA-01-013 through CPA-03-013 and CPA-05-013 through CPA-10-013. Such findings were included with the Commission's findings presented to Council. The Council hereby adopts and incorporates by reference all findings of staff for CPA-01-013 through CPA-03-013 and CPA-05-013 through CPA- 10-013, as adopted by the Commission; with the modification to remove parcel 35242.9012 from CPA-03-13. 14. The proposed amendments to the Comprehensive Plan are consistent with GMA and do not result in internal inconsistencies within the Comprehensive Plan itself. 15. The site-specific map amendments will provide suitable land use designations consistent with the City's Comprehensive Plan. 16. The goals and policies of the Comprehensive Plan were considered and the proposed amendments are consistent with the Comprehensive Plan. 17. Findings were made and factors were considered to ensure compliance with approval criteria contained in SVMC 17.80.140H(Comprehensive Plan amendments and area-wide rezones). 18. The Comprehensive Plan land use map and text amendments will not adversely affect the public's general health, safety, and welfare. Ordinance 13-008 Comp Plan Amendments Page 3 of 6 Section 3. Property. The properties subject to this Ordinance are described in Attachment Section 4. Comprehensive Plan Amendments. Pursuant to RCW 36.70A.130, the Comprehensive Plan is hereby amended as set forth in Attachment "A" (maps) and Attachment "B" (text). The Comprehensive Plan amendments are generally described as follows: Map Amendments File No. CPA-01-13 Proposal: Site-specific Comprehensive Plan map amendment requesting to change the designation from Low Density Residential(LDR)with a Single-Family Residential (R-3)zoning classification to an Office (0)designation with a Garden Office(GO)zoning classification. Applicant: Alger Co,Real Estate,Inc., 300 N Mullein Road, Spokane Valley, WA 99206. Amendment Location: West 131 feet of parcel 45143.1328; generally located south of Springfield Avenue east of Evergreen Road; further located in the NW '/a of the SW '/a of Section 14, Township 25 North,Range 44 East,Willamette Meridian, Spokane County, Washington. Council Decision: Change the west 131 feet of parcel 45143.1328 to Office(0). File No. CPA-02-13 Proposal: Site-specific Comprehensive Plan map amendment requesting to change the designation from Low Density Residential (LDR) with a Single-Family Residential (R-3) zoning classification to a High Density Residential (HDR) designation with a High Density Multifamily Residential (MF-2) zoning classification. Applicant: Dennis Crap,2602 North Sullivan Road, Spokane Valley,WA 99216, Amendment Location: Parcels 55181.2602 and 55181.2604; generally located south of Sharp Avenue west of Barker Road; further located in the NE 'A of the NE 'A of Section 18, Township 25 North, Range 45 East, Willamette Meridian, Spokane County, Washington. Council Decision: Change parcels 55181.2602 and 55181.2604 to High Density Residential(HDR). File No. CPA-03-13 Proposal: Site-specific Comprehensive Plan map amendment requesting to change the designation from Office (0) with an Office (0) zoning classification to a Community Commercial (C) designation with a Community Commercial (C)zoning classification. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Parcels 35231.0603, 35231.9106, 35242.9010, and 35242,9011; generally located south of Interstate 90 and north of 4th Avenue; further located in Sections 23 & 24, Township 25 North,Range 43 East,Willamette Meridian, Spokane County, Washington, Council Decision: Change parcels 35231.0603, 35231.9106, 35242.9010, and 35242.9011 to Community Commercial (C). File No. CPA-04-13: Withdrawn Text Amendments File No. CPA-05-13 Proposal: Chapter 2—Land Use: City initiated Comprehensive Plan amendments will update Figure 2.1 Land Use by Comp Plan Category, update section 2.4.1 Projected Growth, update Table 2.1 Land Capacity Analysis, and add policy language to support office uses in high-density residential zones. Map Ordinance 13-008 Comp Plan Amendments Page 4 of 6 2.1 Land Use will display land use designation changes approved through the 2013 Comprehensive Plan amendment process. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable. Council Decision: Adopt amendments to Chapter 2—Land Use as proposed by staff. File No. CPA-06-13: Proposal: Chapter 3 — Transportation: City initiated Comprehensive Plan amendments will update section 3.4 Transit, add policy language to support the City's pavement management strategy, and update Map 3.1 Arterial Street Plan to reflect the removal of Appleway Boulevard extension. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable Council Decision: Adopt amendments to Chapter 3--Transportation as proposed by staff. File No. CPA-07-13: Proposal: Chapter 4 --- Capital Facilities and Public Services: City initiated Comprehensive Plan amendments will update Table 4.4 Population Projections, modify Group B water system language to reflect changes by the Washington State Legislature, update Table 4.10 Spokane Valley Fire Department (SVFD) City Responses, update Table 4.11 SVFD Capital Projects Plan, update section 4.4.9 Library Service, update Table 4.15 Future Park Demand, update Table 4.17 Parks Capital Facilities Plan, remove Table 4.37 State Highways, add Pavement Preservation Fund and Table 4.37 Pavement Preservation Revenues and Expenditures, and update the 6-year Transportation Improvement Program. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable. Council Decision: Adopt amendments to Chapter 4 —Capital Facilities and Public Services as proposed by staff. File No. CPA-08-13: Proposal: Chapter 7 — Economic Development: City initiated Comprehensive Plan amendments will remove Figure 7.6 New Construction Permits Issued, remove Figure 7.7 Construction Valuation, remove Figure 7.8 Permit Revenues, add policy language to support AutoRow, and update Map 7.1 to reflect the latest Development Activity. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable. Council Decision: Adopt amendments to Chapter 7—Economic Development as proposed by staff. File No. CPA-09-13: Proposal: Chapter 10—Neighborhoods: City initiated Comprehensive Plan amendments will add policy language to support access to healthy food. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable. Council Decision: Adopt amendments to Chapter 10 Neighborhoods as proposed by staff and modified by the Planning Commission. Ordinance 13-008 Comp Plan Amendments Page 5 of 6 File No. CPA-10-13: Proposal: Chapter 11 —Bike and Pedestrian: City initiated Comprehensive Plan amendments will update Map 11.2 to include bike improvements developed in the 2012 development cycle and add a proposed Shared Use Path extension to connect newly purchased City property to the City's existing non-motorized network, update Map 11.4 Recommended Pedestrian Network to include pedestrian improvements developed in the 2012 development cycle, and add policy language supporting the use of CDBG funding for sidewalks in low income neighborhoods. Applicant: City of Spokane Valley, 11707 East Sprague Avenue, Suite 106, Spokane Valley, WA 99206. Amendment Location: Not applicable. Council Decision: Adopt amendments to Chapter 11 —Bike and Pedestrian as proposed by staff. Section 5. Copies on File-Administrative Action. The Comprehensive Plan (with maps) is maintained in the office of the City Clerk as well as the City's Department of Community Development. The City Manager or designee, following adoption of this Ordinance, is authorized to modify the Comprehensive Plan in a manner consistent with this Ordinance. Section 6. Liability. The express intent of the City 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, 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 days after publication of this Ordinance or a summary thereof in the official newspaper of the City as provided by law. PASSED by the City Council this 9th day of July,20 (---ad. -1 a'y�, Thomas . Towey �{ ATT S City Clerk, Christine Bainbridge - Approved As To F •++ Office of 1.e City Attoru Date of Publication: July 19,2013 Effective Date: July 24,2013 Ordinance 13-008 Comp Plan Amendments Page 6 of 6 Comprehensive Plan Map LDR ii. 8 F. ,°.. w'P... Boadway i i . ,... , 1 : . ., , , . , , .,..''''''''......... .' 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Comprehensive Plan Map [I Centrallialleyis Kindergarten Cent Maxwell— / . 1 Sinto ' o ct CPA-02-13 ; MDR I Sharp . ....... ...:.. %�%� �/ I �r 0 XI 0 HDR w EJIii Boone/I Boone -- i i LDR-- Boone ,, ,,72,,,,Q,„ :.:::',' �� 0 Desmet " ct O 7,0';' CPA-0243 Request: Change the Comprehensive Plan map City of Spokane Valley designation from LDR to HDR; subsequent zoning Community Development Department change from R-3 to MF-2. Comprehensive Plan Map I i J4 [ CKY i / f/ Vali" ,a y V - � 1 H I i t /� N}liX 4I1 � I Main f ' Main /'/'" 1 , ,'1 1 S f. 1 Isplag .� I - I Sp,ag of o i ii 1 agl I , ,fI '-' I e'' [ 7 c'l 1_ I '-._ __ ) , ' CPA-03-13 ( _ j ! _ ,2 it ,�` ba , �� �j� Hid i„,_ . - ii.. 7 x � ,,,,,,,,, �111 11111111 _, „ 1 0 / 1 I If WI II I MDR =Al Ili ___----dh I .g � ■�■■111■■1■ �� � QO �i 1■111■ �5 �'/ ,,z ■11■1111IM1■■■1 I �� 41 // -f I 1 1OI'1'uiJI�i6;l X11 ■ IIL 1 ■■■■� \ _ 1 H [1,_ ■111 CDR ■■ 1111 9_th 11111 MDR I CDR ■■1■■■ 11/111111 1 11111191 W 1.Oth ■■u1111U - ■uuIuiuI _nuIuu_ __•uu1...-_■■■■■■■ L CPA-03-13 Request: Change the Comprehensive Plan map City of Spokane Valley designation from 0 to C; subsequent zoning Community Development Department change from 0 to C. City of Spokane Valley Comprehensive Plan CHAPTER 2 — LAND USE 2.0 Introduction The Land Use chapter serves as the foundation of the Spokane Valley Comprehensive Plan (SVCP) by providing a framework for Spokane Valley's future physical development and by setting forth policy direction for Spokane Valley's current and future land uses. Development of land, according to adopted policies and land use designations discussed in this chapter, should result in an appropriate balance of services, employment, and housing. The land use policies are supplemented by a Comprehensive Plan Map (Map 2.1) that provides a visual illustration of the proposed physical distribution and location of various land uses. This map allocates a supply of land for such uses as retail, office, manufacturing, public facilities, services, parks, open space, and housing to meet future demand. 2.1 Planning Context State and locally adopted county-wide land use policies provide a statutory framework for the development of City land use policies. It is important to briefly review state and county level policies to better understand historical conditions that have shaped the goals and policies in this chapter. 2.1,1 Growth Management Act The Growth Management Act(GMA) acknowledges that, "...a lack of common goals expressing the public's interest in conservation and the wise use of our lands, pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state'." The GMA provides a framework for content and adoption of local comprehensive plans. The GMA provides 14 goals to be, "...used exclusively for the purpose of guiding development of comprehensive plans and development regulations." GMA goals pertaining to land use include: • Urban Growth — Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. • Reduce Sprawl— Reduce the inappropriate conversion of undeveloped land into sprawling, low density development. • Housing— Encourage the availability of affordable housing to all economic segments of the population of the state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. • Open Space and Recreation — Encourage the retention of open space and development of recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks. • Environment — Protect the environment and enhance the state's high quality of life, including air and water quality and the availability of water. • 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. • Historic Preservation — Identify and encourage the preservation of lands, sites, and structures that have historical or archaeological significance. 1 RCW 36.70A.010 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 1 of 35 City of Spokane Valley Comprehensive Plan • Property Rights — Private property shall not be taken for public use without just compensation having been made. The property rights of landowners shall be protected from arbitrary and discriminatory actions pursuant to state and federal law. The GMA requires that Comprehensive Plan land use elements: • Designate the proposed general distribution, location and extent of the uses of land for housing, commerce, industry, recreation, open spaces, public utilities, public facilities, and other appropriate land uses; • Population densities, building intensities, and estimates of future population growth; • Provide for protection of the quality and quantity of ground water use for public water supplies; • Review drainage, flooding, and stormwater runoff in the area and nearby jurisdictions and provide guidance for corrective actions to mitigate or cleanse those discharges that pollute water of the state. 2,1.2 County Wide Planning Policies The County Wide Planning Policies (CWPPs) required by GMA2 provide a regional framework to achieve the goals of the GMA. The CWPPs are a refinement of policy direction contained in the GMA and are a result of a collaborative process between Spokane County and the cities and towns within the County. The CWPPs provide a policy framework for both 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 Land Use Element3: Policy Topic 1 - Urban Growth Areas Policies 1. Urban Growth Areas (UGAs) are areas within which urban growth shall be encouraged and outside of which growth can occur only if it is not urban in nature. Urban Growth Areas (UGAs) shall include areas and densities sufficient to permit the urban growth that is projected to occur in the county for the succeeding 20-year period4. "Urban growth" refers to growth that makes intensive use of land for the location of buildings, structures and impermeable surfaces to such a degree as to be incompatible with the primary use of such land for the production of food, other agricultural products or fiber, or the extraction of mineral resources5. 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 areas6. Rural government services may be provided in rural areas. However, Urban Growth Areas may be established independent of incorporated areas. Within these independent Urban Growth Areas (UGAs), urban governmental services may 2 RCW 36.70A.210 3 Note to reader: The following policies are numbered according to the policy number in the CWPPs, resulting in non-sequential numbering in this document. RCW 36.70A.110 8 RCW 36.70A.030(17) e RCW 36.70A.110(3) Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 — Land Use Page 2 of 35 City of Spokane Valley Comprehensive Plan be provided by other than cities. Some cities may rely on contracts from Spokane County for provision of urban services. Urban Growth Areas (UGAs) include all lands within existing cities, including cities in rural areas. 9. Within Urban Growth Areas (UGAs), lands that fall within planned high-capacity transportation corridors should be designated for sufficient intensity of land use to support the economic provision of multimodal transportation. 11. Where applicable, comprehensive plans should contain land use policies which provide protection for the continued viability of Fairchild Air Force Base, Spokane International Airport, Felts Field, Deer Park Airport and other publicly owned airports within Spokane County. 12. Jurisdictions should work together to protect critical areas and open space within Urban Growth Areas (UGAs). Policy Topic 2 -Joint Planning within UGAs 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 5. All jurisdictions shall coordinate plans that classify, designate and protect natural resource lands and critical areas. 7. Each jurisdiction's comprehensive plan shall include, at a minimum, the following policies to address adequate fire protection: 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. 10. Each jurisdiction shall include provisions in its comprehensive plan for equitable distribution of essential public facilities. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 3 of 35 City of Spokane Valley Comprehensive Plan 13. Each jurisdiction shall plan for growth within UGAs which uses land efficiently, 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 UGA or establish policies which direct growth consistent with land use and capital facility plans. Policy Topic 4-- Parks and Open Space Policies 2. All jurisdictions should cooperate to identify and protect regional open space lands, natural areas and corridors of environmental, recreational and aesthetic significance to form a functionally and physically connected system which balances passive and active recreational uses, Each jurisdiction shall identify open space corridors within and between urban growth areas. All jurisdictions shall identify implementation, management, preservation and conservation strategies through both regulatory and non-regulatory techniques, to protect identified lands and corridors to sustain their open space benefits and functions. Implementation and management strategies should include collaboration and coordination with land trusts and other land preservation organizations. 3. Each jurisdiction shall require the development of parks and open space as a means to balance the impacts associated with higher-density development. 5. Each jurisdiction shall make appropriate provisions for parks and recreation areas. Policy Topic 5 -Transportation Policies 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 Federal Transportation Laws and Regulations, the Clean Air Act Amendments of 1990, and the GMA. 6. Local jurisdictions shall designate within land use plans areas that can support public transportation services. These areas shall include existing as well as new development. Each jurisdiction's land use plan, the regional transportation plan and the Spokane Transit Authority's (STA) Long Range Transit Plan shall support, complement and be consistent with each other. 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; b. mixed-use development; and c. pedestrian friendly and non-motorized design. Policy Topic 7—Affordable Housing Policies 2. Each jurisdiction's development policies, regulations and standards should provide for the opportunity to create affordable housing in its community. Such policies may include regulatory tools, such as inclusionary zoning, performance/impact zoning, mixed-use development and incentives for increasing density to promote greater choice and affordable housing in its community. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 4 of 35 City of Spokane Valley Comprehensive Plan 6. In conjunction with other policy topics, coordinate housing, transportation and economic development strategies to ensure that sufficient land and densities for affordable housing are provided in locations readily accessible to employment centers. 2.2 Land Use Plan As shown in Figure 2.1 below, the majority of land is designated residential (6362%) under this Plan. Of the land designated residential, 5554% is designated as Low Density Residential with densities up to six dwelling units per acre. Nearly 21Twenty percent % of the land area is designated as Heavy and Light Industrial. The remaining land is designated as commercial, office, mixed use or parks/open space. Figure 2.1: Land Use by Comp Plan Category Neighborhood Parks and Regional Community Open Space Commercial Commercial m Comercial 0.01% Office 1% 3°/4 m Corridor Mixed Use Mixed Use Cente 2% 41° 4% High Density Medium Density 4f1. Residential Residential 41° Heavy Light Industrial >*, ; r Industrial 6% 15% Low Density Residential 55% Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 — Land Use Page 5 of 35 City of Spokane Valley Comprehensive Plan Figure 2.1: Land Use by Comp Plan Category Office Parks and Regional Community Neighborhood 2.0%Open Space Commercial Commercial Corridor Mixed Use Commercial 2.210 3.2% 2.3% 4.2% 0.1% Mixed Use Center High Density ° Residential Medium De°nsity 4.0% Residential � , A 4.1% s Heavy Light Industrial r -.T Industrial 5.1% 'fy 15.210 Low Density Residential 54.2% 1,1„ 2.2.1 City Center Plan This scenario presents concepts and strategies for creating a definable and vibrant "City Center" for the City of Spokane Valley. The purposes of creating a Spokane Valley City Center are: 1. Create an identifiable city center that is a social and economic focus of the City; 2. Strengthen the City overall by providing for long-term growth in employment and housing; 3. Promote housing opportunities close to employment and services; 4. Develop land use patterns that support the development of a more extensive regional transportation system, whatever the ultimate configuration may be; 5. Reduce dependency on automobiles; 6. Consume less land with urban development; 7. Maximize the public investment in infrastructure and services; 8. Provide a central gathering place for the community; and 9. Improve the quality of design for development throughout the City. There are several reasons why a definable, vital City Center is important to Spokane Valley's future. These include: 1. The development of a more intensive, multi-use city center is a natural step in Spokane Valley's evolution, Most new urban areas start out as bedroom communities. Retail and commercial uses then develop to serve the new residential population. Office and industrial activities next begin to locate at key transportation crossroads, adding jobs and strengthening the employment base. Spokane Valley has experienced these evolutionary phases and is now ready for a defined City Center. 2. Economic Development -- Spokane Valley has an opportunity to transform itself from an essentially residential community with retail and service based economy to a sub-regional economic center with an expanded, more diverse employment base. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 — Land Use Page 6 of 35 City of Spokane Valley Comprehensive Plan 3. Community Support -- A survey of Spokane Valley area citizens prior to incorporation overwhelmingly indicated that the lack of identifiable "downtown" and a community gathering place was of concern to a majority of respondents. Community support was tested again when the city conducted a statistically valid survey in the spring of 2004. The support to create a City Center was reiterated throughout the community meetings held during the development of the comprehensive plan and the city's informal community survey. A discussion of the results of the city's survey is included in Section 2.10. The following could be components of the City Center: 1. Location: Generally located along the Sprague/Appleway corridor. 2. Size: Between 300 and 400 acres in size. 3. Streets: New streets could be added at every 200 to 400 feet to create an internal grid street system to provide an urban atmosphere. 4. On-street parking would be provided on internal grid streets. 5. Ground floor retail on both sides of streets. 6. Building out to the edge of the right-of-way and include wide sidewalks to encourage a lively street scene. 7. Office/Employment uses provided in high visibility locations with adequate parking and adjacent to pleasant surroundings such as open space, retail shops and services. 8. Multifamily housing that is safe, secure, and located so that it is buffered from traffic noise and provides a pedestrian friendly streetscape with connections to parks, schools, shopping, services and transit. 9. Civic/public uses such as city hall, community library, performing arts center, city center, park, green space or other public uses that would attract people to downtown over an extended portion of the day. Other characteristics of this land use scenario include the following: 1. Neighborhood/community retail centers - current land use patterns dictate that residents travel to the Sprague Avenue corridor to access some of the most basic goods and services. This scenario would provide for smaller scale, less intensive retail/commercial centers in the south end and northeast portions of the city. Potential locations for these centers would be focused at intersections of arterials at the periphery of the city, such as Highway 27132nd Avenue, Dishman Mica Road/Bowdish Road and Barker Road/Boone Avenue. 2. Office zoning districts—currently, there is no specific zoning district or comprehensive plan designation for professional office uses. The county has used the UR-22, Multi-family zoning district as its office district, which has resulted in a number of issues related to rezones and appropriate development standards. Areas that are currently developed in predominantly office uses would be re-designated to an "Office" comprehensive plan designation and zoning districts developed to implement this plan designation would include development standards to implement the policies of the comprehensive plan. Specific areas in the city include the Evergreen corridor north of Sprague Avenue; Mission east of Pines Road in the Valley Hospital/medical office area; near the intersection of Pines Road and Broadway; and other areas identified through the land use inventory process. 3. "Auto-Row" Overlay — The city has several new auto dealerships located along Sprague Avenue. The majority of these dealerships are located between Argonne Road and Thierman Road. Two dealerships are located just west of Dartmouth Road, near the U-City Mall. New car dealerships provide the city with substantial sales tax revenue on one hand, on the other hand auto dealerships can have a significant visual impact on a community and have somewhat unique needs related to development standards, such as signage and street frontage landscaping. This scenario recognizes these circumstances an d designates Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 7 of 35 City of Spokane Valley Comprehensive Plan the areas identified above appropriately, and provides policy direction for the implementing development regulations. 4. Mixed-use -- this scenario suggests reducing the strip commercial on Sprague Avenue by maintaining Community Commercial zoning only at major intersections such as Pines, Evergreen and Sullivan Roads. Areas in between these commercial "nodes" would be designated as Corridor Mixed-use or some other appropriate designation, which would encourage conversion of these vacant and/or dilapidated commercial areas into areas of office/employment, residential, light manufacturing and specialty retail. 5. Industrial areas would not be significantly changed or altered under this or any other scenario. Permitted uses and development standards would be reviewed for appropriateness and changes proposed based on policy direction of the comprehensive plan. 6. The majority of land in the City of Spokane Valley is dedicated to single family residential zoning and land use. The majority of the single family residential areas are designated Low Density Residential under the interim comprehensive plan. This plan designation allows for residential densities from one to six dwelling units per acre. Under this scenario, the existing single family residential zoning districts would be evaluated, and a series of single family districts with minimum lot sizes ranging from 76,000 to 10,000 square feet would be considered. Reducing overall lot sizes would enable the city to maintain its existing single family character, and minimize land needed for multi-family zoning to accommodate the city's 20 year population growth projection. 7. Areas previously platted in 1+1- acre lots -- There are areas in the City that were platted as approximately one acre lots. These areas would be rezoned to an R-1 zoning designation with the intent to preserve the original intent of the zoning for these areas. Moreover, these areas would be allowed to maintain a small number of livestock such as horses, cows, or llamas in keeping with the rural character of these neighborhoods. 2.3 Relationship to Other Comprehensive Plan Chapters The land use concept set forth in this chapter is consistent with all SVCP chapters. Internal consistency among the chapters of the SVCP translates into coordinated growth and an efficient use of limited resources. Below is a brief discussion of how the Land Use chapter relates to the other chapters of the SVCP. 2.3.1 Economic Development Spokane Valley's economy is disproportionately divided. Dr. Grant Forsyth, Assistant Professor of Economics at Eastern Washington University prepared a report based on year 2000 Census information for the Spokane Valley area. This report, "A Demographic and Economic Analysis for the City of Spokane Valley" indicates that there were nearly 3,000 employer firms employing approximately 43,305 people in the year 2000 with an average annual payroll per employee of approximately$29,000 (in 2000 dollars). Dependence on retail trade and service occupations stems primarily from the City's evolution into a regional shopping destination for eastern and southern Spokane County and counties in northern Idaho. Increased regional competition from other retail areas, such as Post Falls and Coeur d'Alene and the City of Spokane, may impact the City's ability to capture future retail dollars. To improve Spokane Valley's economic outlook, the economic development strategy is to promote a more diverse economy. A diversified economy would achieve a better balance between jobs and housing and support the City's desired quality of life. In conjunction with the Economic Development chapter, this Land Use chapter promotes the following: 1. A City Center composed of mid-rise office buildings, mixed-use retail, and housing. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 8 of 35 City of Spokane Valley Comprehensive Plan 2. Redevelopment and development of the Sprague Avenue/Appleway Boulevard corridor into an area of quality commercial and Mixed-use development. 3. Establishment of design standards. 4. Preservation of existing single family neighborhoods. The land use map designations support development necessary to achieve the above (see the Comprehensive Plan Land Use Map 2.1). A complete discussion of economic development is set forth in the Economic Development chapter. 2.3.2 Capital Facilities Capital facilities provided by the City include: transportation and streets, parks and open space, and surface water management. The amount and availability of urban services and infrastructure influences the location and pace of future growth. The City is responsible for the construction and maintenance of parks and recreation facilities, streets and transportation improvements, and surface water facilities. Providing for future growth while maintaining existing improvements depends upon the community's willingness to pay for the construction and financing of new facilities and the maintenance of existing facilities. As outlined in the Capital Facilities Plan, new infrastructure and services may be financed by impact fees, grants, designated capital taxes (real estate excise tax, fuel tax, utility tax), money from the City's general fund or voter approved bonds. To capitalize on the City's available resources for urban services and infrastructure, this Land Use chapter recognizes that concentrating growth is far more cost effective than allowing continued urban sprawl. Concentrating growth also supports the enhancement of future transit improvements. Annexation of Urban Growth Areas (UGAs) to the City of Spokane Valley may be a logical progression to ensure centralized planning and prevention of urban sprawl. A major goal of the GMA is to reduce urban sprawl by encouraging development in urban areas where adequate public facilities exist. GMA further states that cities are the logical provider of urban government services. Prior to annexation, the City of Spokane Valley will consider the economic impacts of providing municipal services at a level consistent with other areas within the City. The City will not provide a lower level of service in areas being considered for annexation that were in existence in the proposed areas at the time immediately preceding the annexation process. The City will consider Potential Annexation Areas' 1PAAs)' topography, land utilization, and population density when determining service levels. Water Availability— Potable water is provided to residents of Spokane Valley by thirteen water and irrigation districts. All drinking water used by residents in Spokane Valley is drawn from the Spokane Valley/Rathdrum Prairie Aquifer. Water Quality - Maintaining a clean source of water is vital to the health and livability of the City. Preserving water quality ensures a clean source of drinking water and continued health of the City's streams and lakes. Maintaining water quality is also important for maintaining the health of the aquifer that relies on surface water for recharge. Contamination of an aquifer by contaminated surface water can lead to serious health concerns and/or expensive treatment requirements. To address this concern and impacts of new development, the City has adopted a Stormwater Management Plan. The plan specifies actions to ensure water, quality including the development of detention/retention facilities to control rate and quality of water runoff. Furthermore, development of a wellhead protection program with the various water providers should provide guidelines to avoid possible contamination. Policies contained in the Natural Environment chapter provide direction for development near wellheads and in aquifer recharge areas. For a complete discussion of water resources and water purveyors in the City of Spokane Valley, refer to the Capital Facilities chapter. 2.3.3 Parks and Open Space Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 9 of 35 City of Spokane Valley Comprehensive Plan One of the most important and valued elements of a high quality living and working environment is a parks and open space system. Providing parks and open spaces contributes to a reduction in environmental impacts such as noise and air pollution; increases the value of adjacent properties; provides areas for passive and active recreation: and helps preserve the natural beauty of the City. 2.3.4 Natural Environment Spokane Valley's natural beauty is apparent. Streams, wetlands, surrounding mountains and the Spokane River provide a scenic backdrop as well as a source for active and passive recreation for the citizens of Spokane Valley. The Land Use chapter seeks to protect Spokane Valley's unique natural resources through policies that support the preservation of these areas for future generations. The Natural Environment chapter also includes a discussion of critical areas as defined by GMA. For a complete discussion, please refer to the Natural Environment chapter. 2.3.5 Housing Housing is a basic human need and a major factor in the quality of life for individuals and families. An adequate supply of affordable, attractive, and functional housing is fundamental to achieving a sense of community. The central issue related to land use is supplying enough land to accommodate projected growth for a range of incomes and households. Presently, housing is provided primarily in single-family subdivisions. This plan sets forth strategies to increase housing options and choices. The Land Use chapter advocates changes to current development codes to increase flexibility in platting land and encourage housing as part of mixed-use developments in commercial areas. The latter provides an opportunity to locate housing closer to employment and shopping, and to create affordable housing. A complete discussion of housing can be found in the Housing chapter. 12.4 Potcnti3l nncxation ^rea Current and Projected Population 2.4.1 Projected Growth Current population is estimated - - e 22-- - - - e `- --- -e at the city, county and state a+ county-.level by the state's Office of Financial Management (OFM). The most recent OFM estimate for the current population of Spokane Valley (as of April 1, 20121 is 90;1 110 550as of-Ap i1 1, 2011._-The City's estimated population capacity is the current OFM population estimate plus the potential population increase of 15,118 (see Table 2.1 Land Capacity Analysis)—. The City's estimated population capacity is 105,668. - - -- e--•- - e - • •- - • - -- - populatior-for Spokane Valley is 106,603. RCW 36.70A requires that at least every ten years the incorporated and unincorporated portions of the designated UGAs and the densities permitted therein, be reviewed and revised to ensure that the UGAs are sufficient to accommodate the urban growth that is projected by OFM to occur in the county for the subsequent 20 year period. On June 9, 2009, the Board of County Commissioners approved via Resolution 09-0531 a population allocation of 18,746 for Spokane Valley for planning purposes. The City's Land Capacity Analysis estimated a population capacity of 16,4'315,118 leaving 2,2533,628 people to be accommodated within the existing County UGAs. 2.4.2 Land Capacity Analysis The GMA requires a Land Capacity Analysis, or the theoretical holding capacity of the designated Urban Growth Areas, which by definition includes cities. By assigning the expected population growth to the results of the Land Capacity Analysis, the area required to accommodate the population growth is shaped. Countywide population forecasts are identified by the CWPPs, as one criterion for consideration in developing a regional methodology or countywide population allocation. The countywide growth target is based on the OFM growth management population forecast for Spokane County. The Land Quantity Analysis Methodology for Spokane County was developed through the efforts of the Land Quantity Technical Committee between March 1995 and October 1995. The Growth Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2– Land Use Page 10 of 35 City of Spokane Valley Comprehensive Plan Management Steering Committee of Elected Officials adopted that methodology on November 3, 1995. The adopted methodology is patterned after the Washington State Department of Community, Trade and Economic Development's (CTED) land quantity inventory guidebook entitled Issues in Designating Urban Growth Areas Part I- Providing Adequate Urban Area Land Supply. Use of that document was specified by the adopted Countywide Planning Policies (Policy Topic 1 (Urban Growth Areas Policy#3). However, the step-by-step CTED process was modified somewhat by the Land Quantity Technical Committee to reflect unique circumstances in Spokane County. The following steps of the regional methodology were followed by Spokane Valley in conducting the land capacity analysis: 1. Identify lands that are potential candidates to accommodate future growth - vacant, partially-used and under-utilized land (in other words, subtract all parcels committed to other uses). 2. Subtract all parcels that the community defines as not developable because of physical limitation. 3. Subtract lands that will be needed for other public purposes. 4. Subtract all parcels that the community determines are not suitable for development for social and economic reasons. 5. Subtract that percentage of land that the community assumes will not be available for development within the community plan's 20-year time frame. 6. Build in a safety factor. 7. Determine total capacity. Spokane Valley prepared a land capacity analysis of the city based on the above regional methodology. The results of the land capacity analysis are contained in the table below: Table 2.1 Spokane Vafftkyr UGA Land Capacity Analysis (updated October 20402012) Vacant and Net Developable Potential New Potential Area Partially Used Population Acres Dwelling Units Land Cepae}tylncrease Spokane Valley(Incorporated Area) 3378 16,493 1 .265 6,998 15.118 2.4.3 Potential Annexation Areas As part of the implementation of the Growth Management Act (GMA), Spokane County established the Urban Growth Area (UGA) in 2001. Land inside that boundary is defined as urban, and must have urban densities, and land outside the UGA is to remain rural. UGAs are established by Spokane County, in cooperation with cities and towns, to accommodate projected population growth, both residential and commercial, throughout the County over the next twenty (20) years. These areas are under Spokane County's jurisdiction until they are annexed into an adjacent jurisdiction. The purpose of this section is to identify the unincorporated areas within the existing Spokane County UGA that are adjacent to the City of Spokane Valley, which would comprise potential annexation areas for the City. Map 2.2 indicates pPotential aAnnexation aAreas (PAAs) for the City of Spokane Valley. Several UGAs are contiguous to Spokane Valley and would be logical areas for future annexation to the City of Spokane Valley. When a city annexes new areas, the new residents and businesses may be subject to the same taxes that are in place in the city at the time annexation takes place. If annexation occurs, the City would likely provide a consistent level of service throughout its new boundaries. Subsequently, the city would need to determine the cost of providing the current Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 11 of 35 City of Spokane Valley Comprehensive Plan service levels to the annexation area. This process would include identifying public services and capital improvements that would need to be in place to serve the PAAs current and future land use pattern. 2.4.4 Development of Goals, Policies, and Actions for Annexation The Growth Management Act (GMA) requires counties to designate Urban Growth Area (UGAs) within which urban growth shall be encouraged RCW 36.70A.110 (1). UGAs are to include sufficient land to accommodate the twenty-year population growth projected for the county. The GMA imposes planning requirements to influence the ability of a city to annex UGAs, A city is required by GMA to adopt policies for land use, housing, capital facilities, utilities, and transportation within the city's UGA. In i„ order to meet this requirement the City -— r '= 1 of Spokane Valley has developed '�► _ F policies and goals to provide policy r • 'i,,. . �`, mr� `__4__,._. guidance for annexation of territory -. a..,. e: within UGAs. Annexation will have 1 - - financial impacts on the city; it may be r �Ef°� { �� �� '#`'' , positive or negative. The City may need E, r i , ..0 to develop an annexation study to �€s S' t ; { Epp 14 1 �'r° assess the financial impacts especially ; " f ; t �.J- for larger annexations. The Capital , , Facilities chapter identifies current . -` ' service providers within the Potential Annexation Areas (PAAs) as a starting point for the detailed analysis that may be needed prior to annexation. 2.5 Land Use Deskinations The land use designations in the SVCP recognize the relationships between broad patterns of land uses. The designations set forth locationat criteria for each specific class of uses consistent with the long-term objectives of the SVCP. These designations provide the purpose and intent for specific zoning districts. The location of the comprehensive plan land use designations are shown on the Comprehensive Plan Land Use Map (Map 2.1). 2.5.1 Residential The demand for and development of single-family housing is expected to continue for the foreseeable future. Single-family development will occur as in-fill development of vacant or under developed lots scattered throughout existing neighborhoods, and as subdivisions on vacant tracts of land. To address future housing needs, the Land Use chapter encourages new techniques for developing single-family housing. Such techniques include clustering, planned unit residential developments, lot size averaging, zero lot line development, accessory dwelling units and special needs housing. Low Density Residential The Low Density Residential (LDR) Comprehensive Plan designation addresses a range of single family residential densities from one dwelling unit per acre up to and including T . _ rq,:-_,„::.,:_-- ---,-,;-,- six dwelling units per acre. This designation would be implemented through a series of zoning designations as r- described below. n t ; � I Implementing zoning for the LDR .� ,s `\ . t tel.- designation will include a series of zones I. >� -. �_ L'..j ' 'f` allowing a range of minimum lot sizes. .` __ 4,:,__.-„ - Adopted April 25, 2006 (Updated 06-06-2012) Page -- City of Spokane Valley Comprehensive Plan Existing lot sizes and community character will be strongly considered when developing the City's zoning map. For example, areas such as Rotchford Acres and Ponderosa will likely require minimum lot sizes close to an acre in size. These large lot developments currently allow for horses and other large animals and have a distinct character that should be preserved to the greatest extent possible. The majority of the LDR designation will provide for densities ranging from four to six dwelling units per acre. Typical lot sizes will range from 76,000 to 10,000 square feet. Some areas designated as LDR still lack necessary urban services and infrastructure, mainly sanitary sewer facilities. Upon provision of urban services, such as water and sewer, and transit services, an increase in density in some areas may be warranted. However, the City will adopt strict criteria to evaluate zone changes to ensure that future development is compatible with the surrounding neighborhood. Medium Density Residential The Medium Density Residential designation represents an opportunity to provide a range of housing types to accommodate anticipated residential growth. The increase in population, decline in average family size, and increased cost of single-family homes have created increased demand for new housing types. The Land Use chapter encourages the development of housing types, such as duplexes, townhouses, and condominiums in existing multi-family areas and within mixed-use development in commercial areas. Multi-family uses, in large part, are in areas currently zoned for multiple-family development. Zoning will allow densities up to 12 dwelling units per acre in the Medium Density Residential designation. Opportunities for new development will occur through redevelopment and build-out of remaining parcels. Multi-family residential zones should be used as transitional zoning between higher intensity land uses such as commercial and office, to lower density single family neighborhoods. Additionally, Medium Density Residential areas should be located near services and high capacity transit facilities or transit routes. Residential design guidelines that address design and appearance of multiple-family developments should be considered. The primary goal of residential design guidelines is to develop multiple-family housing that is reflective of the community's character and appearance. High Density Residential This designation provides for existing multi-family residential development developed at a density in excess of 12 units per acre. Additionally, High Density Residential (HDR) designated areas are also located in areas near higher intensity development, such as a City Center. HDR provides housing opportunities for younger, lower income households in the City who may not yet be able to afford a home of their own. Moreover, this designation provides housing options for people looking to "downsize" from a single family dwelling on an individual lot, or for those known as '"empty- nesters" whose children have moved out of the household and a large single family home is no longer needed. Generally, this designation is appropriate for land which is located adjacent to the arterial street system served by public transit, and is in close proximity to business and commercial centers. Offices are permitted in the High Density Residential areas in order to provide some of the service needs generated by high-intensity land uses and to allow con_version of existing single- family homes into office use. 2.5.2 Commercial Designations Existing commercial areas are auto- oriented and characterized by one- story low intensity development. In y ��•"`°"'ter;, the future, these areas will become r --- more intensively developed and , pedestrian oriented, and in some y -. - ..., designations, accommodate housing. _` - � pork Adopted April 25, 2006 (Updated 06-06-2012) _ --. iir+ MO4 4r — City of Spokane Valley Comprehensive Plan Transforming existing areas into places where people want to live, shop, and work requires changes. Commercial areas should contain street furniture, trees, pedestrian shelters, well marked crosswalks, and buildings oriented to and along the street to provide interest and allow easy pedestrian access. Regional Commercial The Regional Commercial designation encompasses two major retail areas of the City. It covers the "strip" retail areas along Sprague Avenue which includes the automobile dealerships located along the western end of the Sprague Avenue corridor and the "big box" retail area found in the Sullivan Road area from Sprague Avenue north to the Interstate 90 interchange, and includes the Valley Mall and Wal-Mart. Regional Commercial allows a large range of uses. A wide range of development types, appearance, ages, function, and scale can be found along Sprague Avenue. Older, single-story developments provide excellent opportunities for redevelopment. To create retail areas that are aesthetically and functionally attractive, revised development standards should be applied through Regional Commercial zoning, along with the adoption of Community Design Guidelines which address design quality, mixed-use, and the integration of auto, pedestrian, and transit circulation. Site design, modulation, and setback requirements are also addressed. Community Commercial The community commercial classification - designates areas for retail, service and office establishments intended to serve several neighborhoods. Community Commercial areas ti should not be larger than 15-17 acres in size and should be located as business clusters e° rather than arterial strip commercial _ - s r development. Community Commercial centers - may be designated through the adoption of the _,__ comprehensive plan, comprehensive plan amendments or through sub-area planning. Residences in conjunction with business and/or multifamily developments may be allowed with -- -- • performance standards that ensure compatibility. In addition, light assembly or other unobtrusive uses not traditionally located in commercial zones may be allowed with appropriate performance standards to ensure compatibility with surrounding uses or zoning districts. Neighborhood Commercial The neighborhood commercial classification designates areas for small-scale neighborhoods serving retail and office uses. Neighborhood business areas should not be larger than two acres in size, and should be located as business clusters rather than arterial strip commercial developments. Neighborhood business centers may be designated through the adoption of the comprehensive plan, comprehensive plan amendments or through neighborhood plans. Auto-Row Overlay The City of Spokane Valley is home to several major new automobile dealerships. While these land uses provide a positive economic impact on the community, they can also have less positive impacts on the aesthetics of the community. Auto dealerships typically have vast areas of pavement to store new and used vehicles for sale. These land uses also have unique requirements for landscaping and signage. Unlike many commercial uses whose stock in trade is contained within a building, it is necessary for auto dealerships to have their vehicles clearly visible from the street. This makes traditional street side landscaping (consisting of low growing shrubs and bushes, and trees) not viable for these uses. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2- Land Use Page 14 of 35 City of Spokane Valley Comprehensive Plan An overlay designation is being suggested rather than a zoning district because the negative affestseffects on the non-auto dealer uses in the area will be minimized or eliminated. 2.5.3 City Center The intent of establishing a City Center in Spokane Valley is to create a higher density, mixed-use designation where office, retail, government uses, and residential uses are concentrated. The City Center will also be located at one of the major hubs of the region's high capacity transit (HCT) system. The City Center encourages higher intensity land uses. Traditional city centers are places where diverse office, retail, and government uses are concentrated, as well as cultural and civic facilities, community services and housing. Nationally, many cities are advocating mixed-use development in city center core areas for a number of reasons, including: • Providing new housing, increasing the range of housing choices, and reducing dependency on the automobile by bringing work places and residences into close proximity; • Providing retail and service needs in close proximity to residential and employment centers; • Improving feasibility of a development project. The proximity of urban services makes housing projects more desirable and a nearby source of consumers _ help make a commercial project more viable. Imo. Residents choose to live in higher density housing for a variety of reasons. First, - higher density housing is more affordable than traditional single family housing. Second, the convenience and proximity to .4e2t:"/,‘;4,4 work, needed services and cultural '; '`'15 x ` activities is very desirable for many people. >` �.. ., ` - Finally, many people find that they do not need a large, single family detached house. Given their lifestyle, they appreciate the low maintenance and security of higher density living. There is a mutually supportive ;Y �_ relationship between higher density residential uses and commercial and retail F -= '° activities, The presence of housing the i' '� �, ...�r� core area also activates the streets in the • 4 .r 14 1 it f••• city center, day and night. I } I f filarFeet- i :-" if s, ."4 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 15 of 35 City of Spokane Valley Comprehensive Plan Concentrating growth in a specific area also supports investment in public --- -:,_ infrastructure including the regional �,, HCT system. Existing low density _ i .` - development does not generate r ' - t , .. sufficient levels of demand to optimize .' : ' y --, 'y i ' lil .i, , !i• ' !i 4` Ai,. a i .. f t snvx.i as t,, .. „� {, , ._ ' Ji li ! . ,b2414 iiil;''''.. ,: ' .*=1,-K4.0,1j / ' ' t f # �' i ._,- it �' , . "4' ?s. -: ,7r �- l_ 1,,. T�cw n r.% -rer+rs . r{c -. ,r �`li+ rr; � the return on investment in transit. Promoting higher 'l` r((!gily i ` ,1 l,, f density uses within walking distance of transit facilities L4,� i,' ri . _ will improve the viability of this significant infrastructure r'' ,r f' Q i '` h concentrating the highest density � �.� �,; � � - ' investment. Moreover, g g y ' i.,0: ( '',1 of development in the City Center, where a significant e . Y . - A'A `I , - number of jobs and residences will be within walking - ,f "' y' distance of a transit station, helps reduce the dependency on the automobile and improves pedestrian mobility. The City Center emphasizes pedestrian, bicycle, and transit mobility but will not be unfriendly to the use of automobiles. The City Center area will also be the central gathering place for the community-- a place where the whole community can congregate and celebrate. Accordingly, the City Center should include an outdoor square, park, or commons with amenities such as fountains, sculptures, and unique landscaping. Other civic amenities or buildings including city hall or a performing arts center could be grouped around the core area square or park. The City currently holds an annual Christmas Tree Lighting Ceremony in the area designated as the City Center. Additional such events throughout the year will enhance the feeling of community in Spokane Valley. An appropriate street network is a critical component of the City Center. The current network of collector streets and arterials, the disjointed grid, and large block sizes contribute to a lack of identity in the City. The solution is not necessarily to construct wider streets. Streets become less efficient as the number of lanes increases. Building new streets versus widening existing streets can be more cost effective, yields greater capacity, and will have a more positive impact on the City Center. Automobiles are likely to continue as a dominant mode of transportation for the foreseeable future. A comprehensive network of streets must be developed to distribute this traffic and create more driving choices. To the extent possible, the City should connect streets and construct new streets to form a tighter grid system within the City Center, especially in the core area, by negotiating new public rights-of-way and building new streets. This "interconnectivity" serves to shorten and disperse trips, and consequently reduce travel on existing congested arterials. Pedestrian and bicycle mobility is a vital part of the future City Center transportation system. Improvements for pedestrians and bicyclists should support increases in transit services and promote the development of the City Center. As the street system is developed to better accommodate the needs of pedestrians and bicyclists, a network of facilities for people on foot and bikes should be established. 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 — Land Use Page 16 of 35 City of Spokane Valley Comprehensive Plan pedestrian linkages are provided, the pedestrian system will handle an increasing share of trips. Special street design standards should be developed for the City Center. Special standards for extra-wide sidewalks (12 to 20 feet in width), pedestrian-scale street lighting, and additional amenities including benches, trash receptacles, and landscaped corner treatments should be included. Transforming the existing commercial core area into the proposed City Center is an ambitious task. It requires a significant transformation from a low-density, automobile oriented, largely retail area, to a higher intensity, more pedestrian oriented Mixed-use area. The City Center section of the Plan acknowledges that the City Center will take some time to develop. The City can facilitate these changes through a series of small steps taken over time. This is especially true if the steps are consistent with emerging economic, ,. . social and demographic trends. As is the intent of this Plan, the phasing ∎'', 1 ' - scenario presented here accounts for ,;: 1 -� ,.. ' ti,�Y",� the timing of market projections and t= _ - future actions. -r�' i , li}",' t ' i As noted above, the implementation I "del n. 1 't rd', . strategy is keyed to projected trends 'i ,ii and regional planning goals. Its form "' 1511• '� and character, as envisioned in this rRnvsc Plan, are dramatically different from e-e 7 ri"^;`.""` ` anything that now exists in the s"�"" f, proposed City Center area. It will 12- 46 e"GM& PP CAA& is' Y take some time for the development '-e .iti Amy community to redirect its energy and investments to produce development that responds to the direction of the Plan. The demand for more intense development opportunities in the City Center is not forecasted within the next few years. In the meantime, the City should discourage continued low-scale investment in this area since new development will take several years to be amortized, and will delay the accomplishment of preferred development. As regulations are applied to modest renovations, it should be possible to gain some basic improvements. However, the City should not expect full implementation of the vision for the City Center until major property owners in the area are ready to install long-term, major development projects. The figures (computer generated as part of the TOD Study) at the beginning of this section first show the existing conditions of the City Center; the second figure illustrating potential redevelopment of the area over time. The pictures are taken from approximately Farr Road looking east toward the U-City Mall area. The photos do not necessarily indicate specific recommendations for the area, but are merely an illustration of how a viable City Center could evolve through several coordinated, incremental steps - taken over time. 2.5.4 Office Designation l ._ . A.Spokane Valley has areas of quality t. , office development. Several - -. �ti,\ 'ft� 1 _'. t . rte' ' , ' " `} developments within the F 0 . ' iti}°l ;[[ -c 11, A- I ; „,,..1. Argonne/Mullan Couplet, Pines , t Road, and Evergreen Road .;� ,, ,e r,...4°41 '` v.'' corridors embody good design and ';. ,',= ' f ""� # Y g g i .1 �'i4 ' �;.' y'v, are representative of desired future I--- ” ' , 441.,,•-.4--.-i---.4.-4:-'-!--7"-- office development. Office _ .., development will provide new job ° ' w `' opportunities within the community. �� Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2- Land Use Page 17 of 35 City of Spokane Valley Comprehensive Plan This comprehensive plan designation is intended primarily for office development with limited retail or commercial uses. Retail and commercial uses are limited to those that are clearly subordinate to the primary office use, or the retail function primarily serves the office uses in close proximity to the retail or commercial use. Primary uses which are representative of this R ide�c� comprehensive plan category, include Imo' medical and dental facilities, fi education services, insurance, real I' ® 11 si estate, financial institutions, design — a " ` ' r■ firms, and legal services. ! - ,' , p'# *� Areas designated as Office can serve ,�� _ "'' ' a variety of functions. They can stand 7 . . alone as major employment centers. • F ��h - They can also act as buffers or r transition areas between higher 5 intensity land uses and lower intensity land uses. For example, Office areas can provide a transition between industrial or commercial uses and residential areas. Office uses work well for this because they tend to generate less traffic and noise, operate shorter hours and are often smaller in scale then industrial or commercial areas. The Office comprehensive plan designation will be implemented through a series of office zoning districts. 2.5.5 Mixed-use The concept of "Mixed-use" has been around for centuries. Prior to the advent of the automobile and the proliferation of the road and highway system, Mixed-use was a predominant urban form. The "rediscovery" of this development type may be due in part to the negative impacts of sprawl, which have resulted in traffic congestion, decline in air quality, and inefficient use of resources and infrastructure. Mixed-use development has several potential benefits; • Land and infrastructure resources are used more efficiently; • Pedestrian-friendly neighborhoods; • Jobs are located near housing; • Opportunities to revitalize commercial corridors; • Opportunities for infill residential development(primarily in corridors); • Encourage new housing and innovative retail that is less auto dependent; and • Compatibility with existing transit access along local corridors. Mixed-use may be either "horizontal Mixed-use" or "vertical Mixed-use." Horizontal Mixed-use means that residential, commercial, office and other uses are adjacent to each other typically as part of an overall master plan for a site. However, not all projects within a "Mixed-use" designated area must be Mixed-use to achieve the goals of this plan. For example, a new residential-only project that is appropriately designed and located adjacent to an older existing commercial building may help stimulate renovation and reuse. This would be a more likely scenario in the Corridor Mixed-use area rather than the Mixed-use area. Vertical Mixed-use means that residential and nonresidential uses are stacked over each other. Typically, residential uses are placed over ground level retail, offices and/or restaurant uses. This development type would be more likely to occur in the City Center or in the areas designated as Mixed-use. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 18 of 35 City of Spokane Valley Comprehensive Plan Corridor Mixed-Use Corridor Mixed-use is intended to enhance travel options, encourage development of locally serving commercial uses, multi-family apartments, lodging and offices along major transportation corridors identified on the Comprehensive Plan Land Use Map (Map 2.1). Corridor Mixed-use recognizes the historical low-intensity, auto-dependent development pattern, and focuses on a pedestrian orientation with an emphasis on aesthetics and design. The Corridor Mixed-use designation is primarily used along Sprague Avenue in order to space the areas designated commercial. Mixed-Use Center The Mixed-use Center designation would allow for two or more different land uses within developments under this designation. As described above, Mixed-use developments can be either vertical or horizontally mixed, and would include employment uses such as office, retail and/or lodging along with higher density residential uses, and in some cases community or cultural facilities. Mixed-use developments in this designation are characterized by differing land uses which are developed pursuant to a coherent, approved plan of development. Compatibility between uses is achieved through design which integrates certain physical and functional features such as transportation systems, pedestrian ways, open areas or court yards, and common focal points or amenities. 2.5.6 Industrial Designations IN Providing for industrial land is important for the •,-"' � :. 1" TJ t" .”4 economic health of Spokane Valley. Industrial 4.. 1 i`_ businesses help drive the local economy and create an economic multiplier effect throughout '. i'- `-IR 'Nx the region. Providing an adequate supply of .. --z— ,� -i. usable land with minimal environmental 1; F 6'tHi'EARK -, i. %'/g..,k i t constraints and infrastructure in place helps r 'v=s p p _ i ensure that Spokane Valley will be an attractive _.R_- _ ..,... , place for industrial businesses to locate and prosper. (See Chapter 7, Economic Development, for additional policies that encourage recruitment and retention of industrial business.). Heavy Industry - _ =-__--• Heavy industry is characterized by intense industrial activities which include, but are not limited to, manufacturing, processing, fabrication, assembly/disassembly, freight-handling and similar operations. Heavy industry may have significant noise, odor or aesthetic impacts to surrounding areas. Commercial, residential and most recreational uses „ 1^''-: .. should not be allowed in areas designated for heavy '' ' industry, except for small-scale ancillary uses serving industrial area The conversion of designated a -. industrial lands to other uses should be limited. % ''1 °`�...-^ 1 • '•> Limiting incompatible uses ensures a competitive : ,; ill,. _a f.'! advantage in business recruitment by providing' ,: " } -. adequate industrial land supply, reducing land use 1 s: conflicts and preventing inflation of land prices. -I r q -• Moreover, allowing a wide variety of commercial, retail . ` a'; °. ` .,�'-j'• and other uses in the Industrial areas would be in �'`!{' '`� conflict with other portions of this Plan related to -, . . ' concentrating major commercial growth in nodes at - the intersection of major streets. •. • - Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 19 of 35 City of Spokane Valley Comprehensive Plan Light Industry The Light Industry designation is a planned industrial area with special emphasis and attention given to aesthetics, landscaping, and internal and community compatibility, Uses may include high technology and other low-impact industries. Light Industry areas may incorporate office and commercial uses as ancillary uses within an overall plan for the industrial area. Non-industrial uses should be limited and in the majority of cases be associated with permitted industrial uses. The Light Industry category may serve as a transitional category between heavy industrial areas and other less intensive land use categories. The category may also serve as a visual buffer for heavy industrial areas adjacent to aesthetic corridors. 2.5.7 Parks/Open Space The Parks and Open Space designation is intended to protect parks, open space, and other natural physical assets of the community. 2.6 Development Review Process The Land Use chapter provides the policy foundation for implementing zoning and development regulations. In developing policy concerning future land use regulations, or revisions to existing regulations, every effort has been made to instill certainty and efficiency in the development process. State legislation has focused on developing streamlined and timely permit processing. Through the goals and policies of this Plan, the City will continue to strive to provide an efficient and timely review system. 2.7 Urban Design and Form In addition to guiding development, the Land Use chapter also guides the quality and character of the City's future development pattern through goals and policies related to the form, function, and appearance of the built environment. These priorities and implementation strategies, related to quality development, serve and will continue to serve as a basis from which to develop appropriate implementation measures. The design of our urban environment has a significant effect on community identity. Well designed communities contribute to a healthful, safe and sustainable environment that offers a variety of opportunities for housing and employment. An attractive and well planned community is invaluable when recruiting new business and industry to an area. Some of the concepts considered include: Community appearance, including signs and placement of utilities; • Neighborhood considerations in the review of development projects; • Integration and linking of neighborhoods including bicycle and pedestrian facilities; • The effect of traffic patterns and parking on neighborhood character; • Encouragement of high quality development through the appropriate use of planned unit developments; and • Consideration for public art. 2.7.1 Aesthetic Corridors Aesthetic corridors are intended to protect the visual appeal of Spokane Valley along major transportation routes entering and exiting the city. Aesthetic corridors provide special design standards for aesthetics along major transportation routes to help create a quality image of Spokane Valley. Another component of aesthetic corridors is the "gateways" into the city. There are several entrances into the City of Spokane Valley along major transportation corridors, including Sprague Avenue, Trent Avenue, State Route 27 and a number of interchanges on Interstate 90. Design elements and landscaping treatments should denote a sense of arrival into the City, a neighborhood or special area such as the city center. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 — Land Use Page 20 of 35 City of Spokane Valley Comprehensive Plan 2.7.2 Planned Unit Developments Building flexibility into the subdivision process is important to allow for new concepts and creative site design. Planned residential developments (PRDs) provide the city a tool for allowing flexibility, while ensuring a design meets overall health and safety standards, and is consistent with neighborhood character. PRDs allow for deviations from the typical zoning standards in exchange for designs that protect the environment, provide usable open space, and exhibit exceptional quality and design. 2.8 Historical and Cultural Resources 2.8.1 Background In many ways, Spokane Valley's historic and cultural resources are similar to our rich natural resources. Like wetlands, rivers, lakes, streams and other natural resources, historic properties are a finite and endangered resource. Also like our natural resources, once an historic or archaeological property is destroyed, it is lost forever. Cultural resources such as historic buildings, monuments of historic events and archaeological sites are statements of Spokane Valley's identity. People especially value our authentic, homegrown cultural resources that set us apart from other areas of the state. Spokane Valley is the location of several "Firsts" to occur in the Spokane Region. The first permanent settler in the Spokane area was Antoine Plante, a retired French-Canadian trapper. Plante built a cabin near the Spokane River in 1849, from which he operated a small Hudson's Bay Company trading post. Plante also constructed and operated the first ferry on the Spokane River. Other settlers began arriving in this area between 1865 and 1882. "Firsts" to occur in Spokane Valley include the first settler in 1849, first business and ferry in 1850, the first store and bridge in 1862, the first house in 1866 and the first post office in 1867. All of these "firsts" occurred before the arrival in 1873 of James Glover who was considered the "Father of Spokane." A large part of Spokane Valley's identity is derived from its heritage. From the Native Americans who first established trading centers to the continuing waves of newcomers from around the world, all have left their mark. Cultural resources include historic structures and landscapes engineered and built by man: a. Historic buildings- houses, barns, commercial buildings, churches, schools. b. Historic structures - bridges, dams, stone fences. c. Historic districts -a grouping of buildings with related historic character. d. Historic objects -statues, monuments, sculpture. e. Landscapes—gardens, parks, urban and rural. Cultural resources include properties that were held in spiritual or ceremonial honor or by a cultural group or tribe. Cultural • resources include properties which may no longer show evidence of man-made structures, but retain an historical . association with an event or period. Archaeology sites include such areas as battlefields, campsites, cemeteries, burial sites, rock carvings, pictographs, trails, village sites, fishing sites, trading sites, religious and ceremonial sites. z 2.8.2 Cultural and Historical Resource Issues ` • Documenting Cultural Resources :7 t x1 Many historic homes, farms and sites exemplify the history and `� , , culture of the Spokane Valley area, but proportionally few have been written in historic register nominations. Designation requires owner consent, does not pose undue restrictions to � ' the property owner, and can be a planning tool for government s . �'�, ,'I Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 21 of 35 City of Spokane Valley Comprehensive Plan by identifying significant properties. Archaeological Sites and Security State laws require the protection of archaeological sites on both public and private land by directing that the locations of sites be kept confidential within the assigned office because archaeological sites are highly susceptible to "treasure hunters and grave robbers." Existing lists need to be checked to confirm that evidence of the site/building remains, and a better means to identify and preserve evidence of significant archaeological sites is needed. Cultural resources are deemed important when they are over 50 years old, so identification and evaluation of them is a constant, ongoing process. Moreover, cultural resources are perceived as less important than other immediate, short-term City programs; therefore, funding and support for the preservation program is provided on an annual rather than an ongoing basis. 2.8.3 Spokane Valley Historic and Cultural Resources The Spokane Valley developed as irrigated agricultural tracts in five and ten-acre lots. The apple orchards of Otis Orchards were supported by warehouses, packing plants, and box manufacturers. The apple industry which thrived in the early century was destroyed by killing frost of the 1950s. Newman Lake supplied the water that irrigated these orchards via the Spokane Canal Company. The flow control gate at Newman Lake (a great fishing spot) remains as a ruin with its story only in fading memory. - _ - - Open canal ditches, concrete flues, s4 cultivated fields and apple orchards were ar = '�, part of growing up in the valley until the late 1950s. A canal ran behind Otis Orchards High School, neither of which Arai itA 14 now exists. The picture on page 25 shows an Otis Orchards irrigation canal. , ., t,: The Opportunity Township Hall was designed by Opportunity resident and noted Spokane architect C. Harvey Smith and constructed in 1912 by Opportunity builder and businessman C.E. Johnson. Built as Opportunity's government seat, the Opportunity Township Hall also served as the area's community hall and a meeting place for various philanthropic and other organizations including the Opportunity Moose Lodge, Boy Scouts, Girl Scouts, church groups, dance studios, and wedding parties. The Opportunity Township Hall is significant as a rare local example of Spanish-Mediterranean style architecture and for its association with the early settlement and development of the Spokane Valley and the town of Opportunity. 2.9 The Land UselTransportation Connection 2.9.1 Street Connectivity Street design can have a significant impact on community development. It is important that neighborhoods be connected is such a manner that cars, bicycles and pedestrians can pass with ease from one neighborhood to an adjacent neighborhood via collectors and arterials. Such a pattern promotes a sense of community. All new developments should give special consideration to emergency access routes. 2.9.2 Traffic Calming Traffic calming can be defined as measures that physically alter the operational characteristics of the roadway in an attempt to slow down traffic and reduce the negative effects of the automobile. The theory behind traffic calming is that roads should be multiuse spaces encouraging social links Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2-- Land Use Page 22 of 35 City of Spokane Valley Comprehensive Plan within a community and the harmonious interaction of various modes of travel (i.e., walking, cycling, auto, transit). 2.10 Citizen Participation The City of Spokane Valley adopted a Public Participation Program for the preparation of the comprehensive plan. This program identified actions the city would take to meet the GMA requirements of "early and continuous" public participation in the development of the city's plan. Two of the public participation techniques identified in the Public Participation Program is citizen survey and a series of public meetings hosted by the city's planning commission. In the spring of 2004, the City hired Clearwater Research to conduct a statistically valid survey of Spokane Valley residents on a number of issues. Clearwater Research conducted a telephone survey with a random sample of 400 Spokane Valley adults. Survey data was collected from March 18 to April 7, 2004. The majority of respondents (83%) indicated they thought Spokane Valley was headed in the right direction. However, respondents did identify a number of important issues facing Spokane Valley. Concerns about the economy and planning related matters were among the top issues respondents identified as facing the City. 2.10.1 City Center/Community Identity City Center. Sixty-one percent of 100% — respondents indicated that having a 80"%u ■n=395 recognizable downtown or city center was important to the future of Spokane Valley 60% (figure right). Female respondents, 35% respondents at lower income levels, and 40% 26% respondents residing in one or two person 17% households were most likely to report that 20% e o having a recognizable downtown was 0% important to the future of Spokane Valley. Very Somewhat Neutral Somewhat Very There was strong support among unimportant unimportant important important respondents for spending public money to create a city center. Seventy-four percent of respondents either somewhat or strongly supported Spokane Valley officials using public money to Other 5Q% •n=233 develop a city center. Only two Everygreon and Sprague 12 Ya percent strongly opposed the use of public money to create a city center. Pines and Sprague 15% Most Ideal Location for a City Mirabeau Point 18% Center University City area 52V0 Over half of the respondents (52%) felt the University City area would be 0% 20% 40% 60% 80% 100% the most ideal Spokane Valley location for a city center. Other areas considered appropriate for the City Center included Mirabeau Point, Pines and Sprague, and Evergreen and Sprague. 100% Importance of Spokane Valley 80% •n=396 Having Community Identity 60% Community Identity. Only 26% of 40% • respondents thought Spokane Valley 21% 22% 15% had a distinct identity or something 20% that made it unique. Interestingly, 0% almost the same percentage of Strongly Somewhat Neulral Somewhat strongly respondents who said Spokane oppose oppose support support Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2– Land Use Page 23 of 35 City of Spokane Valley Comprehensive Plan Valley does not have a community identity (74%), indicated that having a community identity was important to the future of Spokane Valley (76%). While many respondents (47%) felt community identity could be developed through social changes, others believed physical changes (28%) or a combination of both physical and social changes (25%) were the best means for accomplishing the development of community identity. 2.10.2 Community Aesthetics The typical pattern of development along the major streets of Spokane Valley did not appear to be of great concern to respondents. Just 22% expressed dissatisfaction with the current type of development along major streets. Further underscoring the general lack of concern about the typical pattern of development along major streets, only 23% of respondents indicated adding street trees and landscaping to major streets should be a high priority for City officials. Lower income respondents were more apt than higher income respondents to report that making streets pedestrian-friendly should be a high priority for City officials. 100% Support/Opposition to Development II n=396 of Small Commercial Centers Close 80% to Residential Neighborhoods Respondents' opinions (graph right) °°%0 X11 0 3570 regarding the development of small commercial centers close to residential 40°/° neighborhoods, were also sharply divided. Just under half of the 20% 0 respondents (46%) were supportive of developing small commercial centers 0% close to residential neighborhoods. Very Somewhat Neutral Somewhat Very unimportant unimportant Important Important Priority Level: Stronger Controls on Signs and Billboards in Spokane Valley Opinions regarding the priority , City officials should place on 100% stronger sign and billboard •n=398 controls were very mixed. 80% However, 67% of respondents indicated that Spokane Valley 60% officials should place a 3310 34% 33% medium or high priority on 40% stronger sign and billboard control and as such, it is 20% ' probable that the majority of residents would be supportive 0% of stronger billboard control Low priority Medium priority High priority and sign regulations, 2.10.3 Results of"Unscientific" Survey During the community meetings held on the comprehensive plan, city staff made available the survey questions contained in the city's community survey. Meeting attendees were asked to complete the survey and either return it before the end of the meeting, or to complete the survey at home and mail it to the city. In many cases the responses to the questions were similar to the responses of the formal survey conducted by Clearwater Research, These question numbers are right of the survey itself. The following are the results of the"unscientific" survey: Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 24 of 35 City of Spokane Valley Comprehensive Plan How important to the future of Spokane Valley is having an area of the City that ion is recognized as the "downtown"? ■n,177 Would you say...? 80-% — The responses to this question are very 64'h similar to those received during the formal 40% 33% community survey. The results above 26° 18% 19% reflect that out of the total responses of 26r° . ■ 4% ■ 177 on this issue, 102 or nearly 58 a°ti percent felt that Spokane Valley having an Very Somewhat Neither Somewhat Very identifiable downtown or city center was important important important unimportant unimportant either somewhat important or very nor important. This is compared to 40 unimportant responses or 22% indicating that an identifiable city center was either somewhat or very unimportant. If you feel a developing a "downtown" is important, which of the following areas of Spokane Valley would be the most ideal location for a downtown? Those respondents who indicated that having an identifiable city center overwhelming (73%) felt that the University City area was the most appropriate location for establishing a city center for Spokane Valley. In your opinion, does Spokane Valley have an identity or something that makes it unique? The result of this survey question is somewhat different from the results of the formal community survey. In the formal survey only 26% of the respondents felt that the City of Spokane Valley has an identity or something that makes it unique. The results in the graph at the right indicate that a majority of those surveyed at the community meetings (52%) felt there was something unique about Spokane Valley. 100% • n=170 I 80% - — —- - 60% 39% 34% 40% - I 20% 13% 5% 9% 0% - Very Somewhat Neither Somewhat Very important important important nor unimportant unimportant unimportant • Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 25 of 35 City of Spokane Valley Comprehensive Plan How important to the future of Spokane Valley is having a "community identity? Would you say...? When asked how important to the future of Spokane Valley is having a distinct community identity, an overwhelming majority of the respondents (73%) felt it is either somewhat important or very important that Spokane Valley have a — - distinct identity. This is consistent with 100/ ■n=155 the results of the formal community 80°°0 survey where 76% of respondents felt it is important for the city to have a 60% community identity. 48% 52% 40% Would development of a "community identity" best be accomplished 20% - through physical changes,such as the ° development of a city center or the No Yes building of gateways at the major - points of entry into the city, or through social changes, such as more 1000, community events like Valleyfest? in n=150 I 80% When asked what types of changes 57c, would be needed to develop a 60% - - community identity, a majority (57%) felt 400, that both social and physical changes 28% would be necessary to accomplish 20% 1- developing an identity for the city. This is 0,0 , somewhat different than the formal Physical Changes Social Changes Both Changes survey where only 26% of the Equally Important respondents felt that both physical and social changes were equally important to develop the city's identity. Do you consider adding street trees and landscaping to major streets in Spokane Valley a high, medium, or low priority for city officials? _ In terms of community aesthetics, a 104%°0 majority of the respondents (59%) felt 80% - •I' that adding street trees and landscaping to the major streets in the 60% -- city should be either a medium or high 41 41°°° priority for city officials. This result was 4°°°° 18% identical to the result of the city's 20% formal community survey where 59% of respondents felt this should be 0% either a medium or high priority for the Low Priority Medium Priority High Priority city. 2.11 Goals and Policies Residential Goals & Policies Goal LUG-1 Preserve and protect the character of Spokane Valley's residential neighborhoods. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 26 of 35 City of Spokane Valley Comprehensive Plan Policies LUP-1.1 Maintain and protect the character of existing and future residential neighborhoods through the development and enforcement of the City's land use regulations and joint planning. LUP-1.2 Protect residential areas from impacts of adjacent non-residential uses and/or higher intensity uses through the development and enforcement of the City's land use regulations and joint planning. LUP-1.3 Review and revise as necessary, existing land use regulations to provide for innovation and flexibility in the design of new residential developments, accessory dwelling units and in-fill development. LUP-1.4 Encourage the development of transportation routes and facilities to serve residential neighborhoods. Special attention should be given to pedestrian circulation. LUP-1.5 Encourage the development of parks and the dedication of open space in and adjacent to residential areas. Open space dedication shall be proportionate to the size of the development. LUP-1.6 Preserve site characteristics that enhance residential development (trees, bodies of water, vistas, and similar features) using site planning techniques such as clustering, planned unit developments, transfer of development rights and lot size averaging. LUP-1.7 Allow zone changes within the Low Density Residential category only when specific criteria are met. Criteria may include: • Substantial changes within zone change area. • Clear mapping errors. • Adequate facilities and services (e.g. sewer, water capacity). • Consistency with densities in the vicinity of the zone change. LUP-1.8 Development agreements in conjunction with comprehensive plan amendments may be used where the project is larger in scope and has potentially larger impacts than normal, or where the city council may desire to place certain restrictions on proposal. LUP-1.9 Development agreements in conjunction with comprehensive plan amendments shall not be used to waive requirements associated with a proposed use. LUP-1.10 Office uses are allowed in the High Density Residential (HDR) category. Office uses must conform to all the development standards established for high density multifamily development. Goal LUG-2 Encourage a wide range of housing types and densities commensurate with the community's needs and preferences. Policies LUP-2.1 Allow and encourage a variety of housing types in designated Mixed-use areas, especially in the City Center area. LUP-2.2 Use design and performance standards for residential developments to achieve integration in commercial and Mixed-use developments. Performance standards should focus on scale, appearance, and compatibility. Encourage variations in facades and rooflines to add character and interest to multi-family developments. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2 -- Land Use Page27of35 City of Spokane Valley Comprehensive Plan LUP-2.3 Encourage the development of transportation routes and facilities to serve residential neighborhoods. Special attention should be given to walking, biking and transit uses. LUP-2.4 Residential development should be designed to provide privacy and common open space. Open space areas shall be proportionate to the size of the residential development. LUP-2.5 Consider special development techniques (e.g., zero lot lines, lot size averaging, and planned unit developments) in single-family areas, provided they result in residential development consistent with the quality and character of existing neighborhoods. LUP-2.7 Consider and possibly implement programs facilitating purchase or retention of existing open space lands, such as transfer of development rights (TDR) or purchase of development rights (PDR). Commercial Goals & Policies Goal LUG-3 Transform various commercial business areas into vital, attractive, easily accessible mixed use areas that appeal to investors, consumers and residents and enhance the community image and economic vitality. Policies LUP-3.1 Encourage transformation of Sprague Avenue Regional/Community Commercial corridor into a quality mixed-use retail area. Retail development along the corridor, exclusive of the City Center, should be concentrated at arterial intersections and designed to integrate auto, pedestrian, and transit circulation. Integration of public amenities and open space into retail and office development should also be encouraged. LUP-3.2 Encourage large bulk retailers to locate in the designated Regional Commercial nodes around arterial intersections. LUP-3.3 Development agreements in conjunction with comprehensive plan amendments may be used to ensure compatibility between non-residential developments and residential zones by regulating height, scale, setbacks, and buffers. Goal LUG-4 Provide neighborhood and community scale retail centers for the City's neighborhoods. Policies LUP-4.1 Integrate retail developments into surrounding residential areas with attention to quality design and function. LUP-4.2 Encourage pedestrian and bicycle access to neighborhood shopping and services. LUP-4.3 Encourage retail and personal services to group together within planned centers to allow for ease of pedestrian movement. LUP-4.4 Encourage Mixed-use residential and commercial and office development in Neighborhood Commercial designations where compatibility with nearby uses can be demonstrated. LUP-4.5 Ensure compatibility between mixed-use developments and residential areas by regulating height, scale, setbacks, and buffers. LUP-4.6 Develop community design guidelines to promote common open space, public art, and plazas in commercial and office developments. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 28 of 35 City of Spokane Valley Comprehensive Plan LUP-4.7 Develop design guidelines that encourage quality design and pedestrian and vehicle circulation in commercial, office and Mixed-use developments. LUP-4.8 Develop design guidelines to encourage commercial development to locate along the street edge (where deemed appropriate) to provide pedestrian street access. LUP-4.9 Identify and designate streets where on-street parking can be safely provided without unduly slowing traffic flow or jeopardizing traffic safety. LUP-4.10 May provide incentives to encourage developers to include housing in mixed-use projects. Goal LUG-5 Identify appropriate locations for the Auto Row Overlay designation. Policies LUP-5.1 Identify other appropriate automobile related uses within the Auto Row Overlay designation that are complementary to automobile dealerships. LUP-5.2 Develop appropriate development standards for permitted uses within the Auto Row Overlay designated area. City Center Goal LUG-6 Create an identifiable City Center that serves as the social, cultural, and economic focus of the City of Spokane Valley. Policies LUP-6.1 Define a City Center with distinct boundaries, unique building types, and special features. LUP-6.2 Strengthen existing connections of the City Center area to the region's high capacity transit system. LUP-6.3 Focus on improving the existing character and image of the City Center area through appropriate development regulations and design standards. LUP-6.4 Develop land use regulations that allow higher intensity development in the City Center including, but not limited to, taller buildings, increased floor area ratios (FAR) and permitted uses. LUP-6.5 Coordinate with urban service providers to ensure sufficient capacity is available for anticipated development. LUP-6.6 Allow for a variety of uses and mixed-use development within buildings or complexes. Ensure that mixed-use development complements and enhances the character of the surrounding residential and commercial area. LUP-6.7 The City should always consider City Center sites regarding potential civic and cultural uses the City develops, such as a City Hall. LUP-6.8 Provide incentives to attract cultural and civic uses to the City Center over which the City does not have direct control, such as libraries or recreation facilities. LUP-6.9 Develop land use regulations that encourage higher density residential uses on the periphery of the City Center area in close proximity to high capacity transit. High density housing should be accompanied by residentially oriented retail and service uses. LUP-6.10 Provide amenities such as community services, parks and public spaces to meet the residential needs in the City Center. LUP-6.11 Provide an effective transition between the periphery of the City Center and nearby lower density residential development. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 29 of 35 City of Spokane Valley Comprehensive Plan Goal LUG-7 Provide a balanced transportation network that accommodates public transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles and integrated parking. Policies LUP-7.1 Improve traffic circulation around and through the City Center by extending the street network and creating smaller blocks. LUP-7.2 Encourage pedestrian and bicycle circulation by providing public sidewalks, street trees, street furniture and other amenities. LUP-7.3 Require clear and safe pedestrian paths to enhance the pedestrian network. LUP-7.4 Connect the main entry of buildings to public sidewalks by an identifiable walkway. LUP-7.5 Allow for on-street parking on the internal City Center street network. LUP-7.6 Encourage transit use by improving pedestrian and bicycle linkages to the existing and future transit system. Office Goals & Policies Goal LUG-8 Create appropriate development standards for Office designated areas. Policies LUP-8.1 Allow commercial, residential and recreational uses in conjunction with permitted uses in Office designated areas. LUP-8.2 Integrate sidewalks, bike lanes, landscaping, and area lighting in office areas to provide a safe and attractive working environment. LUP-8.3 Allow office uses in high density residential zones to provide some of the service needs generated from multifamily development. Mixed-use Goals & Policies Goal LUG-9 Encourage the development of Mixed-use areas that foster community identity and are designed to support pedestrian, bicycle and regional transit. Policies LUP-9.1 The characteristics of a Mixed-use area should include: • Housing and employment densities to support regional transit service; • Public transit connections; • Safe, attractive transit stops and pedestrian and bicycle ways; • Buildings that front on wide sidewalks with attractive landscaping, benches and frequent bus stops; • Multi-story buildings oriented to the street rather than parking lots; and • Parking space located behind or to the side of buildings or in parking structures. LUP-9.2 The mix of land uses allowed in either the Corridor Mixed-use or Mixed-use Center designation should include: Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 30 of 35 City of Spokane Valley Comprehensive Plan • A variety of housing types including apartments, condominiums, town houses, two-family and single family dwellings on small lots; • A full range of retail goods and services including grocery stores, theaters/entertainment, restaurants, personal services and specialty shops; • Public/quasi-public uses and/or open space; • Professional Office and other employment oriented uses; and • Commercial uses that require large land areas but have low employment density and are auto-dependant, such as lumber yards, plant nurseries, warehouses, and auto dealerships, should be prohibited from either Mixed- use category. Industrial Goals & Policies Goal LUG-10 Provide for the development of well-planned industrial areas and ensure the long-term holding of appropriate land in parcel sizes adequate to allow for future development as industrial uses. Policies LUP-10.1 Plan capital facility expenditures to assist the development of lands designated for industrial uses. LUP-10.2 Encourage a diverse array of industries to locate in Spokane Valley. LUP-10.3 Encourage shared-use parking, pedestrian access and transit incentive programs in industrial development projects. Goal LUG-11 A variety of strategically located heavy industrial areas should be designated and protected from conflicting land uses. Policies LUP-11.1 Commercial, residential and recreational uses should be limited or not allowed in areas designated for industry, except for small-scale ancillary commercial and recreational uses intended to primarily serve the industrial area. LUP-11.2 Conversion of designated industrial lands to other uses should be strictly limited to ensure an adequate land supply. LUP-11.3 Provide appropriate buffering, landscaping and other development standards for industrial areas. LUP-11.4 Retail outlets shall be allowed for industrial businesses that manufacture and/or assemble products on-site. Goal LUG-12 Designate and protect a variety of strategically located light industry areas. Policies LUP-12.1 Commercial, residential and recreational uses shall be limited or not allowed in areas designated for light industry except for small-scale ancillary commercial and recreational uses primarily to serve the industrial area. LUP-12.2 Light industry areas shall include lighting, sidewalks, bike lanes and landscaping to provide a safe and attractive working environment. LUP-12.3 Retail outlets shall be allowed for industrial businesses that manufacture and/or assemble products on-site. Development Review Goals & Policies Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 31 of 35 City of Spokane Valley Comprehensive Plan Goal LUG-13 Develop and maintain an efficient and timely development review process. Policies LUP-13.1 Maximize efficiency of the development review process by continuously evaluating the permitting process and modifying as appropriate. LUP-13.2 Assist developers with proposals by continuing to offer pre-application meetings in order to produce projects that will be reviewed efficiently. Urban Design and Form Goals & Policies Goals LUG-14 Improve the appearance and function of the built environment. Policies LUP-14.1 Use performance and community design standards to maintain neighborhood character, achieve a greater range of housing options, and to create attractive and desirable commercial and office developments. LUP-14.2 Adopt specific regulations for designated aesthetic corridors that: • Provide incentives for aesthetic design; • Require landscaping buffers adjacent to roadways; • Limit sign height and size; • Provide performance standards to adequately screen intensive land uses that have exterior clutter such as outdoor storage, exterior heavy equipment and/or exterior fabrication/assembly. • Prohibit off-premise signage and billboards. LUP-14.3 Establish standards for the scale and intensity of commercial, retail and industrial signage that protect views and minimize signage clutter while allowing adequate business identification. LUP-14.4 Establish a"cap and replace" system for billboards. LUP-14.5 Designate aesthetic corridors along major transportation routes to provide a positive image of Spokane Valley. Aesthetic corridors shall be located along the following routes: • State Route 27 from 16th south to 32nd and Mansfield to Trent; • Appleway Boulevard (south side from Park to Dishman Mica); • Mirabeau Parkway from Pines to Indiana; • Dishman Mica Road from 8th Avenue, south to City limits • 32nd Ave. within the City limits • Appleway Blvd. from Barker to Hodges Historic and Cultural Resources Goals & Policies Goal LUG-15 Identify and protect archeological and historic sites and structures. Policies LUP-15.1 Continually identify and evaluate archaeological and historic sites to determine which should be preserved. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 32 of 35 City of Spokane Valley Comprehensive Plan LUP-15.2 Link cultural resource preservation with local economic development strategies. LUP-15.3 Establish and maintain relations with Native American tribes for the preservation of archaeological sites and traditional cultural properties. LUP-15.4 Publicize the community's heritage through interpretive trails, historic plaques, art and other public displays. Land Use/Transportation Connection Goals & Policies Goal LUG-16 Provide a street system that connects neighborhoods. Policies LUP-16.1 Encourage new developments, including multifamily projects, to be arranged in a pattern of connecting streets and blocks to allow people to safely get around easily by foot, bicycle, bus, or car. LUP-16.2 Develop street, pedestrian path and bike path standards that contribute to a system of fully connected routes. LUP-16.3 Require adequate emergency evacuation routes prior to approving new development or redevelopment. LUP-16.4 Connect neighborhood services, public open space and parks with multi-modal paths. Joint Planning Goals and Policies Goal LUG-17 The City of Spokane Valley should continue to coordinate with Spokane County and neighboring cities for adjacent urban growth areas. Policies LUP-17.1 The City should coordinate with Spokane County to ensure appropriate service provision and land development prior to City annexation. Methods to allow for coordination may include, but are not limited to, execution of an interiocal agreement between the City of Spokane Valley and Spokane County to: • Establish guidelines for development plan review, impact fees and SEPA mitigation; and • Define service delivery responsibilities, level of service standards and capital facility implementation consistent with the goals and policies of this Plan. LUP-17.2 Through regional planning efforts, the City and County should ensure that planning is compatible with the Cities of Spokane and Liberty Lake. LUP-17.3 The City should continue coordinated planning efforts between Spokane County, appropriate fire districts, school districts, and water service providers to assure managed growth in urban growth areas. Potential Annexation Area Goals and Policies Goal LUG-18 Identify Potential Annexation Areas for the City of Spokane Valley that are consistent with the Spokane County regional urban growth area boundary. Policies Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 33 of 35 City of Spokane Valley Comprehensive Plan LUP-18.1 Within the existing urban growth area, identify potential annexation areas that are contiguous to the city limits and not assigned to another city. LUP-18.2 Coordinate with adjacent cities and Spokane County to review and update the regional urban growth area boundary consistent with the Countywide Planning Policies and RCW 36.70. LUP-18.3 Propose changes to the regional urban growth area boundary necessary to accommodate Spokane Valley's 20-year population allocation. LUP-18.4 The City will not accept requests to annex unincorporated territory located outside the designated urban growth area. LUP-18.5 Complete necessary capital facilities planning for any newly proposed urban growth areas in accordance with the Countywide Planning Policies. Goal LUG-19 Collaborate with adjacent cities, Spokane County, and affected residents. Policies LUP-19.1 Pursue interlocal agreements with Spokane County to support collaborative joint planning within potential annexation areas to ensure consistent development. LUP-19.2 Inform affected residents, property owners, and businesses in the annexation process. LUP-19.3 Include language in an interlocal agreement utilizing the tool of annexation, prior to urban development, to control the type, quality, and location of development in potential annexation areas. LUP-19.4 Coordinate with Spokane County to work with affected neighborhoods upon annexation to provide a smooth transition from Spokane County to the City of Spokane Valley administration. Goal LUG-20 Promote orderly growth within potential annexation areas. Policies LUP-20.1 Perform a fiscal analysis and provide a service plan for all areas proposed for annexation. Lup-20.2 Incorporate potential annexation areas in the Capital Facilities Plan including proposed locations for new capital facilities. LUP-20.3 Strive to retain neighborhood integrity in adjusting potential annexation areas boundaries. Goal LUG-21 Develop an annexation process for potential annexation areas Policies LUP-21.1 Evaluate annexations within the potential annexation areas based on the following criteria: • The City's ability, either in house, by contract, or by special purpose district, to provide public services at the City's adopted level of service • The annexation boundary should provide a contiguous and regular boundary with current City limits • The annexation boundary, where appropriate should use physical boundaries, including but not limited to, bodies of water, existing or future right-of-way, roads, and topography Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 34 of 35 City of Spokane Valley Comprehensive Plan • Assessment of staff time and expense involved in processing the annexation request • Review right-of-way issues prior to defining boundaries of individual annexations to determine logical inclusions or exclusions • The annexation boundary, where appropriate, should adjust any impractical or irregular boundaries • When the proposed annexation is located in the vicinity of a public facility, the City should evaluate the feasibility of modifying the annexation boundary to include the public facility LUP-21.2 Process annexations in accordance with State annexation laws in a timely and efficient manner. LUP-21.3 Generally, the City of Spokane Valley prefers the Petition Method of Annexation. LUP-21.4 Ensure that newly annexed territory accepts its equitable share of the City's bonded indebtedness. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 2— Land Use Page 35 of 35 6 A 1 1 Wellesley L-'Ave iTrent 06 _95_1 Le ecl p I Buckeye Ave t1� 56g1 �� 77.:_ _.15 Broad Valleyw- � � I �. �, �_�4 Fourth 4 0 aJ- _!rte ►Ave _��� 19 • t 31 1 1 1 1 r CO 545— re 0 Eighth 0 Ave 29 maimeili. ._4 ��� Ave le - 33 . � 1 1l ,Q ,y 4;4Yh__ �a�s :'a Ave Thorp t Rd ' , ilt f 29 32 • MI Effeeti' Ordim City of Spokane Valley Comprehensive Plan 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; Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 1 of 30 City of Spokane Valley Comprehensive Plan 2, Level of service standards for all facilities and services; 3. An action plan for brining system deficits up to standard; 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:1 Policy Topic 3 — Promotion of Contiguous and Orderly Development and Provision of Urban Services Policies a. 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 1 Note to reader: The following policies are numbered according to the policy number in the CWPPs, resulting in non- sequential numbering in this document. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 2 of 30 City of Spokane Valley Comprehensive Plan 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 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 f. 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. 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. 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 [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 (Updated 06-06-2012) Chapter 3—Transportation Page 3 of 30 City of Spokane Valley Comprehensive Plan 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; 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: 3 RCW 36.70A070(6) Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 4 of 30 City of Spokane Valley Comprehensive Plan "..'local jurisdiction most 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 share 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) 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 or 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. 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 23 CFR 470 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 5 of 30 City of Spokane Valley Comprehensive Plan , fL1 zi :-{Lh, '�� 4 a D l!t'� ROAD RIGHT OF WAY 1/‘'.` _ S; BIKE LEFT TU" 6KG e j LANEI � _ I LaNE I It ANF DE WAL:C — SGDEWALK LANDSCAPING LANDS CAPPING AND DRA,NAGE AND DRAINAGE COLLECTOR ARTERIAL TYPICAL SECTION — N.T.S 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 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 significant intra-area travel, such as between central business districts and outlying residential areas. The system also carries important intra-urban and inter-city bus routes. Service to abutting land is subordinate to travel service to major traffic movements.5 t\,f-■,,-E, (r.,il„ '',,.. 44cr%d r sh',.�1,4 III.., 2 ROAD RIGHT OF WAY 1`v., ry I©S,.. I LELANE 9'. I -��st, IR1cl ?`{� t _ - , :sue. n / _tea. A•.i Pinv AG- 0.\D DA"<AG PRINCIPAL ARTERIAL TYPICAL SECTION -- N.T.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- community continuity, but ideally does not penetrate identifiable neighborhoods. The spacing of minor arterials may vary from one tenth to one half mil (1/10 — 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 land 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 the local streets in residential neighborhoods and 5 FHWA Functional Classifications Guidelines Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 6of30 City of Spokane Valley Comprehensive Plan 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. Table 3.1 Roadway Mileage Summary for Spokane Valley STATE CITY TOTAL Functional Class Miles % Miles % Miles 11 Urban Interstate 10.11 2.22% 10.11 2.22% 14 Urban Principal Arterial 11.46 2.52% 29.37 6.46% 40.83 8.98 All Principal Arterials 21.57 4.74% 29.37 6.46% 50.94 11.20% 16 Urban Minor Arterial 1.60 0.35% 59.53 13.09% 61.13 13.44% All Arterials 23,17 5.10% 88.90 19.55% 112.07 24.65% 17 Urban Collector 43.81 9.63% 43.81 9.63 All Collectors 43.81 9.63% 43.81 9.63 19 Urban Local Access 298.85 65.72% 298.85 65.72% All Local Access 298.85 65.72% 298.85 65.72% Totals 23.17 5.10% 431.56 94.90% 454.73 100.00% Source: 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 classification plan is based on projected "future year" 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 new streets" may be identified in cases where 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 miles or 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 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3--Transportation Page 7 of 30 City of Spokane Valley Comprehensive Plan 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 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 199 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: • Geometric Improvements • Signalization Improvements (including synchronization) • Access Management • 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/Mullen 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, Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 8 of 30 City of Spokane Valley Comprehensive Plan transit reliability would increase as a result of these actions. Map 3.3 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 such access conform to an access management classification system. 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 tips 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. 3.2.5 Transportation Demand Management (TDM) 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. TDM 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; • Preferential parking for car pools and vanpools; • Park and Ride facilities convenient to Interstate 90; • Construction of shelters at transit stops; 8 RCW 47.50,WAC 468.51 and 468.52 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 9 of 30 City of Spokane Valley Comprehensive Plan • 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: • Flexible work schedules, including four(4)-day work week; and • Tele-working (using telecommunications and computer technology to work from home to another location). 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 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 trips to fewer vehicles. The City views transitlHCT use as key to reducing travel demand over the time horizon of this plan. 3.2.5.1 Commute Trip Reduction Act The Commute Trip 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 or 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 account for the impact of mid-block left-turn lanes, curbs and gutters, sidewalks and other facilities. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 10 of 30 City of Spokane Valley Comprehensive Plan 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 is minimal. B `— . 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. Drivers are not subjected to appreciable tension. C Stable operations. The ability to change lanes and maneuver in 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. • s—rrim Small increases 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, high volumes, or some combination of theses. Average travel times are about 40% of free- flow speeds. E Characterized by significant approach delays and average travel speeds of one-third (1/3)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 MTSEWLI, Arterial flow at extremely low speeds below one-third to one-quarter (1/3— 1/4) 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 supporting 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 3.2 indicates the corridors within the City of Spokane Valley for which travel time LOS has been established. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 11 of 30 City of Spokane Valley Comprehensive Plan Table 3.2 SRTC Congestion Management System travel Times 1999 TModel2 2020 Roadway AVI From To Average SB NB EB WB Sullivan Havana 7:45 8:41 1-90 Havana Sullivan 8:03 10:46 Sprague 1-90 2:23 2:13 Argonne/DishmanlMica 1-90 Upriver Dr 5:59 6:34 Sullivan Argonne 7:00 6:37 Sprague Avenue Argonne Sullivan 6:45 7:10 University Road Sprague 32nd Ave 3:34 3:46 Sprague 1-90 2:41 2:23 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 the SRTC to establish level of service standards for state routes not on the highways of statewide significance system. Table 3.3 Roadways Exceeding 80%of Capacity 2025 Roadway From To Functional V/C Ratio Class 1-90 Sullivan Barker Freeway 0.83 1-90 Havana Carnahan Freeway 0.84 1-90 Sprague Argonne Freeway 0.84 1-90 Broadway Argonne Freeway 0.84 SR 27 Urban Boundary 32nd Ave Collector 0.97 Barker Road Sprague 4th Ave Minor Arterial 0.99 Source: SRTC 2025 Forecast 1112004 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 volume/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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 12 of 30 City of Spokane Valley Comprehensive Plan Table 3.4 2025 intersection Deficiencies Exceeding 90%of Capacity Roadway Cross Street Functional Class VIC Ratio 1-90 Sprague Expressway 0.91 1-90 Argonne EB On-ramp 1.01 1-90 Pines EB On-ramp 092 1-90 Pines EB Off-ramp 096 1-90 Evergreen EB On-ramp 096 I-90 Sullivan EB Off-ramp 091 Sprague University Principal 0.91 Barker Sprague Minor Arterial 1.04 SR 27 Belle Terre Collector 1.22 Appleway Park Principal Arterial 0.96 Appleway Thierman Principal Arterial 1.01 Source: SRTC 2025 Forecast 11/2004 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 distributes 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 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 13 of 30 I City of Spokane Valley Comprehensive Plan 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 u Through the public participation process, a `` "Preferred Land Use Alternative" was .r = -- ' developed that includes the development of I f. -% ! 41 _' G .I I � , an identifiable city center in Spokane Valley, ?t L )',! s `. A major component of the City Center '` ' ! """'�` Alternative is the development of a grid �a ,!1.,...i64.'I" street pattern within the city center. As the f . tl IS illustration indicates, a possible grid pattern • - .s-.,= ui of approximately 300-400 feet would be " ""'' - F_' ideal for the development of a city center. --- - t 1 C Pedestrian and bicycle mobility is a vital part A fxf;,,,,,y Z ROAD RIG,IT OF WAY _ ,,i:i t ,h 3 _.,,c.7,./.7._ r�' u..7, BJ LC)'L "1/ . 141yt) Bu.LG\'G =ACP7E r T 1 FACADE e- 104 , 1 C'F' SFr'T '-c % G'. 4,W Ei (..;cc o, _m �4 i —` — 1 i 5'e)f 4'lA L /j// '. LLEVWA,K CIIY CEN1ER TYPICAL SECTION - N.T.S of the future City Center transportation system. Improvements for pedestrians and bicyclists should support increases in transit ,, ,, ti ,, services and promote the development of the City Center. As the .: 7 street system is developed to better accommodate the needs of : ir pedestrians and bicyclists, a network of facilities for people on foot '+ \ - < ' and bikes should be established. ��'`k Reducing the size of the street grid, improving auto circulation and �sy, (fir; -` `,\,( creating pedestrian linkages through larger parcels is critical to "" g p g g g p f , :.r.- i,_'\;::,, establish walking patterns that reduce dependency on the auto. As individual sites are designed and developed to be more pedestrian-friendly and improved pedestrian linkages are provided, the pedestrian system will handle an increasing share of the trips. On-street parking and wide sidewalks, with street trees and other pedestrian amenities are important assets in promoting a pleasant shopping experience. Landscaped medians should be incorporated into the roadways adjacent to the City Center to channelize and control traffic movements. Block lengths within the City Center should be relatively short. Intersections should be landscaped with decorative pavement treatment to create a sense of place. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3 —Transportation Page 14 of 30 City of Spokane Valley Comprehensive Plan Special street design standards should be developed for the City Center. Special standards for extra-wide sidewalks (12 to 20 feet in width), pedestrian-scale street lighting, and additional amenities including benches, trash receptacles and landscaped corner 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 intermodal connections. Map 3.2 identifies truck routes within the City of Spokane Valley. The Washington 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 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. The tonnage classifications used for designating the FGTS are as follows: T-1: More than 1 million tons per year 1-2: 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. -- 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 tfirwaistr,teriv 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 15 of 30 City of Spokane Valley Comprehensive Plan 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 (See Chapter 11 — Bike and Pedestrian Elementl 3.4 Transit Spokane Valle is located in the East Planning Region of the STA. The City of Spokane Valley works with Spokane Transit Authority (STA) to foster appropriate transit service design that aligns transit facilities with adjacent land uses. This planning effort takes place for both near-term service implementation as well as long-term transit system improvements. Planning for transit involves coordination with other @tannin@ work related to land uses utilities and other elements contained within this comprehensive plan. The STA cCurrently, STA provides basic fixed route looal-44s-and express commuter peak bus to downtown Spokane, as well as paratransit service. For individuals whose disability prevents them from using fixed route service, STA provides paratransit service and a wheelchair-accessible shared ride transportation service. within--Both services are available in the City of Spokane Valley and throughout the Spokane Region. STA also offers vanpool services designed around the needs of commuters who are looking to share a ride to and from work. STA has a level of service policy stating that Basic or High Performance Transit service shall be available within no more than one- half mile of at least 85% of the Public Transit Benefit Area (PTBA) population residing within urban areas. - - -- - e ..•, - --- -- - - -• -. •: . - - --- - - `_ _ o. sales tax for transit, with a sunset clause of June 2000. The STA currently operates two (2) Park & Ride facilities within Spokane Volley; one (1) located at University Road and Appleway Boulevard - diagram below. STA Transit R4- . . minutes as shown in Table 3.1 1: The STA evaluates its system on a regular basis to consider more direct routing, better connectivity and improved travel times to increase ridership.. Table 3.4 1 Transit Levels of Sonrico Sunday/holiday service is operated 8 a.m.to 8 fr.m. No- Route-Nome We- kday Saturday Sunday 31/32 Garland/Trent/Indiana 30 60 60 �� ea -Bay —Now Year's Foderal/Stato Holiday 72 Liberty Lake Exproas 00 None None Observed (January 1.) - " oriial Day 7-3 VTC Express 30 Nene None Labor Day 74 Valley-Limited 30 None None Thanksgiving Day Christmas Day 8 Mission 60 60 60 Christmas Fodoral/Stato Holiday Observed-fDecember 25) w� 94 � eE�°be 30 30 60 A cpesial-ssh-eduleis-tri---e#teet-fer Independonco Day 8:00 AM to 96 Millvmel so approximately 10:30 p.m.(Service 96 Pines 30 60 None after the firework) &x South Valley 30 60 60 Providing convenient and accessible transit service can help reduce the reliance on single- occupant vehicles and increase mobility without building new streets and highways. High frequency transit service can also support economic _development by providing affordable transportation for employees and by stimulating development or redevelopment along a particular Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3-Transportation Page 16 of 30 City of Spokane Valley Comprehensive Plan corridor. Public right-of-way is limited and as demands for that space grow, transit provides and efficient way to move people around the city and the region and support growth in urban centers. Spokane Transit Authority's long-range plan, Connect Spokane: A Comprehensive Plan for Public Transportation includes a vision for the future of transit in the region. High Performance Transit (HIP) is a network of transit corridors providing all-day, two-way, reliable, and frequent service offerin• com•etitive seeds to the •rivate automobile and features imeroved amenities for passengers, This HTP network also defines a system of corridors for heightened and long-term operating and capital investments. The HTP corridors that are envisioned to serve the City support the existing and planned land uses. Once implemented, they are expected to offer connections to the City of Spokane, Liberty Lake, Post Falls, Coeur d'Alene and other cities throughout the region. . .,_ , r - Cal I& ... I ja i.&..wt.[u_..Mn.. -r a S,,,,,, a , ' mooed Rir , % ! ', • 1-` a = r wv I iakana Ilatiey tirraa a _.. 1 --a. " -i ! I'drn-r '-:-:-2--1-i , C • G� 2 a 1°`, i" re i c res ir,,, ,,_? r w •_ 1 r... ,. T � • a ia ,p , —�f {. 1;, a a ,I �its 2 s ! lip y k ,I a a s _ I ' -rle Ime, ,'(r►: The City of Spokane Valley will continue to coordinate with STA to design and operate transit. facilities and services that make connections within the transit system and other modes safe and convenient. The City of Spokane Valley will continue to work with STA to ensure that the design and location of stations and alignments will improve how people move through and perceive the city and contribute positively to the City of Spokane Valley's identity. It is the intention of the City of Spokane Valley to support a public transit system that builds strong neighborhoods and supports economic development. By providing mobility and access to public transportation for the greatest number of people to the greatest number of services, jobs, educational opportunities and other destinations, public transportation will support the economic development and mobility goals of this City. The STA evaluates its system on a regular basis to col sider-yore direct routing, better connectivity _ _ _ e - • _ •_ - - _ •+p. Paratransit van service is for individuals whose disability prevents them from usin -t-he ula ' - -- --- - •--ns that a person must be-unable, due to a disability, to get to or from-#e bus stop, get on or off the bus, or successfully travel by bus to or from the destination. Currently, paratransit service is provided-Monday through Saturday from 6 a.m. to 12 a,n with-sew-ice on Sunda hol+days from 8 a.m. to 8 p.m. (last pickup at 7:00 p.m.) throughout the paratransit service area. All-paratransit trips must begin ar"nd end within the Public Transportation Benefit Area (PTBA). Currently, all of the area within-the _ - - .• e • _' _ -__ _ _ - •- "E A •is area also includes Cheney, Medical Lake, Airway H , _e - _ erce Base, Liberty Lake and the City of Spokane. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3 -Transportation Page 17 of 30 City of Spokane Valley Comprehensive Plan STA provides bike racks an all-their b -wii�h the exception of the streetcars used on the -Plaza/Arena Shuttle. The racks hold two (2), singl- -- , • e • • - -, •-n-meterized bicycles. Each bicycle can be secured independently. The Metrepelitan Tran-speaatien--Pica--(MTP) previdcs for a high-eapacity transportation (HOT). 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. "H-igh capaeit anspe#atien system" means a system of public transportation services within an urbanized regie€-epefating rineipally a- - - - - -•d the supporting services and facilities necessary to in e -••-• --• - - - -••, including interim express services and high occupancy vehicle lanes, which taken as a whole provides a su-bstantially higher-le e€ passenger capacity, speed-and service frequency than traditional publis--transportation systems operating-principally-in-generalrpose-roadways. RCW 81.10/1.015(1). The future route begins at the STA Plaza and the downtown alignment runs less than a mile along Rivers': .-. - -- • -• - -•: - -- - ' - ••==. • ` - - • • - -g distanceto the n-- -_ - - _ . - _ !- e •, •- . •• • - -e= e • - - _ miles of existing railroad right-of-way (BNISF and UPRR) to ho a; nan-Mina pad—T-he route continues east from Dishman Mica Road the alignment is alen+g-the existing-Appleway Boulevard right of way to its terminus in Lib ty Lake. Appleway--Beulevard is impreved east to University Read-w14- - -••••= e -: '-• _ • - - _ chirley Road. Port-lens of t#e-Applowoy right of vvay-east or University Road is not of sufficient width-required to aese edate--beth4he futuuCT faeiiities anted-improvements by the City. 47— Along south aids of r+ ,' . Apptoway Blvd .P _ '•� Yom. `F V - - e � Z .Pahhin. � 9 1 ttt"l I l.r■. 711111Neight l it 3 - I 8 Location r' ommended operations -r . and maintona enter at Bowdisli Road Sharing segments of UPRR Tracks LEGEND r} V I Rat Sta'ains CO a)Ldxrty Loko 1411 Raj Sisson mitt Park a Rila CRir N 5pr#a ul (P) ) SpcYmoVapey \y -)light Rai AJ rwxrt Mies I4 nd Preliminary Align-mennt F�ttgla- p�,�y' If appro�ed,thhe leng range success of-I=ICT wil-dep7 -•= = -- -- • - -emmercial corridors man of higher density housing in-el-ese proximity to transit routes. _ et= _ Thin Spekane Valley at the Fairgrounds, Argonne, o n -S 'l" -• --= •- • et - !! • - _•ange. They range in size from 50 to 200 spaces. Th leway-Park and-Ride could eventually be expanded te-accommodate up to 1,000 cars. 3.5 Aviation Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3-Transportation Page 18 of 30 City of Spokane Valley Comprehensive Plan 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. Information for the combined Spokane Airport System is summarized in the table below: Table 3.5 Spokane Airports Data Dec-06 Dec-05 %Change YTD 2008 YTD 2005 Change Total Passengers 283,078 278,986 1.47% 3,224,423 3,197,440 0.84% Enplaned Passengers 141,283 140,147 0.81% 1,612,457 1,600,258 0.76% Deplaned Passengers 141,795 138,839 2.13% 1,611,966 1,597,182 0.93% Total Cargo(U.S Tons) 4,913.20 5,918.50 -16.99% 57,369.30 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 2,212.10 -10.94% 20,867.20 21,768.00 -4.14% Freight Off 2,921.30 2,868.00 1.86% 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 -96.85% 4,925.90 4,245.00 16.04% Total Operations 7,036 6,588 6.80% 95,168 98,545 -3.43% Air Carrier Operations 3,315 3,589 -7.63% 39,539 42,081 -6.04% Air Taxi Operations 1,467 1,620 -9.44% 19,417 19,580 -0.83% Itinerant General Aviation 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 mail,which is reported as freight. Freight, mail and cargo are reported in U.S.tons Source: 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 19 of 30 City of Spokane Valley Comprehensive Plan 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. Felts Field has two (2) runways, Runway 3R/21L. Information about each runway is shown in Table 3.6. Table 3.6 Runway Attributes 3L/21R 3R121L Length 4,500 3,459 Width 150 75 Elevation 1,952.9 1,946.5 Surface concrete asphalt Runway, 3L has runway end indicator lights, visual approach slope indicators (VASI) providing vertical guidance, and VOR and GPS and NDB non-precision approaches. Runway 21R is equipped with VASI's, as well as a medium density 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 the construction of an additional dock, upgrades to existing docks, and improvements to the ramp. Map 3.4 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 3.5 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 Freight rail service is provided by - 1 Burlington Northern Santa Fe ,1404. :4, ,� .x ... • + +i (BNSF) and Union Pacific Railroad (UPRR). BNSF services r� '_ s -°, ; —1° I an east west route from Chicago - - r ; • Y ,- to Seattle and Portland. The , _ ( i �, 4 UPRR provides service to i [�/4 r l s_4;sly `ti.r ._ 1 h 7 — ~e — — Adopted April 25, 2006 (Updated 06-06-20 _— -- F-= �� t\j - `- in • { 1• I • WASHINGTON STATE RAIL SYSTEM City of Spokane Valley Comprehensive Plan Canada, the Yakima Valley and Portland. 3.6.2 Bridging the Valley The Bridging the Valley (BTV) project is a community-initiated 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 $POK*NEVALLEY AREA RAILROIa NETWORK over 494 trains in operation per week. Growth in train traffic A6nx1 is forecast to increase annually by 3.4% over the next 20 a years. Traffic accidents, traffic congestion from roadway ' =` "' closures, increased carbon monoxide emissions in the i serious non-attainment area and noise significantly affect i• $^',0". ...,F the economy, health, safety and general welfare of the ('may""a' 6�IrILYHt IS A4§.fQe public in Spokane and Kootenai Counties, and therefore, �-< �¢b "�"" ilZ the Inland Northwest. '7 -�•01"r 614 ,N.p The BTV project would eliminate approximately 51 at-grade 64° crossings through closure (35 in Washington), and V VIA I 1 r' relocation of the Union Pacific Railroad mainline into the =° —6rry„„:: ;", fIFa''l1 r 41-1f;t� Burlington Northern Santa Fe Railway corridor. The _ ,,r,,,�, „ °lmmr:5�:n,€,� remaining twenty-one (21) crossings are wither currently grade separated (five existing grade separations in Washington) or would be grade separated (six in Washington) as part of this project. This approach would concentrate public investment into eight (8) railroad grade separations within Washington State into one (1) corridor to cross two (2) railroads rather than spread out public investment into 61 railroad crossings spread across 87 miles or railroad track. With an estimated total project cost of$252 million in 2001 dollars ($165 million in Washington/$87 million in Idaho), the Benefit/Cost ration of 1:4 indicates that the project makes economic sense and has benefits far exceeding its cost to the public ($80 million in net present value). Ultimately, by 2008 this project will create a triple track railroad corridor with a completely grade- separated roadway system. Both railway and roadway systems will be able to operate more efficiently and effectively throughout the corridor. The public can expect a significantly safer transportation system with less congestion and delay, as well as an environment with less carbon monoxide and substantially less noise pollution from train whistle blowing at the 35 at-grade crossings that currently exist in Washington. A summary of the crossings within the City of Spokane Valley affected by this project are shown in Table 3.7. Table 3.7 Bridging the Valley BNSF Crossing Proposal Current Proposed Havana At Grade Grade Separated Park At Grade Grade Separated Vista At Grade Close Argonne Grade Separated Modify Grade Separation University At Grade Close Pines At Grade Grade Separated Evergreen At Grade Close Sullivan Grade Separated Modify Grade Separation Flora At Grade Close Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 21 of 30 City of Spokane Valley Comprehensive Plan Barker At Grade Grade Separated Wellesley Grade Separated Remove Grade Separation Passenger rail service is provided daily by the Amtrak Empire Builder, with service to Seattle and Portland to the west and Chicago and Minneapolis to the east, as shown in the graphic below. , Tripire Builder , ._ • -.t • •v £ Wolf Point,MT Seallfq WA r Spakant.WA Fargo,ND •_` r Portland,OR • Minneapolis-St.Paul,MN N* •y. Empire Builder Route , Chicago,IL 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 in within the unincorporated area of Spokane County. (See Map 6.14). 3.8 Multimodalflntermodal 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. SEE CHAPTER 6-UTILITIES Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3 --Transportation Page 22 of 30 City of Spokane Valley Comprehensive 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. intermodal 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 transferring 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 limitation 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. 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. f. 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 make local deliveries. They generally represent conflict with other modes of transportation at the point on intersection, such as in the case with at-grade railroad crossings. These conflicts can occasionally cause serious issues of both mobility and safety. Technical Assistance Report,MULTIMODAL TRANSPORTATION PLANNING IN VIRGINIA:,PAST PRACTICES AND NEW OPPORTUNITIES,Stephen C. Brich and Lester A. Heel. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 23 of 30 City of Spokane Valley Comprehensive Plan 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 various 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 no 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 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. iii. Regulation. Local governments adopt regulations which have the affect of encouraging alternative modes of transportation. a. 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. iv. Signalization on roadways should be synchronized for commercial trucks to limit stopping and starting. v. Infrastructure in commercial and industrial areas should be designed to facilitate freight movement, including wide radii at intersections. vi. 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3 —Transportation Page 24 of 30 City of Spokane Valley Comprehensive Plan The majority of survey respondents (92%) traveled less than fifteen minutes 100% to work and nine out of ten drove to a The Sprague/Appleway •n°393 work. A majority of the respondents $0% I Couplet has been a useful (69%) believed that the construction of 60% improvement oad roadway system.mtheoverall the Sprague/Appleway Couplet had &0�0 road�vaysystent. 44% been a useful transportation 40% improvement and should not be returned to two (2)-way traffic. The 20% graph right indicates responses rating ° the statement "Sprague/Appleway 0{0 , Couplet has been a useful improvement Strongly Somewhat Neutral Somewhat Strongly to overall roadway system.' disagree disagree agree agree Further, 69% of the respondents indicated either strong support or somewhat supported extending Appleway Boulevard east beyond its current terminus at University Road. 100°/0 Although 56% of the respondents =399 n indicated that they either strongly or 80% Should making the streets 80% Friendlier for pedestrians and somewhat supported the extension of bicyclists a low,medium,or the Couplet to Evergreen Road, 60% hiols nrinriav for the rift.) another 35% were either strongly or 40% 44% 34% somewhat opposed to this 22% proposition. 20% Surveyors also asked citizens about 0% the priority level for making major streets friendlier for pedestrians and Low priority Medium priority High priority bicyclists. Forty-four percent of the respondents said that the City should make this a high priority, while 22% stated that this should be a low priority for the City as indicated in the graph above. At the eight community workshops that were conducted during the spring and fall of 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 (5) public hearings in June, July and September 2005. The Spokane Valley City Council held eight (8) public hearings on the Comprehensive Plan, concluding their deliberation 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 25 of 30 City of Spokane Valley Comprehensive Plan 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 or 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 Appleway Boulevard right of way is the minimum width necessary to accommodate future street and regional high capacity performance 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. TP-4.3 Continue the retrofit of signal lights to lower-energy LEDs. TP-4.5 Reduce the amount of vehicle idling within the City through implementation of signal synchronization and driver awareness. 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. Policies TP-5.1 Implement traffic signal synchronization projects as the primary component of a TSM program. As funding permits, monitoring or traffic operation should be carried out to assure efficient timing of traffic signals. TP-5.2 Use Access Management measures, such as placing restriction on left turns across major arterial streets to reduce accident rates and extend capacity of major arterials. TP-5.3 Consider grade-separated railroad crossings where appropriate. TP-5.4 Ensure that pedestrians, bicyclists and the physically handicapped are taken into account when developing signalized intersections. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 26 of 30 City of Spokane Valley Comprehensive Plan 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. TP-6.2 Use video-conferencing and conference calling for off-site meetings where feasible. 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. TP-7.4 Disperse traffic throughout commercial districts rather than concentrating it on a single arterial. 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 fSee Chapter 1 1=Bike and Pedestrian Element) Transit Goals & Policies Goal TG-10 Work with Spokane Transit Authority (STA) to foster a public transportation system that conveniently serves City residents during all hours of the days seven days a week and can become the preferred form of travel to major destinations. including commercial. employment and residential areas.Support the provision of a safe, efficient, and cost effective public transpertation system. TP-10.1 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-10.2 Work with STA in planning and developing safe and efficient bias loading and diin-tstransit access points. TP-10.3 Support the continued planning and development of other transit options, including but not limited to a high performance-eapaeity transit system. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 27 of 30 City of Spokane Valley Comprehensive Plan TP 10.4 Encourage use of fuel-efficient vehicles in the public transportation system. TP-10.4 Support walking to transit by developing the pedestrian network that serves transit centers, stations, and stops. TP-10,5 Provide adequate crossing opportunities at transit stops. TP-10.6 Plan and design pedestrian improvements that allow adequate space for transit stop facilities. TP-10.7 Encourage developers to work with City and Spokane Transit staff early in their development process to determine how their new development can be best served by existing and future transit service. TP-10.8 Maintain a system of streets that supports the movement of transit vehicles for local trips. Goal TG-11 Encourage land uses that will support a high capacity performance transportation system. Policies TP-11.1 Ensure that street standards, land uses, densities and building placement support the facilities and services needed along transit routes to make transit viable. TP-11.2 Work with STA to facilitate neighborhood business areas are served by transit. TP-11.3 Ensure that Appleway Boulevard right-of-way is the minimum width necessary to accommodate future street and high-capacity performance transit improvements. TP-11.4 Support the development of high performance transit throughout the City with the intention of improving personal mobility, fostering economic development and enhancing the character of the City. 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 Iand 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3--Transportation Page 28 of 30 City of Spokane Valley Comprehensive Plan Policies 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. Intermodal/Multimodal 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. Street Preservation Goals & Policies Goal TG-17 Extend the life of City street infrastructure by developing a street preservation program to ensure streets are maintained on an ongoing basis to minimize higher cost reconstruction in future years. Policies TP-17.1 Maximize maintenance techniques such as crack sealing, fog sealing, patching, shoulder repair, grading, overlays and mill and overlays to avoid costly repairs resulting from street failure. TP-17.2 Maintain a pavement management system to monitor the City's streets to ensure regular maintenance of the streets at lower costs. TP-17.3 Maintain the City's streets at a high level to prevent individual segments from falling into more costly treatment categories. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 29 of 30 City of Spokane Valley Comprehensive Plan TP-17.4 Continue to maintain reserve funds for ongoing maintenance of the street network. TP-17.5 Continue to develop long-term maintenance strategies that minimize the costs to the City. TP-17.6 Minimize pavement cuts whenever possible and when cuts are necessary ensure quality pavement replacements to reduce future maintenance costs to the City. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 3—Transportation Page 30 of 30 WeIlosl el lesley ❑ Da},- City of Millwood lMFir Swcr '.-.' l -a =�.. .... AEI I NUMMI Dalton Z m E ❑ E rllid a+Graoa� Suckoye Tz Indiana I E. ,Tor- City of Liberty Lake County eons Cataldo MOP� 11111mtaz- COMM EM Main NMN M � "g7Frami,:vil ffle ISIIENistiallasirintl MOEN MR mJNIO 2nd tv z pj 32nd s = l Torre N er, I0. m 44th III rei Lc Cu 45, C I Effect Ordin: 0 I- 1 City of Spokane Valley Comprehensive Plan 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 LOS 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:1 Policy Topic 1 --Urban Growth Areas (UGAs) 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. 1 Note to reader: The following policies are numbered according to the policy number in the CWPPs, resulting in non-sequential numbering in this document. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 1 of 61 City of Spokane Valley Comprehensive Plan 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 timeframe 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. 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 2 of 61 City of Spokane Valley Comprehensive Plan 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 interiocal 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 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: Adopted April 25, 2006(Updated 06-06-2012) Chapter 4 -Capital Facilities Page 3 of 61 City of Spokane Valley Comprehensive Plan a. fire protection; b. police protection; c. parks and librariesrecreation d. libraries; e. public sewer; f. public water; g. solid waste disposal and recycling; h. transportation; i. 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 Plan 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,whichever is 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 based on 20 year projections 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 treatment and disposal and approved or under permit from the Washington State Department of Ecology.) Transportation Maintain travel corridor 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, during the design precipitation or runoff event prescribed in the standards of the governing local agency or jurisdiction,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, stormwater runoff and infiltration. Law Enforcement Each jurisdiction shall specify in its Comprehensive Plan a level of police protection that addresses the safety of its citizens. Libraries Each jurisdiction will specify its own level of service. Parks Each jurisdiction will specify its own level of service. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 4 of 61 City of Spokane Valley Comprehensive Plan Table 4.1 Regional Level of Service Standards FACILITY LEVEL OF SERVICE STANDARD(LOS) Solid 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 goals 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 de-icers 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 Survey 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 1,830 Fire and Emergency points. All jurisdictions,regardless of size,shall ensure that new development has a Fire Flow and Services hydrant placement per the International Fire Code adopted by that jurisdiction. Urban areas must be within 5 road miles of an operating fire station that provides service with a "Class A" pumper, unless structures are equipped with fire sprinkler(s)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 shall 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 life 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 life 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. a. Limit growth to areas served by a fire protection district or within the corporate limits of a city providing its own fire department. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 5 of 61 City of Spokane Valley Comprehensive Plan 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 jurisdiction 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 restrictive 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 partially located within the City. 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 6 of 61 City of Spokane Valley Comprehensive Plan 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 hearing 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 regional/countywide nature. Table 4.2 Inventory of Essential Public Facilities Significance i Category Name j Address Statewide Regional Transportation Facilities Interstate 90 N/A Statewide Regional Transportation Facilities Centennial Trail ( N/A Regional Regional Transportation Facilities Pence Cole Valley Park&Ride and 414 5.University Rd Transit/Transfer Center Regional Regional Transportation Facilities Pines Road/I 90 Park&Ride E.Montgomery, Pines Rd &1-90 Regional Regional Transportation Facilities STA Maintenance—Bowdish (Fleck 123 S. Bowdish Service Center) Regional Regional Transportation Facilities SR-27(Pines Road) N/A Regional Regional Transportation Facilities SR-290(Trent Avenue) N/A Regional Solid Waste,Wastewater&Water j Valley Recycling-Transfer 3941 N.Sullivan Rd Facilities Regional Social Service Facilities Valley Hospital&Medical Center 12606 E.Mission Ave Regional Social Service Facilities American.Behavioral Health Systems 12715 E.Mission Ave 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 CFP-1.1 Review plans of service providers within Spokane Valley to determine consistency with the SVCP. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 7 of 61 City of Spokane Valley Comprehensive Plan CFP-1.2 The City should seek a balance between the quality and cost of providing public facilities and services. CFP-1.3 Optimize the use of existing public facilities and promote orderly compact urban growth. CFP-1.4 Coordinate 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-2.1 Facilities 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 LOS* 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 Libraries 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 LOS* Fire and EMS Meet the minimum Regional LOS* Public Schools School Districts to set LOS "See Page 4 for Regional LOS standards CFP-2.2 Update 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-2.3 Planned expenditures for capital improvements shall not exceed estimated revenues. CFP-2.4 If adopted level of service standards cannot be maintained, the City shall increase funding, reduce level of service standards or reassess the Land Use Element. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 8 of 61 City of Spokane Valley Comprehensive Plan 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. Policies CFP-3.1 Encourage inter-jurisdictional cooperation among law enforcement agencies and fire districts to further develop, where practical, shared service and facility use. CFP-3.2 Develop a comprehensive emergency management plan that meets the needs of the City and coordinates with regional emergency planning efforts. CFP-3.3 Require adequate emergency vehicle road access and water supply/pressure for new development within the City. CFP-3.4 Encourage 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-4.2 Coordinate sewer planning with appropriate jurisdictions for consistency with the SVCP. CFP-4.3 Support 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-4.4 Encourage public and private efforts to conserve water and to provide public education regarding the safe and appropriate use of the waste treatment system (i.e., NOT using drains and toilets for pharmaceuticals, grease, diapers, etc.). CFP-4.5 Discourage new, private domestic wells within the Spokane Valley City limits. CFP-4.6 New development must connect to public sewer and water. CFP-4.7 Consider grey water re-use and rainwater harvesting technology when and where appropriate and feasible. CFP-4.8 Encourage use of less water-intensive, native vegetation where possible. Solid Waste Goal CFG-5 Promote the reduction, re-use and recycling of solid waste. Policies CFP-5.1 Establish a City Hall recycling program to present a positive example of civic and environmental responsibility. CFP-5.2 Participate in updates to the Spokane County Comprehensive Solid Waste Management plan and support its implementation. CFP-5.3 Work toward reducing waste at City-sponsored events through the provision of recycling canisters and other means. Adopted April 25, 2006(Updated 06-06-2012) Chapter 4 -Capital Facilities Page 9 of 61 City of Spokane Valley Comprehensive Plan CFP-5.4 Provide links to reduction, re-use and recycling information on the City web site. CFP-5.5 Encourage the recycling of construction site waste. 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-6,2 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. CFP-6.5 Encourage the use of alternatives to impervious surfaces, including permeable pavers, pervious pavement, subsurface drainage chambers and garden roofs. CFP-6.6 Consider programs limiting the use of herbicides, pesticides and fertilizers containing phosphates or other harmful chemicals. 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-7.2 Land use regulations should allow siting of library facilities in locations convenient to residential areas. CFP-7.3 Work collaboratively with the Spokane County Library District to develop long- range library plans consistent with the Comprehensive Plan. Schools Goal CFG-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. CFP-8.4 Encourage educational and vocational institutions to develop programs that will result in local employment opportunities for graduates. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 10 of 61 City of Spokane Valley Comprehensive Plan CFP-8.5 Coordinate with school districts to use school facilities as community centers where appropriate, 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-10 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. Potential Annexation Areas Goal CFG-12 Provide capital facilities to serve and direct future growth within the City of Spokane Valley Potential Annexation Areas Policies CFP-12.1 Plan and coordinate the location of public facilities and utilities in the potential annexation areas CFP-12.2 Considering, in advance, property acquisition opportunities for future facilities including but not limited to parks, police facilities, stormwater facilities, greenbelts, open space, and street connections CFP-12.3 Coordinate with adjacent jurisdictions in developing capital improvement programs and studies addressing multi-jurisdictional issues 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 11 of 61 City of Spokane Valley Comprehensive Plan 4.4.2 Growth Assumption On June 9, 2009, the Spokane County Board of Commissioners (BoCC) approved a population allocation of 18,746 people for the City of Spokane Valley. The allocation is the amount of people the City can accommodate within its current municipal boundary. In addition, the BoCC approved a population allocation of 8,138 people for the unincorporated Urban Growth Areas (UGAs) adjacent to the City of Spokane Valley. The City of Spokane Valley has identified the adjacent UGAs as Potential Annexation Areas (PAAs). The City has identified existing service providers to help determine the effects on existing levels of service in the event of annexation. Capital facilities planning activities within these UGAs continue to be the County's responsibility. The following population data is used for capital facilities planning purposes: Table 4.4 Population Projection Year 20122013 294-82019 203-22033 Population 0-0144091 218 X30395.332 4067603106 668 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 criteria 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. 4.4.3 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. 4.4.4 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 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 12 of 61 City of Spokane Valley Comprehensive Plan 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 District(Assessment Bonds) Surface Transportation Program Bridge Replacement Funds Federal Grants Congestion Mitigation and Air Quality Improvement Program(CMAQ) 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 Interagency for Committee for Outdoor Recreation(IAC) State Grants/Loans Arterial Street Fund(Motor Fuel Tax) Urban Arterial Trust Account(UATA) Aquatic Lands Enhancement Account Hazardous Bridge Replacement Community and Economic Revitalization Board Water Pollution Control Fund Developer Contributions Other Donations Local Improvement Districts 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 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 13 of 61 City of Spokane Valley Comprehensive Plan 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,in the area where it is constructed. and the creation of a City Center. The location should be centralized and accessible to all citizens. a City Center. Locating a civic building, such-as City Hall, in the City Center would be a significant catalyst to creating a d' - - - -•- - - -- - - - - . 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. T" foI ewi taW e _ _ - • __- _• - - e approximately $1,000,000 of Real Estate Excise Tax revenue for Civic Buildings. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 14 of 61 City of Spokane Valley Comprehensive Plan Table 4.6 Gomm unity-Facllit+es-Ftnencieg-Plan-pelfare-in-T-neusanclsj Project 2012 -2-943 2044 241-6 201-6 2017 Fetal civis $09 $400 $400 $490 $400 $400 $2-3-07 €acA44 lies Revenue Source i General $387 $400 $400 $409 $400 $400 $23-97 Fund 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 j ., 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 , 'r ' ,ri ; management, The CWSP is updated as needed at the 1 '�� �i "r� C i R` direction of the Board of County Commissioners or the , `t. `.. -1 _ ' 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 systems provide service to 15 or more connections while Group B water systems serve fewer than 15 connections and fewer than 25 people per day.Group B systems serve 2 to 14 connections. Group B water systems are regulated under chapter 246-291 of the Washington Administrative Code (WAC). In 2009. the Governor and the Legislature set a new direction for regulating Group B public water systems by eliminating all state funding for this program and providing regulatory flexibility. They did this because Group B systems serve a small population, and the cost to provide regulatory oversight is relatively high. The law authorized the State Board of Health (Board)to: • Establish requirements for the initial design and construction of a Group B water system. This change allowed the Board to eliminate ongoing requirements after initial approval of the system. It also allows local health jurisdictions (health department or health district) to establish Group B requirements that are more stringent than state requirements. • The law also authorized the Board to eliminate some, or all, regulatory requirements for Group B systems serving four or fewer connections. The current rule only eliminates requirements for some one and two connection Group B systems. Spokane Valley has 25 Group A systems and 13 Group B systems providing water service within the City. A 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, Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 15 of 61 City of Spokane Valley Comprehensive Plan 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 criteria 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" rights, 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. 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 16 of 61 City of Spokane Valley Comprehensive Plan 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 how 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 rights 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 Districts 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 Current Residential Current Non Residential Storage Group A Systems Capacity Connections Connections {gallons) Bayou On Barker 4 — 0 Burger Royal ' 4 1 50 Carnhope Irrigation District 7 495 31 0 Central Pre Mix-Sullivan Rd 4 4 0 City Of Spokane' 59700' 0 Not reported Consolidated Irrig Dist 19 System 1 3349 196 2,750,000 Consolidated Irrig Dist 19 System 2 5168 125 2,200,000 East Spokane Water Dist 1 1700 94 1,277,000 Hutchinson Irrigation Dist#16 790 0 1,200,000 Honeywell Electronic Mfg LLC 0 1 0 Irvin Water District#6 1597 154 1,900,000 Kaiser Alum-Trentwood Works 0 — 2 21,200 Model irrigation Dist#18 2518 6 550,000 Modern Electric Water Co 7424 824 1,500,000 Orchard Avenue Irrigation Dist 6 1255 4 0 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 17 of 61 City of Spokane Valley Comprehensive Plan Table 4.7 Spokane Valley Water Purveyors-Group A Systems Current Residential Current Non Residential Storage Group A Systems Connections Connections Capacity (gallons) Pinecroft Mobile Home Park I 143 0 400 Puerta Vallaria 0 1 0 Spitfire Pub And Eatery 0 2 87 Spokane Business&Industrial Park 0 252 478,000 Spokane Co-Mirabeau Park 0 2 200 Spokane Co Water Dist#3 9788 426 6,880,000 Trentwood Irrigation District 3 1727 T 162 1,120,000 Vera Water&Power 9259 T 390 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 I Connections Holiday Trailer Court 12 Janzen&Janzen 1 Levernier Const,Water System 1 Mercer Trucking Co Inc 1 Middco Tool&Equipment 1 Systems Transport Inc 1 Tci Water System 6 Tds -- - --- - - ----- - 2 Union Pacific Railroad-Trentwood 1 Westco S Apparel Service 3 Western Structures Inc 2 WSDT-Pines Road Maintenance 1 Source: Washington State Department of Health I 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4-Capital Facilities Page 18 of 61 City of Spokane Valley Comprehensive Plan 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 Spokane Valley adopts by reference capital project and financing plans for all water purveyors providing service within the City of Spokane Valley. Fire Protection and Emergency Medical Service Fire protection and emergency medical services (EMS) are provided by Spokane Valley Fire Department (SVFD) and Spokane County Fire di'. District No. 8. SVFD serves over 90% of the Valley, while District 8 serves a few small areas in the southern part of the City (see Fire Districts Map ;,�e' I at the end of this chapter). Both districts serve the City with a full range of fire suppression and EMS ter= services. Spokane Valley voters chose to annex ' r - into SVFD and District No 8 in September, 2004. =t - W - Insurance Rating Fire departments 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 districts 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. SVFD has a Fire Insurance Rating of three (3) and District No. 8 has a Rating of five (5), both indicating excellent fire protection services. Inventory of Existing Facilities and Apparatus The Fire Districts Map shows the location of fire stations and service area boundaries for SVFD, District No. 8 and surrounding fire protection districts. All fire agencies have mutual aid agreements to assist each other in major emergencies. SVFD 2011 apparatus inventory includes 10 Type I Engines, 3 Type II Engines, 3 Class A pumper/ladders, three brush trucks and other miscellaneous vehicles for staff, training, rescue, maintenance, prevention and command. SVFD has ten stations, including seven within the City of Spokane Valley. Locations of the stations are as follows: Table 4.9 Spokane Valley Fire Department Station Locations Station 1* 10319 East Sprague Station 2 9111 E Frederick Station 3 2218 North Harvard Station 4 22406 East Wellesley Station 5* 15510 East Marietta Station 6* 6306 East Sprague Station 7* 1121 South Evergreen Station 8* North 2110 Wilbur Station 9* East 12121 32"d Greenacres Station* East 17217 Sprague Adopted April 25, 2006 (Updated 08-06-2012) Chapter 4 -Capital Facilities Page 19 of 61 City of Spokane Valley Comprehensive Plan Table 4.9 Spokane Valley Flre Department Station Locations * Inside Spokane Valley City Limits 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 wild land brush engines. Station 85 has one Class A engine and one wild land brush engine. Level of Service The Level of Service goals for response time are described in SFVD's Standard of Cover. SVFD's Standard of Cover is consistent with the regionally adopted minimum level of service for fire protection and emergency services. The following table shows the number of calls per year. Table 4.10 Spokane Valley Fire Department City Responses Year 2006 2007 2008 2009 2010 2011 2012 City Responses 81 270 9,144 10=080 9,480 9,394 9.063 10,141 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 sprinklers. • 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 SVFD and 8 meet the minimum countywide level of service standards. Forecast of Future Needs The northeast area of the City is underdeveloped at present but as the City grows over the next ten to fifteen years, SVFD recognizes that a new station will need to be constructed to provide an adequate level of service. Station 11 will be constructed at Barker and Euclid. Locations and Capacities of Future Facilities Station No. 11 will be located in the vicinity of Barker and Euclid and will have 3 bays with fire apparatus. Construction for Station 11 is tentatively planned for 2016 or when growth in the area will support the investment and ongoing costs. Capital Projects and Financing Plan SVFD is a junior taxing district and 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 voters served by SVFD. 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 SVFD planned capital expenditures. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 20 of 61 City of Spokane Valley Comprehensive Plan Table 4.11 SVFD Capital Projects Plan Project 20132 20143 20154 I 20166 20176 E 20187 Total Pre District No. 6 (Roconc#bst+ea X00 I $0 $0 $0 I $0 $,0 $1,600 Fire Station No. 11 (New construction) $0 $0 $0 $0 $1,800 $0 $1,800 Total I $17600 $0 $0 $0 $47800 } $0 X400 (Amounts are times$1,000) 4.4.9 Library Service Library services are provided by the Spokane County VALLEY Library District, which serves the unincorporated county and eleven of its thirteen cities and towns. The District II - = e - - erv-ice_Spokane County Library District is a municipal corporation established gll A 9 • Ud{PQ/'L El by voters in 1942 under provisions of RCW 27.12.040. . 3,uO An independent special purpose district, SCLD's sole 1111111 purpose is to provide public library services to the unincorporated county and affiliated municipalities. A Es6thAY five-member Board of Trustees appointed by Spokane • County Commissioners governs the District. A Board-appointed library director serves as chief administrator. and upon incorporation, the City of Spokane Valley contracted with the District for continued service for-its residents. In a May 2005 special election, eighty seven percent of voters 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 22,950 square feet, including branch administrative space. The District has two other libraries within the greater Valley area located at 4322 North Argonne and 22324 East Wellesley in Otis Orchards. As of ley-2-0-1-9January 2013, approximately 2,3700936 000 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 borrowing agreement with the City of Spokane with over 1,500 1,600 Spokane Valley residents having a Spokane Public Library card. Library-F-ae-141ty-M-aste-r-RI-an in March 2098 voters defeated a proposal to establish a p -., _. - -_ -et. _• - _ _ Capital Facility area t- _ _ - 9* **- _• __•_- .r constru- •.• _ . _ • - - - - - ranch in the eastern area of the Cite-.P• - ---- -- • - -- -e - cupital facilities planning prose-r - • = - -- -rea, resulting in the July 2010 Board of -- -et _ _ _ - ! -_ brary Facilities Master Plan (LFMP). Using 2031 population estimates based on Spokane Co-- ' 1 _... _ _• - _-- _ , _ •- •- -- -•_ #tit _ .- • _.• _ . - . __ .phis service areas: the Greater Spokane Valley, North LFMP development included community research (custom- _•_ -e••••-•• _ - --• , feeus-greupe, and community leader intepfi- - ; -__- - _ . e • - • _ - - - . -3••- - _, - -- - - - - - - - ; -•0 - -- is input p -. - - . --- - - -- _ • - - - _ - • • _ •- -ddition of three new branches, and remodel'•- - _- _ - _ • _ • _ - - - - --- - --',- ••'Ilion (2010 dollars). Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 21 of61 City of Spokane Valley Comprehensive Plan 9f-SeMs-e for the overall District, with a target 0.5 square feet per capita�,,ith n-each of the five geographic Forecast of Future Needs The LFMP uses a 2031 Spoken- - - _• - _ - _ e= ••e - - - . e•"- GO' • - e pekane Valley's GMA population allocation for growth within the existing City limits. The District recognizes that new library facilities need to be built inside Spekaae Val - e e . -e-e-- - _ -ervices to its residents. Future facilities will be divided' bet ; Loca _ - • ' . _ • . _' - A new main branch to replace the existing Spokane Valley Library should contain about 50,000 Spragu- -e - --• '- e. • ..•.1 • ?e-e-, e e - • - --- - -•: on District owned property on Conklin Road, immediately south of Sprague Avenue. A second new branch to serve the South Valley should be built between Dishman Mica and Evergreen Roads on er mediately south of 32`d • . - . . • • - • • • •g-Rfar The-future main bran.• ' - - _ e -=- _ _..6-na-ill1841--i 0-cellars; the-neighbarhaecl-branch we614d-cost about $5.1 million each. Besides construction costs and fees, the estimates include - • - - ._ , - ' -, ..e . . - ' _ -._ _ - _e •gation bonds are the normal financing method for library projects of this size. -• -- _. - , -n proposes a three phase capital impreve ent scTr schvhedule District-wide bond election to carry out the propesed-projects is early 2013, which for purposes of the schedule is Year 1. Phase 1: Years 1 to 4 .—Cornplete-property-burchase-s (Year 1) Phase 2: Years 3 to-13 •, __ _ _ , -•_ e "•• • -_ _-d branch (Years 3 5) • Sell existing Spokane Valley branch (Year 5) .---Design, construct, and open new South Valley branch (Years 6 8) Table 4.12 Spokane County Library District cix y ar Capital Projects and-Flnaneing Plan (A:°wanes a 2013 bond i'cue approval} - P-xaleat 2012 2443 2044 1 2046 2016 204 7 Total New-y Libr ae $9 cif $300 $7-;330 $-7-380 $9 $4-6781-0 Valley Libratj+ $O SO $0 $280 $2746.0 $2,453 $5,108 Wbfary New-South-Valley i $0 mat, $0 $9 $0 $9 $209 Nf3r�y+ City of Spokane Valley Comprehensive Plan Go-Bonds $0 $0 8-800 $7,580 $91830 $2-400 -201-660 Total $0 ! $47600 1 $800 $77880 j $97830 $24&0 $22,160 *These expenses ore reimbursable-fsecn-+toter appce f-1 oad-funds, The So-uth-Valley-L-}brary's desigf senstr ction,and opening is in 2018 2020,outside the Six Year Plan The Library District will coordinate with the City of Spokan- •_ - A4g building sites, pianni-ng-tne-band-iesue-election, in carrying out design-and-construction of the new libraries. As the LFMP is updated, this Capital Facilities Plan will-be of e d-te-ine r crate future images: Operational--Cost& Th- g - . - . .- •t-4 --design--and--eentinuing sta{�sductivity -- - - - -•- - - --ch can be operated at normal District funding levels of 50 cents per$1,000 of assessed-valuation, Library Facility Master Plan The Spokane County Library District currently provides library services to the residents of Spokane Valley primarily from a 22,950 SF library. The Spokane Valley Library was built in 1955 and expanded in 1986. The Spokane Valley Library is one of the busiest libraries in Washington. In March 2008, voters defeated a proposal to establish a proposed Greater Spokane Valley Library Capital Facility area and to issue General Obligation Bonds for construction of a new main library and a new neighborhood branch in the eastern area of the City. The District subsequently undertook a capital facilities planning process for its entire service area, resulting in the July 2010 Board of Trustees approval of a 20-year Library Facilities Master Plan (LFMP). The LFMP proposed a capital investment totaling $50.8 million (2010 dollars). In 2013, the Board of Trustees approved a Strategic Plan to guide allocation of resources to support programs and services that are responsive to community needs. The Plan is based upon community conversations held in every library facility along with interviews with individuals actively engaged in the co mmunity. The plan identified four service response priorities for the next three to five years. • Create Young Learners • Support Job Seekers & Local Businesses • Inspire people of all ages to discover plan and learn • Connect Community As part of the planning process the Board of Trustees took a fresh look at the LFMP. They recognized that the changing role of public libraries and the current economic environment required a critical evaluation of all future building projects. New facilities will support early learning, workforce development, creative learning and community connections by being open, flexible spaces that adapt to changing roles and emerging services. With the increasing use of digital content and the emerging role of library as a place to gather, meet and exchange information, the physical library is an information commons as well as community knowledge center. Future Facilities for the City of Spokane Valley The existing Spokane Valley Library has served residents of the valley for nearly 60 years. The split design is not efficient and the layout does not meet current needs. In 2012, the District entered into an agreement with the City of Spokane Valley to purchase 8 acres on Sprague between Farr and University adjacent to Balfour Park, A jointly funded site plan that will include a one story 30,000 SF library placed within a City park was initiated in 2013. The goal is to develop a park with amenities to enhance the library experience and create a welcoming civic destination. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 23 of 61 City of Spokane Valley Comprehensive Plan The District also owns property south of Sprague along Conklin Road and intends to build a 12,000- 15,000 SF library. The building will offer an open, flexible floor plan providing meeting rooms, study rooms, children's learning areas, information commons and space to browse library materials. The combined square footage for library facilities in the City of Spokane Valley is planned to be between 42,000-45,000 SF. The agreement with the City of Spokane Valley allows the District up to five years to begin building on the Sprague property. The Board of Trustees is currently evaluating the possibility of putting a proposal before the voters in 2014 to fund the capital investment in two libraries that will be built within the City of Spokane Valley. If successful, the District would break ground in 2015 on the first building and shortly after on the second. Operational Costs The Library District anticipates that efficient building design and continuing staff productivity, improvements, a larger Spokane Valley Library and an eventual new branch can be operated at normal District funding levels of 50 cents per$1,000 of assessed valuation. 4.4.10 Parks and Recreation ; rFrw ' r . . Spokane Valley has a wide range of recreational a 1A ?�•opportunities available to residents and visitors. City "11 a._ parks, school play fields, golf courses, trails, County .. � i., _ ; parks and conservations areas are all within close D 411; >� ;, ,�v v, t� vicinity to Spokane Valley residents, r — _ The City provides a system of local parks that is by the Spokane Valley Parks and Recreation Department. The Parks Department is in 1 the process of developing a new Parks, Recreation, s " 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. Table 4.13 Spokane Valley Park Facilities Spokane Valley Parks Acreage Status Neighborhood Parks Balfour Park 2.86 Developed Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 24 of 61 City of Spokane Valley Comprehensive Plan Table 4.13 Spokane Valley Park Facilities Spokane Valley Parks I Acreage I Status Browns Park 8.03 Developed Castle Park 2.71 Minimally Developed Edgecliff Park 4.74 Developed Greenacres Park 8.3 Developed Terrace View Park 9.24 Developed Subtotal 35.88 Community Parks Valley Mission Park 21.91 Developed Subtotal 21.91 Large Urban Parks Mirabeau Point Park i 41.91 Developed i Subtotal 41.91 Special Use Areas Park Road Pool 2.00 Developed Sullivan Park 16.07 Developed CenterPlace 13.60 Developed Subtotal 31.67 Undeveloped Park Land i Myrtle Point Park 31.07 I Undeveloped Valley Mission Park(South) 7,22 Undeveloped Valley Senior Center 2,09 i Undeveloped Subtotal 40.38 Total Park Acres 171.75 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 LOS standard for parks that reflects the expressed need and desire of our community. ., ,r,'. The National Recreation and Parks Association ti►, ii, suggest that cities adopt LOS standards for ,.t i ,�^ ` e ,, different park types, such as mini (pocket) 1 neighborhood, community and major parks i ., , 0, ./ , s l Spokane Valley does not have a well-developed �; . '` ''', '` ', , -1 . park system and will use total City-owned park ri '"' � 9� acres for its LOS measurement. o?.` ' .4!, ; In 2006, Spokane Valley adopted a LOS of 1.92 -. acres/1000 people as its minimum LOS standard, =: ,..1 #`" �k Spokane Valley recognizes that schools, i`', .- f' t churches, natural areas and commercial - �"' " Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 25 of 61 City of Spokane Valley Comprehensive Plan 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 accommodate an additional 16,'19315,118 people over the next 20 years within the current City limits. In order to maintain the adopted LOS of 1.92 acres/1000 people, Spokane Valley would have to add about 35-31 acres of park land over the next 20 years, with 11 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 Total Park Acres Acres Required at Year Population Available 1.92 acres/1000 Net Deficiency Acres 23122013 I 90,110550 171.75 173.3486 1.262.11 234x120191 95,3333321 171.75 1823.04 11.2329 233220331 106,6-335 668 I 171.75 204682.88 32,9331.13 *Assumes 20•year growth of 16,49315,118 people Locations and Capacities of Future Facilities In order to maintain the adopted 1.92 acres/1000 level of service standard, Spokane Valley would need to add .13 11 acres of park land by the year 20172019. 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 20132 20143 20154 I 20166 20176 20187 Total Park Improvements I $100 I $100 $100 $100 $100 $100 I $600 Total 1 $100 I $100 $100 $100 $100 $100 I $600 Revenue Source General Fund $50 $50 $50 $50 $50 ! $50 _I $300 REET#1 I $50 $50 $50 $50 $50 $50 $300 Grants I $0 $0 $0 $0 $0 $0 $0 Total I $100 $100 $100 $100 $100 1 $100 $600 4.4.11 Public Safety Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 26 of 61 City of Spokane Valley Comprehensive Plan 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 2011 totaled over$$15.3 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, 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 Spokane County District Court. Spokane Valley is served by four S.C.O.P.E. stations, shown in the following table. Table 4.18 Spokane Valley S.C.O.P.E stations Neighborhood Location Neighborhood Location University 1 10621 East 15th Trentwood 2400 N.Wilbur#79 Edgecliff 522 S.Thierman Rd. Central Valley 115 N.Evergreen Rd. 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 Sheriff's 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. 4.4.12 School Facilities Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 27 of 61 City of Spokane Valley Comprehensive Plan 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. Table 4.19 Central Valley School Inventory Elementary School I Sq.Ft.Area Capacity Adams 146,879 521 Summit(Formerly Blake) 34,823 436 Broadway 40,648 499 Chester 38,388 480 Greenacres 55,875 680 Keystone 33,669 421 Liberty Lake 60,477 756 McDonald 146,504 563 Opportunity 142,388 521 Ponderosa 51,377 642 Progress 37,573 452 South Pines 45,956 499 Sunrise 53,673 662 University 37,867 455 Total Elementary Permanent Facilities 626,097 7,587 Junior High Schools Sq.Ft.Area Capacity Bowdish 174,738 743 Evergreen 1 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 i Capacity Central Valley 239,540 1,988 University 239,540 1,986 Total Senior High Facilities 479,080 13,974 Source: Central Valley School District Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 28 of 61 City of Spokane Valley Comprehensive Plan Table 4.20 East Valley School Inventory Elementary School Sq.Ft.Area Capacity East Farms 47,047 579 Otis Orchards -- 51,789 829 Skyvlew 42,140 509 Trent 58,482 713 Trentwood 47,274 573 Total Elementary Permanent Facilities 246,732 3,003 Junior High Schools Sq.Ft.Area l Capacity East Valley 84,561 831 Mountain View 82,544 816 Total Junior High Permanent Facilities 167,105 1,647 Senior High Schools Sq.Ft.Area I Capacity East Valley 203,248 1,686 Total Senior High Facilities 203,248 1,686 'Source: Washington State Superintendent of Public Instruction 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 34,094 426 Pasadena Park 34,002 425 Seth Woodward 35,941 449 Total Elementary Permanent Facilities 164,641 l 2,058 Middle Schools Sq.Ft.Area Capacity Centennial 89,870 875 West Valley City School 30,258 y y 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 Total Senior High Facilities 163,030 1,323 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 29 of 61 City of Spokane Valley Comprehensive Plan !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 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 Student School Attendance Area Enrollment 2005 Enrollment in Increase 2008-2009 Elementary Schools Broadway 492 517 25 Progress 291 311 20 Opportunity 339 366 27 Adams 466 503 — 37 University 419 435 16 South Pines 331 332 1 McDonald 356 364 8 Sunrise 490 ! 532 42 Ponderosa 334 337 3 Chester 1 322 352 30 Greenacres 588 686 98 i I Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 30 of 61 City of Spokane Valley Comprehensive Plan Table 4.23 Central Valley Enrollment Projection tudent New Projected Student , Student School Attendance Area Enrollment 2005 Enrollment in 2008.2009 Increase Liberty Lake 727 876 149 Total 5155 ! 5611 456 Middle Schools North Pines 525 551 26 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 Bottelli,Spokane County GIS 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 I 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 7- 8 1,800 1,823 1,819 1,817 1,899 1,942 1,900 1,897 9,926 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 1 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 I Actual Enrollment Projected Enrollment i Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 31 of 61 City of Spokane Valley Comprehensive Plan Grade 2001 2002 2003 2004 2005 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 I 4,588 4,443 4,355 I 4,168 4,057 T3,955 3,900 T3,795 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 Actual Enrollment Projected Enrollment Grade ! 2001 2002 2003 2004 2005 2006 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 7-8 545 566 575 528 542 i 560 567 503 519 589 9-12 1,469 1,502 1,503 1,534 1,510 1,538 1,554 1,559 f 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 Source: Washington State Superintendent of Public Instruction 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 $35 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. 4.4.13 Sewer Service Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 32 of 61 City of Spokane Valley Comprehensive Plan Background In 1980, Spokane County initiated the Septic Tank Elimination Program (STEP) to bring sewers to houses and businesses located in the Aquifer Sensitive Area (ASA). Since that time, approximately 25,000 residences and businesses in the greater Spokane Valley area have been connected to the County's sewer system. The STEP will be completed in 2012. Residences and businesses with sewer available will be required to connect to the public sewer system by 2015. Upon incorporation, the City of Spokane Valley entered into an interlocal agreement giving Spokane County lead agency authority to provide sewer service. In 2009 another interlocal agreement was adopted which established a wastewater management advisory board and gave Spokane County the exclusive authority to provide sewer service to the City of Spokane Valley. Comprehensive Wastewater Management Plan In 1996, the County adopted the 1996 Comprehensive Wastewater Management Plan Update (1996 CWMP). The intent of the 1996 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 again updated the CWMP, which focused on reprioritizing the remaining STEP projects under an accelerated construction schedule, policy updates, and addressing conformance with the 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). Spokane County will update the CWMP in 2012. Spokane Valley adopts by reference the most current CWMP. Wastewater Facilities Plan Spokane County adopted a Wastewater Facilities Plan (WFP) in 2002 that identified wastewater facilities and programs required to meet the long-term wastewater treatment 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. The WFP was updated in 2006, 2007. It was approved by the Department of Ecology in 2008. The Plan was again updated in 2010. This Plan is in its implementation phase, with the recent completion and start-up of a new regional water reclamation facility. Spokane Valley adopts by reference the most current WFP. Wastewater Treatment In 1980, Spokane County and the City of Spokane signed an interlocal agreement wherein the County agreed to purchase ten million gallons per day (mgd) of capacity in the City's Riverside Park Water Reclamation Facility (RPWRF). Spokane County is currently using approximately 3 MGD of this capacity, as a result of the new Spokane County Regional Water Reclamation Facility (SCRWRF) coming on line recently. Wastewater from the City of Spokane Valley is now conveyed through Spokane County's sewer system to the recently completed SCRWRF, This facility is at the old Stockyards site north of 1-90 and east of Freya. The SCRWRF has a capacity of 8 million gallons per day (MGD) and produces effluent meeting Class A Reclaimed Water Standards prior to discharge into the Spokane River. In the future, when the flow from the Spokane Valley area exceeds 8 MGD, the additional flow will be directed to the City of Spokane Riverside Park Water Reclamation Facility (RPWRF) for treatment and discharge into the Spokane River, until the capacity of the SCRWRF is expanded. The site will support expansion of the SCRWRF up to 24 MGD in 4 MGD increments. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 33 of 61 City of Spokane Valley Comprehensive Plan The SCRWRF was designed and constructed by CH2M Hill, pursuant to a "Design-Build-Operate" contract with Spokane County. The contract provides for up to 20 years of facility operation by CH2M Hill. Inventory of Existing Facilities Sewer facilities within Spokane Valley are a system of pipes and pumping stations that move untreated sewage to two main interceptor lines. The interceptors are known as the Spokane Valley Interceptor (SVI) and North Valley Interceptor (NVI). These interceptors then convey the sewage to the County's SCRWRF through pumping stations or to the City's RPWRF by gravity flow. Major elements are summarized as follows: Interceptor Sewers: 32 Miles Major Pump Stations: 6 Collector Lines: 455 Miles Local Pump Stations: 10 Level of Service The Regional Minimum Level of Service Standards state that incorporated areas will be provided with wastewater collection and transport systems in accordance with the adopted sewer concurrency requirements of the jurisdiction. Spokane Valley requires all new development to be served with public sewer. Only existing residential, commercial and industrial lots may be served by septic systems/drain fields (approved by the Spokane County Health District) and only if public sewer is unavailable. Forecast of Future Needs Spokane County currently has about 37,500 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 sewer service rates. Spokane County assigns one ERU to each 800 cubic feet of water use per month, or about 200 gallons per day. The 37,500 customers account for about 52,900 ERU's, based on an average of 1.41 ERU's per account. The following table shows that there are about 24,800 accounts within the City of Spokane Valley, representing approximately 71% of the County's total ERU's. Table 4.30 Current Spokane County Sewer Customers and ERU's Customer Type City of Spokane Other County Service Total for County Valley Areas Service Areas Accounts ERU's Accounts ERU's Accounts ERU's Single Family 20,860 20,860 11,820 11,820 32,680 32,680 Duplex and 2,160 9,220 610 2,290 2,770 11,510 Multi-Family Commercial 1,767 7,210 270 1,230 2,037 8,440 Mobile Home 13 270 0 0 13 270 Parks TOTAL 24,800 37,560 12,700 15,340 37,500 52,900 Source: Spokane County Utilities Department I Note that the number of accounts in the next three years is expected to increase substantially, due to the County's continuing emphasis on the enforcement of sewer connection deadlines within the Septic Tank Elimination Program areas. Anticipated growth in the number of accounts for the Spokane County sewer system overall is reflected by the following projections: Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 34 of 61 City of Spokane Valley Comprehensive Plan YEAR No. of Accounts No. of ERUs 2012 38,900 54,800 2013 40,500 57,100 2014 42,100 59,400 Locations and Capacities of Future Facilities Sewer Construction The County's Septic Tank Elimination Program (STEP) will be completed in the late spring of 2012. The purpose of the STEP 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 District and other regulatory agencies. The Sewer Projects Map found at the end of this chapter shows the areas where sewer has been extended as a part of the STEP program. 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 projects that would extend public sewer to this area. New Wastewater Treatment Plant The Spokane County Water Reclamation Facility (SCRWRF) was completed in 2011. The new plant has a current capacity of 8 MGD. It is projected that this capacity will last until approximately 2030. Additional phases will likely be made in 4 MGD increments. The SCRWRF site can be expanded to 24 MGD to accommodate up to 50-years of anticipated future growth. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 35 of 61 City of Spokane Valley Comprehensive Plan Capital Projects and Financing Plan Wastewater Treatment Spokane County has programmed capital expenditures for its share of upgrading the City of Spokane Riverside Park Water Reclamation Facility (RPWRF) for the years 2011-2016, per the Six- Year Sewer Construction Capital Improvement Program. The upgrades must be undertaken to meet State and Federal effluent quality requirements. In 2011, Spokane County completed Phase 1 of the SCRWRF at a cost of$173 million. Phase 2 is estimated at$42 million (in 2011 dollars)for an additional 4 MOD of capacity. Spokane Valley adopts by reference the most current Spokane County Six-Year Sewer Construction Capital Improvement Program. Sewer Construction The Sewer Projects Map, as presented in the County's Six-Year Sewer Construction Capital Improvement Program, shows the location of the sewer projects planned in the Spokane Valley, both inside and outside the City boundary. Note that no specific new projects are currently planned, due to the completion of the Septic Tank Elimination Program in early 2012. Spokane Valley will continue to support the replacement of septic systems with public sewers and will consider the feasibility of extending public sewer to currently un-served commercial and industrial areas to encourage economic development and job creation. 4.4.14 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 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 36 of 61 City of Spokane Valley Comprehensive Plan 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. 4.4.15 Stormwater Facilities Stormwater runoff in Spokane Valley flows to a combination of public and private facilities. In developed areas, runoff infiltrates into the ground or flows to 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 City owned 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. 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 7,200 drywells, 1900 bio-infiltration swales, 61 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 32" Ave., was constructed as a part of a road project and provides a disposal point for water flowing from Chester Creek. The inventory does not reflect stormwater structures located on private properties that do not serve the public street drainage system. 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: "Flooding of property outside designated drainage-ways, defacto drainage-ways, easements, flood zones or other approved drainage facilities, during the design precipitation or runoff event prescribed in the standards of the governing local agency or jurisdiction, shall be prevented within the reasonable probability afforded by such standards. Impact to buildings and accessory structures shall be avoided to the maximum extent practicable by evaluating the effects of a100-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, stormwater runoff and infiltration." 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 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 37 of 61 City of Spokane Valley Comprehensive Plan 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 $21 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$1.8 million annually. 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 "0"; 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 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 2014 2030 20102016 Intersection Count Control 7008 2014 Mitigated 2030 Mitigated Protect LOS LOS LOS LOS LOS identifier 4th/Adams 2007 4-way stop A A A 4th/Bowdish 2007 2-way stop 0 0 E 4th!Carnahan EST-2008 2-way stop A A A Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 38 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2414 2014 2030 2030 2010-2015 Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier 4th/Dishman Mica EST-2008 2-way stop C D D 4th/Evergreen 2006 2-way stop E E F 4th/Farr EST-2008 2-way stop B B B 4th/McDonald 2007 2-way stop C D F 4th/Park 2008 2-way stop B C F 4th/SR 27 EST-2008 2-way stop D D E 4th/Sullivan 2007 Signal B B B 4th/Thierman 2007 4-way stop A A B 4th/University 2008 Signal B B B 8th 1 Adams 2007 4-way stop A A A 8th/Barker 2005 2-way stop B B C 8th/Bettman EST-2008 2-way stop C C C Bowdish 8th/Bowdish EST-2008 2-way stop C D D ID D TVVLTL from 8th-32nd 8th/Carnahan 2005 4-way stop B B F 8th/Dishman Mica 2008 Signal B B B 8th f Evergreen 2006 Signal A A A 8th/Farr 2007 2-way stop B B C Adopted April 25, 2006(Updated 06-06-2012) Chapter 4 -Capital Facilities Page 39 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010-2015 intersection Count Control Mitigated Mitigated Project LOS LOS LOS LOS LOS Identifier 8th/McDonald 2007 2-way stop C D F 8th I Park 2008 2-way stop B B E 8th/SR 27 2001 2-way stop C D E 8th/Sullivan 2007 Signal B B B 8th/Thierman EST-2008 2-way stop C C C 8th/University 2008 Signal A A A 16th/Adams 2008 4-way stop A A A Bowdish 16th/Bowdish 2008 4-way stop B C C 0 C TWLTL from 8th-32nd 16th/Carnahan EST-2008 2-way stop B B B 16th/Dishrnan Mica 2004 Signal B B C 16th/Evergreen 2006 Signal A A A 16th/McDonald 2008 4-way stop A A C 16th/Pines 2008 2-way stop E F A F B TBD"*" 16th 1 Saltese EST-2008 2-way stop B B B 16th/SR 27 2008 Signal C C A E B TBD*** 16th 1 Sullivan 2004 Signal B B C 16th 1 University 2009 Signal B B C 24th/Adams 2007 4-way stop A A A Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4- Capital Facilities Page 40 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010-2016 Intersection Count Control Mitigated Mitigated Project LOS LOS LOS LOS LOS Identifier 24th 1 Blake EST-2008 4-way stop A A A Bowdish 24th/Bowdish 2007 2-way stop C C C C C TWLTL from 8th-32nd Evergreen 24th/Evergreen 2008 4-way stop A A A B A TWLTL from 16th-32nd 24th I McDonald EST-2008 2-way stop B B B 24th/Pines EST-2008 2-way stop B B B 24th I SR 27 2007 2-way stop C C E 24th/Sullivan 2008 Signal B C C 24th/University EST-2008 2-way stop A A A 32nd/Bowdish 2005 Signal B B B B B 32nd/Dishman Mica EST-2008 2-way stop B B B 32nd 1 Evergreen EST-2008 2-way stop B C C C E 32nd/Pines 2005 Signal B B C 32nd/SR 27 2005 Signal B C E 32nd I University 2005 Signal A B B 44th/Schafer EST-2008 4-way stop A A A Appleway /Barker 2005 Signal C ID F Appleway /Dishman Mica 2008 Signal B B B Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 41 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010.2015 Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier Appleway /Farr 2008 Signal A A A Appleway /Park 2008 Signal B B C Appleway I Thierman 2005 Signal D 0 F Appleway I University 2008 Signal B B B ** Appleway /Vista 2008 Signal A A A Blake/SR 27 EST-2008 2-way stop B B B Broadway/Adams 2005 2-way stop D 0 E Broadway 1 Argonne 2008 Signal B B 0 Broadway/Barker EST-2008 2-way stop B B B Broadway/Bowdish 2005 Signal A A A Broadway/Conklin 2009 2-way stop C C E , Broadway/Evergreen 2005 Signal D D D Broadway/Fancher 2007 Signal C C A Broadway/Farr EST-2008 2-way stop C C C Roundabout Broadway/Flora 2008 2-way stop C F A F B Moore to Flora Broadway 1 Heacox 2009 2-way stop C C D Broadway I McDonald 2005 Signal A A A Broadway/Mullan 2008 Signal B C D Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 42 of 61 City of Spokane Valley Comprehensive Plan Table 4.35 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010-2015 Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier Park Road Broadway/Park 2008 Signal 0 D C F D Broadway- Indiana Broadway/Pines 2009 Signal C C C Broadway/Sullivan 2007 Signal C C C Broadway/University 2007 Signal A A A Broadway/Vista 2007 Signal A A A Broadway/Yardley 2006 2-way stop B B C Buckeye/Park EST-2008 2-way stop A B B Buckeye/Vista EST-2008 2-way stop B B B Dishman Mica 1 Bowdish 2005 Signal B B C Euclid/Park 2005 2-way stop B B B Euclid 1 Sullivan 2006 4-way stop C C C Euclid-West 1 Barker 2004 2-way stop B B E Euclid-East/Barker EST-2008 2-way stop B B B Euclid-West 1 Flora 2007 2-way stop B B B Euclid-East 1 Flora 2007 2-way stop B B C Indiana/Evergreen 2009 Signal B B B Indiana 1 Mirabeau 2009 Signal A B B Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 43 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 1 2008 2014 2014 2030 2030 2010.2015 1 intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier Knox f Argonne 2008 Signal C C ID Knox/Vista EST-2008 2-way stop B B B Mansfield I Mirabeau 2009 2-way stop C C C Mansfield/Pines 2008 Signal C C D Mirabeau/Pines 2008 2-way stop F F A F B Install Signal Mission/Adams 2005 2-way stop B B B Mission I Argonne 2005 Signal B B C Mission/Bowdish 2005 2-way stop D D F Roundabout Mission/Flora 2009 2-way stop A F A F A Indiana Extension Mission/McDonald 2006 Signal A A A Mission/Mission Conn. 2008 2-way stop B C C Mission/Mullan 2005 Signal B B B Park Road Mission/Park 2006 Signal B C B D C Broadway- Indiana Mission I Pines 2007 Signal D D E Mission 1 Sullivan 2005 Signal B B B Mission/Thierman EST-2008 2-way stop B B B Mission/University 2008 2-way stop C D F Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 44of61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2014 2030 2010-2018 Intersection, Count Control 2008 2014 Mitigated 2030 Mitigated Project LOS LOS LOS LOS LOS Identifier Mission Conn.l Evergreen 2007 Signal A A A Montgomery/Argonne 2008 Signal 0 D 0 E D Argonne I-SO to Trent Montgomery 1 Mansfield 2008 ROB A C C Montgomery/University 2007 2-way stop C D E Rutter/Park 2003 2-way stop B B C Saltese I McDonald EST-2008 4-way stop A D E Saltese/Sullivan 2008 2-way stop C F B F B Install Signal Schafer/Dishman Mica 2008 Signal B B F Sprague/Adams 2008 Signal B B B Sprague I Appleway 2006 Signal A B B Sprague I Argonne 2008 Signal B B B Sprague/Barker 2008 4-way stop A F B F C Install Signal Sprague/Bowdish 2008 Signal C C C . Sprague/Conklin 2009 Signal A A A Sprague/Evergreen 2006 Signal C C C "' Sprague/Fancher 2007 Signal D D D Sprague/Farr 2008 Signal A A A Sprague 1 Flora 2005 Signal B B D Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 45 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010-2015 Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier Sprague 11-90 WB On Ramp EST-2008 Signal A A A Sprague/McDonald 2009 Signal C C D *` Sprague I Mullan 2008 Signal B B B Sprague!Park 2008 Signal B B A Sprague/Pines 2008 Signal D D D ** Sprague 1 Progress 2008 Signal B B B Sprague/Sullivan 2008 Signal D D E Sprague/Thierman 2005 Signal B B B Sprague!University 2008 Signal 0 D D ** Sprague/Vista 2008 Signal B B A Thorpe/Dishnian Mica. EST-2008 2-way stop B B B Thorpe!Madison 2007 2-way stop A A B Trent/Argonne 2008 Signal D 0 E Trent/Barker 2007 2-way stop D 0 F FIB West Trent TWLTL Trent 1 Evergreen 2008 Signal B B B BTV- Trent I Flora 2003 2-way stop E E F F Eliminate NB Movement Trent/McDonald 2007 2-way stop C D F Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 46 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2008 2014 2014 2030 2030 2010.2015 Intersection Count Control LOS LOS Mitigated LOS Mitigated Project LOS LOS Identifier BTV- Trent/Park 2008 Signal B B F B/C Reconfigure Intersection Trent/Pines 2009 Signal C D F Trent/Progress 2007 2-way stop C C E Trent/Sullivan-N Ramp 2007 Signal A A A Trent/Sullivan-S Ramp 2007 Signal A A A BTV- Trent/University 2008 2-way stop C C -- Eliminate Intersection Trent/Vista 2008 Signal B B B Wellesley/Evergreen 2005 4-way stop A B B Wellesley/McDonald 2009 4-way stop D E F Wellesley/Progress 2007 4-way stop B B A C A Bigelow Gulch Bigelow Wellesley/Sullivan 2007 4-way stop C C B D C Gulch Install Signal State Controlled Intersections Broadway/Thierman 2009 Signal A A A Broadway/1-90 WB Ramp 2009 Signal A A A Broadway/1-90 EB Ramp 2009 Signal B B B Argonne/1-90 WB Ramp 2008 Signal B B C Argonne/1-90 EB Ramp 2008 Signal B B C I Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 47 of 61 City of Spokane Valley Comprehensive Plan Table 4.36 Intersection Level of Service Analysis 2014 2030 2010.2016 Intersection Count Control 2008 2014 Mitigated 2030 Mitigated Project LOS LOS LOS LOS LOS Identifier Mullin/1-90 WB Ramp 2008 Signal B B B Mullin/1-90 EB Ramp 2008 Signal C C C Indiana/Pines 2008 Signal D D E Pines/1.90 EB Ramp 2008 Signal C E E Evergreen/1-90 WB Ramp I 2009 Signal C B B Evergreen/1-90 EB Ramp 2009 Signal B B B Indiana/Sullivan 2007 Signal C D D Sullivan/1-90 WB Ramp 2006 Signal B B C Sullivan/1-90 EB Ramp 2006 Signal E E F Indiana/1-90 WB Ramp 2006 Signal B B B Barker/1-90 WB Ramp EST-2008 Signal A F F Barker/1-90 EB Ramp EST-2008 Signal B D E Note: See Table 4.38 for a listing of capital improvement projects. *Includes volumes from Bigelow Gulch Road project `*Intersection may be impacted by Appleway Extension project,but analysis was not completed due to uncertainty of ROW ***Improvement options are still under evaluation BTV: Bridging the Valley 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 Steering Committee of Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 48 of 61 City of Spokane Valley Comprehensive Plan 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 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. Interstate-90 (1-90) is designated a HSS and is not subject to concurrency. SR-27 (Pines Road) and SR-290 (Trent Avenue) are designated non-HSS and are subject to concurrency. State Transportation Level of Service The Washington State Department of Transportation Table-44 -Highways (WSDOT) requires state transportation facilities in �g�way eess�+�t�on aesgnaiie�r urban areas (inside the UGA) to maintain a minimum Level of Service standard "D." In rural areas -- —_ tntefetate HSS (outside the UGA), the minimum LOS standard is "C." Those areas lying outside the UGA that may s4-2-7 esReae Nen HSS have urban characteristics can be evaluated by the SR 2f38 Trent-Avenue INon HSS WSDOT in conjunction with the City on a case-by- case basis to determine which standard is the most mss-H- Non HSS -Regionally Significant Highway appropriate fit. Intergovernmental Coordination Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 49 of 61 City of Spokane Valley Comprehensive Plan 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 miliiee. 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 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 2154 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. Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 50of61 City of Spokane Valley Comprehensive Plan Pavement Preservation Fund The Pavement Preservation fund was created during the 2011 Budget development process for the purpose of setting money aside for future street capital improvement projects. In the 2012 budget, the City opted to transfer 100% of the General Fund unreserved fund balance in excess of$26,000,000 to the Pavement Preservation fund. In the 2013 budget, the City committed to financing pavement preservation at a level equivalent to 6%of 2013 General Fund. Financing pavement preservation at an amount equivalent to 6% of General Fund expenditures through the aforementioned plan is sustainable for approximately 4 years. Beyond that point, we anticipate the financial commitment to pavement preservation is sustainable at an annual level of no less than $1,437,857. Because this is a Capital Project Fund whose sole purpose is to provide for Pavement Preservation protects, any money not expended in a given year will remain in the fund and will be available for reappropriation in subsequent years. Revenues and expenditures for the Pavement Preservation Program are shown in Table 4.37. Table 4.37 Pavement Preservation Revenues and Expenditures 2013 2014 2015 2016 2017 2018 Revenues General Fund $855,857 $855,857 $855,857 $855,857 $855,857 5855,857 Street Fund $282,000 $282,000 $282,000 $282,000 $282,000 S282,000 Civic Facility Replacement Fund $616,284 $616,284 $616,284 $554,096 SO REET 1 $150,000 $150,000 $150,000 $150,000 8150,000 $150,000 REET 2 $150,000 $150,000 $150,000 $150,000 $150,000 $150,000 Total Revenues $2,054,141 $2,054,141 $2,054,141 $1.992,853 $1,437,857_ 81,437,857 Total Expenditures $2,054,141 $2,054,141 52054,141 1.992,853 1 437,857 1 437,857 Fund Balance SO SO �0 SO �+�0 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 51 of 61 City of Spokane Valley Comprehensive Plan • 1 Table 4.38 Six Yea rats-por ation Capital Facilities and Financing Plat} 2012 (dollars in the d$ Item Primary City Total # Project Name Source Amount Amount 4 Argonne Road 190 to Trent; CMAQ 879 $582 2 Pines-Corridor-ITS raguo to Trent CMAQ 8 $1,775 3 Greenacres Trail, Sullivan Rd—to-Liberty Lake(PE Only) Other Foci $4 $50 4 Man field-Ave-Connection Pines(SR27)to 200 ft east of Houk Rd(PEIRW Only) CMAQ $400 5 Spokane Valley Millwood Trail, SCC to Evergreen—Rd-(P-EOn€y) STP(E) $9 $372 _ a STP(U) 696 $714 7 Sidewalk 1r-11'01-Program GMAQ $108 $539 8 Sprague/Sullivan Rd ITS, Bowdish to Sui4ivan/Sprague-to-1-90 _ CMAQ $34 $253 9 Sullivan Road West Bridge BR 6226 $1,128 4-0 24th-Ave-Sidewalk-Adorns to Sullivan City $432 $258 44 Broadway Ave. Improvements Flora to Barker &6R $454 675-5 4-2 Park Road #2, Broadway to Indiana(RW&CN Only-) STP(U) $20 $450` 1-3 fTratfic Study(I 90 to Wellesley) 1J3 $27 $280 44 Uaiver°'o -90-Overpass-Study CMAQ $34 $250 45 Sullivan Rd/UPRR Overpass Bridge Rosurfacing Project BR $140 46 Sprague Resurfacing#2, Evergreen to Sullivan STP(R) $488 $4494 4-7 Sidewalk.Transit Stop Accessibility Project Other FTA $63 $346 2012 Total-s4 $4645 $40,2-1-6 2013 Item Primary City Total # Project Name Seuree Amount Amount 6 Spokane Valley-Millwood Trail, SCC to Evergreen Rd(PE Only) STP(E) 60 $1-86 9 &allivan Road West Bridge BR 6242 $1,208 44 Bread w°,°e 4mprovernents Flora to Barker UCP 64-54 $755 42 Park Road #2, Broadway to Indiana(RW&CN Only) STP(U) $338 $2600 4-8 Barker-Read Appleway to Broadway Avenuo STP(-U) $62 $455 49 Barker-Road/BNSF Grade Separation(PE&RW Only) Other-Fed er Few°d $181 6750 20 Bowdish Road 16th to Sprague UAP $101 6503 21- Mission Ave. Flora Rd.to Barker Rd. (CN Only) I<IAP $794 $3;959 22 Sullivan I Euclid Concrete Intersection(RW/CN-Only) STR(U) $474 $1,263 23 Mansfield Ave.Connection--Rines(SR to 200 ft east of Houk Rd(CN Only) &MAR $1-30 2013 Totals: $2,090 54-2 €i64 2044 tars r „sands) Item 1 P 4 mafy City Total # P-reject Name Seuree Amount Amount 6 Sullivan Road West-Bridge Other-Fed 6213 $8;440 lil 44 Rreadway-Ave--Improvements Flora to Barker UCP $392 $4,960 4-8 Barker Road Appleway-t^B+oadwa °venue STP(U) $104 49 2. - - _ - - -- - -- tion-(PE&RW Only) Other-Fed $2-56 $4,8-9-9 28 Bowdish Road 16th to Sprague UAP $464 $2,322 24 Broadway n ArgenneiMu lan Concrete Intersections(CN Only) STP(U) $280 $2,075 25 Pier^Road Spr, a to Mission UAR $80 $403 26 Spokane Valley Millwood-Troll, SCC to Evergreen Rd(RW&CN Only) STS $0 6400 2-7 Greenacres Trail, Sullivan-to-t_iberty La STP(E) $0 695 • 0a 2� ,t Tota,tals $1,780 149481- Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 52 of 61 City of Spokane Valley Comprehensive Plan Table-4:38 Six Year Trader-tation� ,�a+ at-Fas 1it.es and Ginancinn D1an n11nrs in t-nu 4� bs- nds) Item Primary City Total # Project-Name Souse Amount Amount 8 Other Fed $243 $8,440 44 Breade,l-raprevemonts Flora to Barker UG-P $392 $4,960 4-8 Barker Road Apple vay to Broadway^venue STP(U) $229 $1 94 4-9 Barker Road/BNSF Crade Separation(PE&RW Only) Other Fod $203 $47060 26 UAP $42 $469 26 Spokane-VaUey-Mill o EvergreenRd-(RV4&GN-On4y) STP(E) $0 $2440 2-8 Barker Road South City Limits to Appleway STP(U) $00 $448 28 Bowdish Road 24th to 1-6th UAP $440 $648 30 Sullivan/Kiernan-Gen rete-intersection ST--P(P) $478 $1;31-8 31 Wellesley R alignment @ BarkoriSR290 STP(U) $121 $924 32 Sprague Resurfacing#3, Fancher to Havana STP(P) $239 $1,702 2948-Totals: $1,891 $21-,689 Table 4.38 Six Year Transportation Capital Facilities-and-F4 rtg-Wan (d u r lieuerand4S) item Primary City Total • Project-Name Sotiree Amount Amount 28 : . : z :: s• UAP $5666 $2,773 26 Spekano Valley Millwood Trail, SCC to Evergreen Rd(RW&CN Only) STP(E) $0 $2,140 28 Bark ty Limits to ApeIeway STP(U) 063 _saga 29 gewdich Road 21th to 16th UAP $466 $2724.8 34 • - _ ,• :8 STP(U) $160 $1,181 33 Roadete-Pavemont, lcrdiarra-te-Wellesley STP(U) $117 $869 34 Barker Road f-RI SF Grade-Separatio (Gi+ Only) Othor Fed $531 $10;687 28 8—T .f�is; $ i1W $$24320 Table 4.38 Six Year Tran✓pertatien-Ca:' • -. - • - • • • 'ng Play {doll ar n{hG n ��'`'� s„i r�,o item Primary City Total • Project Name Source Amount _ Amount 2-8 Barker Road South City Limits to Appleway ST-R(U) $507 $3,753 3. • _ : - _—•t• ^ 5. orlSR290 STP(U) $446 $34186 33 Sullivan Road Concrete Pave+menti-Indiana to Wellesley STP(U) $161 _ $4463 34 Barker Road-F-BNSF Crade Separation-(ct.,1-oaly) Other—Fed $533 $10,657 36 Park-Read-/-BNSF-Grade Separation Other Fed $31 $760 36 UnivorsitylSprague Concrete lnterseetien SIP $295 $1,615 37 Bowdish Road,32nd to 24th STP(U) 075 $658 244-7-Totals: $1-•-€1-28 $21T608 Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2013 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 53 of 61 City of Spokane Valley Comprehensive Plan 1 jdollars in thousands) Primary City Total Item## project Name Source Amount Amount 1 Argonne Road-190 to Trent CMAQ S120 $882 2 Mission Ave.-Flora Rd.to Barker Rd. PE/RW STP U $89 $659 3 Sidewalk lnfill Program CMAQ $65 $324 4 Sullivan Road West Bridge BR $242 $1,208 5 24th Ave Sidewalk-Adams to Sullivan City $132 $258 6 Mansfield Ave Connection-Pines(SR-27)to 200-ft East of Houk Rd UCP $61 $1.541 Other- 7 Sidewalk&Transit Stop Accessibility Project FTA $22 5111 8 Spokane Valley-Millwood Trail-SCC to Evergreen Rd(PE) STP(E) $559 9 Sullivan Rd1UPRR Overpass Bridge Resurfacing Project BR $92 $461 10 University Rd/l-90 Overpass Study CMAQ $26 $188 Other 11 Wellesley/Adams Sidewalk Proiect State S2 $570 12 Park Road-#2-Broadway to India_na(RW&CN) STP(U) $20 $150, — Other 13 Park Road#1 Sidewalk Project-Sinto Ave, to Indiana Ave. State $2 $49 Other 14 Park Road#2 Sidewalk Project-Marietta Ave.to Buckeye Ave. State $11 $23 15 Sprague Ave Resurfacing-Fancher to Dollar City $249 $249 1.6 Sprague Ave Resurfacing-Havana to Fancher(EB Lanes) City $500 $500 17 Sullivan/Euclid Concrete Intersection(RW/CN) STP(U) $211 $1,562 18 Sullivan Road Corridor Traffic Study-1-90 to Wellesley STP(U) $27 $200 2013 Totals: $1,861 $9,494 Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2014 (dollars in thousands} Primary C y Total Item# Project Name Source Amount Amount 4 Sullivan Road West Bride Other Fed $213 $8.440 12 Park Road-#2-Broadway to Indiana(RW&CN) STP(U) $388 $2,877 Other 13 Park Road#1 Sidewalk Project-Sinto Ave. to Indiana Ave, State $19 S385 Other 14 Park Road#2 Sidewalk Project-Marietta Ave.to Buckeye Ave. State 26 $120 19 Argonne Road Resurfacing-Sprague to Broadway City $295 $295 20 Broadwa • Argonne/Mullan Concrete Intersections CN Onl STP(U) $285 $2,110 21 Euclid Ave Reconstruction-Flora to E City Limits City $1,610 $1,610 22 Evergreen Road Resurfacing-Sprague to Mission City $995 $995 23 Greenacres Trail-Sullivan to E City Limits(RW&CN) STP(E) SO $1,095 24 Mission Ave.-Flora Rd.to Barker Rd. (CN) UAP _ $683 $3.416 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4-Capital Facilities Page 54 of 61 City of Spokane Valley Comprehensive Plan 25 Mullan Road Resurfacin• - Dishman Mica to Broadwa City, $295 $295 26 Spokane Valley-Millwood Trail-SCC to Evergreen Rd RW&CN STP(E) 30 $100 27 Sprague Ave Resurfacing-Herald to University City $405 5405 28 Sullivan Road Concrete Pavement Phase 1 -Marietta to Euclid STP(U} $32 $236 2014 Totals: $5,226 $22,379 Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2015 (dollars in thousands) Primary City Total Item# Project Name Source Amount Amount 4 Sullivan Road West Bridge Other Fed $213 $8,440 26 Spokane Valley-Millwood Trail-SCC to Evergreen Rd(RW&CN) STP(E) SO $2.140 28 Sullivan Road Concrete Pavement Phase 1 -Marietta to Euclid STP U $336 $2.485 29 Appleway Trail-University to Evergreen STP(E1 SO S10Q 30 Dishman Mica Resurfacing-Sands to Thorpe City $353 5353 31 Euclid Ave Reconstruction-W end to Sullivan City $555 $555 32 Flora Road Reconstruction-Euclid to Trent City $1,395 S1,395 33 Madison Road Reconstruction-40th to Thorpe City 51.550 51.550 34 Mission Ave Resurfacing-Argonne to Herald City $470 $470 35 Mullan Road Resurfacing-Broadway to Mission City $311 $311 36 Sprague Ave Resurfacing-Argonne to Herald STP(U) $96 $710 37 Sullivan Road Resurfacing-Broadway to Mission STP(Uj $38 $280 II 2015 Totals: $5,317 - $18,789 Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2016 (dollars in thousands) Primary C�tr Total _Item# Project Name Source Amount Amount 26 Spokane Valley-Millwood Trail-SCC to Evergreen Rd(RW&CN1 STP(E) 5O $2.140 29 Appleway Trail-University to Evergreen STP(E) SO 5100 38 Appleway Blvd Resurfacing-Vista to Dishman Mica City S1.155 $1,155 39 Argonne Road Concrete Pavement-1-90 to Montgomery City $362 $362 40 Dishman Mica Road Resurfacing-40th to Sands City $280 $280 41 Dishman Mica Road Resurfacing-Thorpe to S City Limit City, $210 $210 42 Euclid Ave Reconstruction-Sullivan to Marietta STP(U1 S285 $2.110 43 Farr Road Reconstruction-4th to 8th City $525 $525 44 Progress Road Reconstruction-Wellesley to Crown City $485 $485 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4-Capital Facilities Page 55 of 61 City of Spokane Valley Comprehensive Plan 45 Sprague Ave Resurfacing-Vista to Argonne STP(U) 5_90 $670 46 Sullivan Road Resurfacing-Sprague to Broadway STP(U} $113 $840 2016 Totals: $3,505 $8,877 Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2017 (dollars in thousands) Primary City Total Item# Project Name Source Amount Amount 29 Appleway Trail-University to Evergreen STP(E) 50 $1,000 39 _Argonne Road Concrete Pavement-1-90 to Montgomery City $2,776 $2.776 97 Barker Road/BNSF Grade Separation(PE&RW Only} Other Fed $101 $750 48 Euclid Ave Reconstruction-Marietta to Flora City $1,435 $1,435 49 Evergreen Road Resurfacing-1-90 to Indiana City $280 $280 50 Farr Road Reconstruction-Appleway to 4th City $250 $250 51 Sprague/_Fancher Concrete Intersection STP(U1 $212 $1,572 52 Sprague Ave Resurfacing-Flora to Corbin STP(U) 558 $430 53 Sprague Ave Resurfacing-Park to Vista STP(U) $80 $595 54 Sprague Ave Resurfacing-Sullivan to Conklin STP(U) $94 5695 55 Sullivan Road Concrete Pavement Phase 2-Euclid to Kiernan STP(U) $39 5291 2017 Totals: $5,325 $10,074 . Table 4.38 Six-Year Transportation Capital Facilities and Financing Plan 2018 (dollars in thousands) I Primary City Total Item# Project Name Source Amount Amount 29 Appleway Trail-University to Evergreen STP(EE SO $1,000 47 Barker Road!BNSF Grade Separation(PE&RW Only} Other Fed $256 $1,899 55 Sullivan Road Concrete Pavement Phase 2-Euclid to Kiernan STP(U) $414 $3,069 56 Sprague f Argonne-Mullan Concrete Intersections City $2,342 52.342 2018 Totals: $3,012 $8,310 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 56 of 61 City of Spokane Valley Comprehensive Plan I Tabl• ,•* - • • -. • :R-l-l provement Prog ra• -- . •• 1 • -•. ! • • - !; Secured Project:, - Planned-Projects - Totals Year Federal State Other City Total Federal State Other City Total Federal State Other City Total 12042 85406 8426 80 81410 867074 82496 5604 89 8535 83445 $7,841 $730 80 51,645 $10,216 12013 $4462 80 80 8242 8-17084 5579931 84484 838 04,848 $11,160 $4248 84484 838 $2490 $12,554 12444 57,2-27 8400 80 821,3 54,440 557204 51749 $95 $4,576 544624 $12,428 84,749 $95 811-700 $49,061 12015 877227 $4000 80 $24-3 587440 887994 $2373 598 $1,878 $427140 $16,218 $3.373 $08 84494 824,680 12046 80 $0 80 80 50 510,002 877947 8534 8-4877 520,330 510,002 $7,91.7 5§34 54877 520,380 12-047 50 80 80 $0 60 $11,834 84,476 5570 6428 521,508 $14,834 $4476 8670 5928 $21,508 'Total $21,341 82,426 $0 0448 12245 146,227 823 000 $4 $8,442 $80,004 $67,568 5257126 844335 811,220 8105,248 Table 4.39 Six-Year Transportation Improvement Program Summary 2013 through 2018(in$1,0001 Secured Projects _ Planned Projects Totals Ye rr Federal State Other C4 Total Federal State Other City Total Federal State Other City Total ail $3,878 $1,486 $177 $759 $6,300 $2,023 $ 80 $1,102 $3,194 $5,901 $1,555 $177 $1,861 $9,494 20j3 $7,227 $1,000 $Q $213 $8,444 $5,713 $3,213 SO $5,013 $13,939 $12,940 $4,213 80 $5,226 $22,379 M 4 $7,227 $1,000 SO $213 $8,440 $5,245 $Q $Q $5,104 $10,349 $12,472 $1,000 80 $5,317 $18,789 20 5 El N ,SO 50 $Q $5,372 50 $ $3,505 $8,877 $5,372 $Q $ $3,505 $8,877 /I/16 IQ Pil 2 $0 2 $4,711 $0 $38 55.325 S10,074 $4,711 52 513 $5,325 $10,074 ail 7 SO 20 $0 2 $0 $5,203 $0 $ S3012 $8,310 $5203 SO 95 $3,012 $8,310 Mal $18,332 $3,486 $177 $1,185 $23,180 $28,267 $3,282 $133 $23,061 $54,743 $46,599 $6,768 $310 $24,246 $77,923 Table 4.40S' - - : _ _ - - - - _-: , - - ... _Project-Name Pre}cct Deccriptten Total-Gest Reconstruct to 3 lanes with curbs,sidewalks,bike lanes and new-stormwater-facilities;Partial preservation related end Avenue Evergreen to Best project $4,6-8340 Resenstruct to a 3 lamb-curb-sidewalks,bike lanes and ctormwat •• elated 8th Avenue Phase 1 Carnahan to Havana project 82798340•Reconstruct-to-a-3-4n: - . .- 2 - .- - _ lanes and stonnwater facilities;Partial preser.catlan--related 8th Avenue-Phase 2 Park to Dickey project $4,26940 Reconstruct to a 3 tan- :- - -- ;et -, t'ke lanes and stormwater facilities; Partial procorvation-related 8th Avenue-Phase-3 dickey to Carnahan project $3786-14)0 Appteway Extension Evergreen to Extend Apploway Blvd.with a multi lane facility including Tshlrley curbs-and sidewalks. $17,381.00 Appleway Extension t3nfverssity-to E t• ApFloway Blvd,wit' tti lane facility including Evergreen curbs and sidewalks: $44729410 - .. .. - - - .owalk and _ Barker Road Spokane River to Trent stem ':• $6,136.00 Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4- Capital Facilities Page 57 of 61 City of Spokane Valley Comprehensive Plan - = Add-southbound truck lane to-readway;-Pacbal preservation related project $5,534418 Euclid Ave!-Flora Rd Florae uslid-to R:.:• : - e .- _ - 4eFie#,new Euclid; Euclid,Flora to Barker storrxr :'mot $87675,00 Traffic Control-Systems Upgrades-far-Evergreen(Broadway Evergreen ITS Improvements to 16414) $708.00 - €verg --• - _ e, - tan..,and ctormwator-facilities;Partial Preservation related to SR 27 project $6045-00 Reconstruct to a 3 lane section with curb, sidewalks,bike lanes-andetormwator facilities; Partial Prcoervatien related Park Road ft3 Sprague to Broadway project X00 Reconstruct to a 3 lane section with--curb;-sidewalks,bike lanes-and stormwater4° li'¢�,,.s,es Partial Preservation related Park Road 1/4,South City Limits to 8th project $1,761.00 Pavement-Management Program Arterials _ Annual street presenL;a io- rot cts-per--PMP $24,800.00 Pa earn Local V Access Annual-street ation- rojects V $-l-2-O0000 Pines Corridor ITS: Spragu°1. ,-o'r h Traffic Signal-Control-Bystcm for Corridor $785.00 1-*= -• =• . 2 • - - - =• -toll Traffic Signal-(k Saltece/Sullivan Traffic Signal coordination-w/-Spokane-Seunty} $250,00 Sprague/Barker Traffic Signal install Traffic Signal $157.00 Reconstruct and widen the Sullivan Road extension-north Sullivan-Road North Extenslon4Bigelaw also known as Bigelow Gulch Road to a 4 lane roadway Gulch) with 8 foot shoulders and a 12 foot two way loft turn lane; $,53-00_ '! `: • -- - - Widen Trent from Barker t bane $53240 Reconstruct Road .•: .__ _ __rb-sidewalk and-now ctormwator facilities; Partial-preservation-related Bowdich Road,Sands to 32nd project $3,430.00 Total - $115,120.00 Table 4.40 Six Year Transportation Improvement Program 2013 Through 2018 tin $1,0001 Pro'ects without Local Match within Existin. Resources Project Name Project Description Total Cost Arterial improvement Protects - Sprague to 8th:Inlay&Enhancement;8th to 16th: Bowdish Road-16th to Sprague Reconstruct as 2-lane section wl curb,sidewalk,bike lanes $2.851.00 and new stormwater facilities; Bowdish Road 24th to 16th Reconstruct Roadway as 2-lane section w/curb,sidewalk $2,846.00 ' and new stormwater facilities; Bowdish Road 32nd to 24th Reconstruct Roadway as 2-lane section w/curb,sidewalk 82 637.00 and new stormwater facilities; Sullivan Road North Extension(Bigelow Reconstruct and widen the Sullivan Road extension north Gulch) also known as Bigelow Gulch Road to a 4-lane roadway S55.00 with 8-foot shoulders and a 12-foot two way left turn lane. Wellesley Realignment Cad Barker/SR290 Realign connection of Wellesley to Barker Rd and 5R290, S5 187.00 3-lane section,Part of Barker/BNSF Grade Separation Bridge Protects Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 58 of 61 City of Spokane Valley Comprehensive Plan Barker Road!BNSF Grade Separation Construct Grade Separation at Barker/BNSF RR/Trent (CN Only) (SR290) X32,000.00 Park Road/BNSF Grade Separation Reconstruct Park Road to separate the grades of Park Road $16,520.00 and the BNSF railroad tracks. Congestion Improvement Protects Evergreen ITS Improvements Traffic Control Systems Upgrades for Evergreen(Broadway $708.00 to 16th) Pines Corridor ITS:Sprague to 16th Traffic Signal Control System for Corridor $785.00 5altese/Sullivan Traffic Signal Improvements to Intersection, Install Traffic Signal(In 8586,00 coordination w!Spokane County) Sprague/Barker Traffic Signal Install Traffic Signal $594.00 Reconstruction Projects Sprague 1 Thierman Concrete Intersection Reconstruct intersection in concrete pavement $1,242.00 Sprague/University Concrete Intersection Reconstruct Intersection in concrete pavement $1,660.00 Sullivan/Kiernan Concrete Intersection Reconstruct Intersection in concrete pavement; $1,423.00 Sullivan 1 Marietta Concrete Intersection Reconstruct intersection in concrete pavement $1,493.00 Sullivan Road Concrete Pavement Phase Concrete Pavement OCI:37.28(2013) $2,933.00 3-Inland to Marietta Sullivan Road Concrete Pavement Phase Concrete Pavement;OCI:37.28(2013) $2,398.00 4-Spokane River to Inland Sullivan Road Concrete Pavement Phase Concrete Pavement;OCI 37.45(2013) $2,720.00 5-Kiernan to Trent Street Preservation Projects Pavement Management Program-2013 Annual street preservation projects per PMP $3,729.00 Pavement Management Program-2014 Annual street preservation projects per PMP $4,229.00 Pavement Management Program-2015 Annual street preservation projects per PMP $3,806.00 Pavement Management Program-2016 Annual street preservation projects per PMP $3,206.00 Pavement Management Program-2017 Annual street preservation projects per PMP $3,914.00 Pavement Management Program-2018 Annual street preservation projects per PMP $4,200.00 Pavement Management Program-Local Annual street preservation projects $12,000.00 Access Total - $113,722.00 Potential Annexation AreaslUrban Services The Growth Management Act requires that counties designate urban growth areas (UGAs). The City of Spokane Valley identified lands adjacent to the City within existing UGAs that would likely be developed for urban uses and potentially be annexed to the City. In order to assess the need for capital facilities, the City has identified existing service providers within the Potential Annexation Areas (PAAs). This assessment should help identify the effects a potential annexation area will have on existing levels of service. Table 4.41 Existing Urban Service Providers within Potential Annexation Areas(PAAs) PAAs Northwood Northeast East Southeast South Ponderosa Edgecliff Domestic Water Pasadena Park Consolidated Consolidated Vera Vera S.C.W.D.No.3 East Spokane Hutton Self went Consolidated S.C.W.D.No.3 Fire&Emergency F.D.No.1&9 F.D.No.1 F.Q.No.1 F.0,No.1&8 F.D.No.1&8 F.Q.No.8 F.D.No.1&8 Law Enforcement Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 - Capital Facilities Page 59 of 61 City of Spokane Valley Comprehensive Plan Table 4.41 Existing Urban Service Providers within Potential Annexation Areas(PAAs) PAAs Northwood Northeast East Southeast South Ponderosa Edgecliff Libraries S.C.Lbrary Dist. S.C.Library Dist. S.C.Library Dist. S.C.Library Dist. S.C.Library Dist. S.C.Library Dist. S.C.Library Ri,.1 Parks&Open Space Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Public Schools W.V.S.D.&8.13,81 E.V.S.D C.V.S.D. C.V.S.D. C.V.S.D. C.V.S.D. W.V.S.D.& C R 01 Public Transit Not available Not available Not available Not avaifabie Not available Not available Not available Sanitary Sewer Spokane County Spokane County Spokane County Spokane County Spokane County Not Sewered Spokane County Solid Waste/Recycle Waste Mgmt. Waste Mgnll. Waste Mgmt. Waste Mgmt. Waste Mgnit. Waste Mgmt. Waste Mgmt. Storm water Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Street Cleaning Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Transportation Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County Spokane County The City of Spokane Valley has adopted Levels of Service (LOS) to measure a public facility or service's operational characteristics to gauge its performance. The following analysis will assess current levels of service in the PAAs to provide a context of how annexation could affect the City's LOS and provide guidance for phasing of annexations. Additionally, the analysis will provide City staff and elected officials information to assist in the planning and budgeting of public service delivery as a result of annexation to the City of Spokane Valley. The following study includes LOS analysis for sanitary sewer and parks and open space. Analysis is not provided for services where the City has adopted the minimum regional LOS. Services excluded from this analysis are domestic water, fire protection, law enforcement, libraries, public schools, public transit, sanitary sewer, solid waste/recycle, storm water, street cleaning, and transportation. If a level of service is measured on a per capita basis, the population assumptions are based on Table 2.1(Land Capacity Analysis) in the Land Use chapter and Spokane County's estimated current population in the Metropolitan Urban Growth Areas (UGAs). The City of Spokane Valley's land capacity analysis is based on the adopted regional methodology. Sanitary Sewer The City of Spokane Valley does not provide sanitary sewer service at this time. Spokane County provides wastewater collection and transport systems within the City of Spokane Valley. Incorporated areas must have wastewater collection and transport systems in accordance with the adopted sewer concurrency requirements. The table below provides a sewer assessment within the PAAs. Level of service is categorized as sewered, within the 6-year sewer plan, or not planned for sewer. Table 4.42 Sewer assessment within Potential Annexation Areas(PAAs)in Acres PAAs Total Sewered Within 6-year Sewer not Percentage CIP available Sewered Northwood 1,820 1,397 0 423 77% Northeast 48 5 0 43 11% East 380 64 207 109 17% Southeast 791 443 _ 0 347 56% South 1,041 669 0 371 64% Ponderosa 47 0 12 35 0% Edgecliff 298 21 0 276 7% Currently, Spokane County owns a capacity allocation of 10 million gallons per day (mgd) in the Spokane Advanced Wastewater Treatment Plant (SAWTP). By the year 2020, the County's flow is projected to Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 60 of 61 City of Spokane Valley Comprehensive Plan reach 21 mgd. In 1999, Spokane County began a Wastewater Facilities Plan process to evaluate long- term regional wastewater needs, and to determine alternatives to meet those needs. The result was a decision by the Board of County Commissioners to build a new Spokane County Regional Water Reclamation Facility (SCRWRF). Spokane County is proposing to construct a new regional wastewater treatment plant at the Stockyards site in the City of Spokane. The new treatment plant and associated facilities will provide additional capacity for increased wastewater flows generated by the County's Septic Elimination Program and for projected growth in the County's service area. Many of the PAAs have sewer services, however new development will continue to add demand for new sewer services. The City should evaluate existing sewer treatment capacity and infrastructure prior to annexation. Parks and Open Space The City of Spokane Valley has an adopted level of service of 1.92 acres of parkland per 1,000 residents. In 2007, Spokane County commissioned a fiscal study of the Urban Growth Areas (UGAs). The report focuses on the services provided by Spokane County to the metropolitan UGAs and the revenue generated for Spokane County in these areas. The report established a base population in the metropolitan UGAs using 2000 Census data and building permits. The estimated population for the UGAs adjacent to the City of Spokane Valley was determined to be 7,294. The City of Spokane Valley 2007 Land Quantity Analysis (LQA) estimated the land capacity in the PAAs could potentially add 13,406 additional residents. Using the population estimate from Spokane County's fiscal study and the City of Spokane Valley's estimated land capacity there is the potential of 20,700 residents at build out in the PAAs. Currently there are no parks in the PAAs. If the City annexed all the PAAs 40 acres of parkland would be needed to meet the current level of service of 1.92 acres. According to the City's Park Master Plan, many residents in the City of Spokane Valley are not conveniently located near a park. The City's Park Master Plan states that parks should be one of the highest priorities for the City. The plan also states that meeting Park needs can be a challenge in neighborhoods where little vacant land exists. Many residents expressed a desire for sports fields (complexes); these facilities generally require large vacant properties. The City should consider purchasing parkland prior to annexation to ensure adequate facilities will be available to serve neighborhoods in Potential Annexation Areas (PAAs). Adopted April 25, 2006 (Updated 06-06-2012) Chapter 4 -Capital Facilities Page 61 of 61 try I .7 r 1 ! I 4 1 1 !I -'`- Wellesley Ave` -o W II 1 v.;1ocl, 6 -; _a.�rTrcfif-Avc--rte ------441:- ' G I ' I J-- ---Euclid P:ve 1 1 Euclid Ave a •.E .Irlontgom erv.Avc �ILJD eb+!q�� 1 �Sai,nciyr7 Eridt.f i ' 1 - '�'°' —. _ _Sit JO•wh.4--a�= �6 I -V1 nr�ccta.nv�� - .7.1_:19.!-20_ ■ 1 ia ion.Avc �, --`•Broadway,■Ve+ L V,dley.vay.Ave r-4-• iL guc A o--.� Lhpragu---A"—. fCr„ avt?Ivii 1 tiplagut Av•_.-_ a 13r12 dw v Av 1 .. Valley, y.Ave - Sprague Ave-. - ` 'x :�w� ~M` aq—• -8ii d v J.Avc• s1.1IU ��dr,,, r" ..,,.,nvi L rI < I sr>0 w7ihy 90 h—Ttil.��r.,.n rya o*.b.—•-Sroach av Ave' iroadw ry Ave- - - I x Velleywav•Ave:"'- ,' I+r�- v -- _-- - Svru.•ve Avc Sprague Ave b ru�,u .Avr AFPIew ry wrh.A e --- - -F - ^«�+elppl ny�l3lvd• r 1 • —from—Eh Ac... Fdwlh Av she/ley -. il Eighth-At -9_ ° >•:ithrl,nv_- - 1- - - _ - �.,� Q.lO'rnrAv — ,...SP-1? - Eight h Ave- 1 a .161h-Ave ro -I 6th-Ave I... sia 16th tl� I(1h•A64- r I 1 11 \ 1 1 / I I 1 1 1 i r I . J 1 1 1 r 1 f 1 `.. r 1- 1 '., / 1 1 0 ... I 0 .. - T -a -Ira 1 1-5g ` -,I— ... 'I I N �. ... L .r-�Y_ v -r. A 1 I i vi 1_ g :-- .-\. g:..: 1 1 (---L-- -- 1 _'7'._3 h 1 Wi 1 1 { � � 1 I I I .. _-:-rl '1.-----•;------_-_-.1-1....7 - _ .32'{!.0_ - E 1 1 Effect E 1 ` ` Ordii - I 1 1 1 1 4000. 1 I g )I E 1 r I I ' I _ _L1400 1 \I Cif Cit 0 City of Spokane Valley Comprehensive Plan CHAPTER 7 — ECONOMIC DEVELOPMENT 7.0 Introduction and Purpose A city can foster economic development to achieve its goals by anticipating and responding to changes in the local, regional, national and international economies. For Spokane Valley, these goals include providing for economic stability through economic diversity and encouraging a broad range of jobs to help employ the community's residents. A city's economic development actions can include activities primarily directed toward economic development and those undertaken for other reasons, but that also produce economic benefits. Examples of activities primarily directed toward economic development include allocating land for manufacturing uses, extending water and sewer systems to business sites, providing tax credits and incentives, and advance planning to accommodate growth. Examples of activities with economic benefits as secondary impacts include providing an efficient transportation system, encouraging high quality schools, providing for affordable housing, streamlining permit processes and providing park and recreation facilities and activities that improve the quality of life. Market-driven economic growth depends upon the decisions of individuals and firms; most jobs and investments are generated by private businesses. Local governments must also contend with forces beyond local control, such as changes in the regional, national and international economies. These changes result from numerous individual decisions and changes in economic and social trends. However, local governments can plan to take advantage of favorable trends and lessen the impact of unfavorable trends. Local governments also can hinder economic development through ill-advised policies, such as fiscal zoning which involves zoning more land than is needed for uses that produce relatively high tax revenues. 7.1 Planning Context 7.1.1 Washington State Growth Management Act The Growth Management Act (GMA) includes economic development as one of its basic goals. It considers the need to stimulate economic development throughout the state, but requires that these activities be balanced with the need to protect the physical environment. It encourages the efficient use of land, the availability of urban services, and the financing strategies necessary to pay for infrastructure. Finally, the GMA mandates that communities do their planning and then provide the zoning and regulatory environment so that appropriate development can occur. GMA recognizes that while the public sector can shape and influence development, it is the private sector that generates community growth. The GMA goal regarding economic development provides: RCW 36.70A.020(5) Economic development— Encourage economic development throughout the state that is consistent with adopted comprehensive plans, promote economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons... and encourage growth... all within the capacities of the state's natural resources, public services, and public facilities. The GMA requires an economic development element be included in comprehensive plans (RCW 36.70A.070 (7)). An economic development element must include the following: • A summary of the local economy such as population, employment, payroll, sectors, businesses, sales, and other information as appropriate; • A summary of the strengths and weaknesses of the local economy defined as the commercial and industrial sectors and supporting factors such as land use, transportation, utilities, education, work force, housing, and natural/cultural resources; and Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 1 of 18 City of Spokane Valley Comprehensive Plan • An identification of policies, programs, and projects to foster economic growth and development and to address future needs. 7.1.2 County Wide Planning Policies The Spokane County Wide Planning Policies (CWPPs) required by GMA (RCW 36.70A.210) and adopted in 1994 with subsequent amendments in 1996, 1997 and 2004, provide a regional framework to achieve goals of the GMA. The CWPPs establish overall policy direction that calls for greater cooperation and coordination between the private sector and government in measuring both the performance of the local economy and the relationship between economic development and preservation of the area's natural environment and quality of life. In addition, the CWPPs emphasize the need for a regional (Eastern Washington and Northern Idaho) approach to the critical environmental issues of water and air quality; recognize the importance of central business areas, and the benefits of locating housing and regional transportation facilities in close proximity to employment centers. CWPP pertinent to the City of Spokane Valley include: Policies: 1. Include an economic development element in each jurisdiction's comprehensive plan that establishes local goals, policies, objectives, and provisions for economic growth and vitality and a high quality of life. The element shall include: a. a summary of the local economy such as population, employment, payroll, sectors, businesses, sales, and other information as appropriate; b. a summary of the strengths and weaknesses of the local economy defined as the commercial and industrial sectors and supporting factors such as land use, transportation, utilities, education, work force, housing, and natural/cultural resources; and c. an identification of policies, programs, and projects to foster economic growth and development and to address future needs. A city that has chosen to be a residential community is exempt from the economic development element requirement of the GMA. 2. Jurisdictions should adopt in their comprehensive plans economic development policies which will help protect the environment as a key economic value in the region. 4. Maintain the integrity of downtowns (Central Business Districts) as centers for retail, business and cultural activity. 5. Each jurisdiction should designate sites for industrial and service employers to encourage them to locate throughout urban areas in proximity to housing and regional transportation facilities (including public transportation). 7.2 Summary of Local Economy Economic data, including employment information, is collected by the State of Washington at both the County level and for the Spokane Metropolitan Statistical Area (MSA). Table 7.1 summarizes 2011 employment data in the Spokane MSA in comparison with the state of Washington. From September 2009 to September 2010, Spokane County posted the largest employment loss among large counties in Washington State, down 1.7 percent. Nationally, employment increased 0.2 percent during the same 12 month period.' u S Department of Labor, Bureau of Land Statistics,Third Quarter 2010 Adopted April 25, 2006 (Update 06-06-12) Chapter 7—Economic Development Page 2 of 18 City of Spokane Valley Comprehensive Plan Table 7.1 2011 Employment Spokane MSA Spokane, Washington September 2011 September 2011 Total Number Employed 206,650 3,194,560 Percent Unemployed 8.6% 8.5% Average Monthly Earnings $3,550 $4,685 Source:Workforce Explorer Table 7.2 shows November 2011 Spokane MSA Employment statistics by industry category. Employment figures include the self-employed. Industries which saw the largest increase in employment include natural resources, information and state educational services. Table 7.2 Nonagricultural Wage and Salary Employment in the Spokane Metropolitan Statistical Area(Spokane County) (In thousands) "'NAILS INDUSTRY TITLE(numbers in thousands) Nov'11 %Chang0 from Nov`10 TOTAL NONFARM 206.3 -0.9 TOTAL PRIVATE 169.9 -0.8 GOODS PRODUCING 24.4 -1.6 NATURAL RESOURCES and MINING 9.3 -8.8 MANUFACTURING 15.1 3.4 SERVICES PROVIDING 181.9 -.08 TRADE,TRANSPORTATION,and UTILITIES 41,4 0.2 Wholesale Trade 9.4 0 Retail Trade 25.8 0 Food and Beverage Stores 4.3 0 General Merchandise Stores 6.2 3.3 Transportation,Warehousing,and Utilities 6.2 1.6 INFORMATION 2.7 -6.9 FINANCIAL ACTIVITIES 12.0 0 _ Finance and Insurance 9,0 -1.1 PROFESSIONAL and BUSINESS SERVICES 21.1 -.09 EDUCATION and HEALTH SERVICES 39.6 -2.9 Health and Social Assistance 34.1 -1.2 Ambulatory Health Care Services 13.8 0.7 Hospitals 8.7 3.6 LEISURE and HOSPITALITY 19.4 2.6 Food Services and Drinking Places 14.0 -.07 OTHER SERVICES 9.3 1.1 GOVERNMENT 36.4 -1.6 Federal Government _ 4.6 0 Total State Government 11.0 -5.2 State Government Educational Services 6.1 -6.2 Total Local Government 20.8 0 Local Government Educational Services 11.8 0 Workers in Labor/Management Disputes 0.0 0.0 Source:Washington State Employment Security Department Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 3 of 18 City of Spokane Valley Comprehensive Plan The Spokane MSA has experienced a decrease in employment over the previous three years, as indicated in Figure 7.1. During the same period, the local unemployment rate has declined, as indicated in Figure 7.2. Figure 7.1. Non-Farm Employment Trends Nonfarm industry employment,not seasonally adjusted,in Spokane County(Spokane MSA) 212,000— ——210,000— - 208,E1:Ti'i1iij— Iliti — —202,000 ® --- Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:Washington State Employment Security Department, Labor Market and Economic Analysis Branch Figure 7.2 Unemployment Trends Unemployment rates,not seasonally adjusted,in Spokane County(Spokane MSA) 12.0°.0— ----- --------- ------� -- — C- 11.056— ---- — --- -- — --- 10.0:6_._..__ +— ♦ ''•, ._--._.__.—---------__-- -..--- .+2009 2010 9.0% - —— • 2011 8.0% . . ♦! • Jan Feb Mar Apr May Jun Jul Aug Sep Oct Noy Dec Source:Washington State Employment Security Department, Labor Market and Economic Analysis Branch The 2009-2019 employment forecast by industry for Spokane County is shown on Table 7.3. The highest growth is expected in the fields of computers and mathematics, followed by building and grounds maintenance and personal care and service occupations. Table 7.3 Employment Forecasts Avg.Annual Avg.Annual Opening Due to Avg.Annual Show All Occupations Estimated Employment Growth Rate Growth Total Openings Occupation Group 2009 2014 2019 2009-14 2014-19 2009-14 2014-19 2009-14 2014-19 TOTAL ALL OCCUPATIONS 231,053 246,731 265,391 1.30% 1.50% 3,126 3,702 8,507 9,454 MANAGEMENT 8,562 9,099 9,711 1.20% 1.30% 109 120 292 356 BUSINESS AND FINANCIAL OPERATIONS 8,754 9,409 10,008 1.50% 1.20% 129 118 296 331 COMPUTER AND MATHEMATICAL 4,059 4,575 5,226 2.40% 2.70% 102 129 177 228 ARCHITECTURE AND ENGINEERING 3,174 3,389 3,719 1.30% 1.90% 46 65 105 141 LIFE,PHYSICAL,AND SOCIAL SCIENCE 1,908 2,031 2,227 1.30% 1.90% 25 38 81 98 Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 4 of 18 City of Spokane Valley Comprehensive Plan Table 7.3 Employment Forecasts 1 Avg.Annual Avg.Annual Opening Due to Avg.Annual Show All Occupations Estimated Employment Growth Rate Growth Total.Openings Occupation Group 2009 2014 2019 2009-14 2014.19 2009-14 2014-19 2009-14 2014-19 COMMUNITY AND SOCIAL SERVICES 5,577 5,854 6,310 1% 1.50% 55 90 164 228 LEGAL 1,984 2,126 2,253 1.40% 1,20% 28 25 59 65 EDUCATION,TRAINING, AND LIBRARY 14,295 15,056 16,049 1% 1.30% 148 195 436 541 _ ARTS, DESIGN, AND MEDIA 4,107 4,324 4,553 1% 1% 42 43 158 169 HEALTHCARE PRACTITIONERS AND ' TECHNICAL 15,907 17,127 19,085 1.50% 2.20% 239 392 529 794 HEALTHCARE SUPPORT 8,073 8,545 9,315 1.10% 1.70% 94 153 177 276 PROTECTIVE SERVICE 4,696 4,918 5,269 0.90% 1.40% 44 69 202 213 FOOD PREPARATION AND SERVING 18,654 19,389 20,338 0.80% 1% 150 188 895 754 BUILDING AND GROUNDS CLEANING 9,920 11,113 12,267 2.30% 2% 240 230 397 439 PERSONAL CARE AND SERVICE 11,436 12,594 13,975 1.90% 2.10% 233 274 544 571 SALES AND RELATED OCCUPATIONS 25,835 27,669 29,233 1.40% 1.10% 368 311 1,206 1,029 OFFICE AND ADMINISTRATIVE SUPPORT 37,200 39,810 42,578 1.40% 1.40% 521 552 1,302 1,406 FARMING, FISHING,AND FORESTRY 861 872 890 0.30% 0.40% 2 4 25 25 CONSTRUCTION AND EXTRACTION 11,932 12,152 13,425 0.40% 2% 40 251 233 503 INSTALLATION, MAINTENANCE,AND REPAIR 9,074 9,586 10,051 1.10% 1% 99 94 266 309 PRODUCTION OCCUPATIONS 11,522 12,665 13,551 1.90% 1.40% 232 175 465 440 TRANSPORTATION AND MATERIAL MOVING 13,523 14,428 15,358 1.30% 1.30% 180 186 498 538 Source: Workforce Explorer,Washington State Employment Security Department,Labor Market and Economic Analysis Branch Table 7.4 estimates the type of employment by job classes within Spokane Valley, compared to the County and State. In 2010, the majority of jobs were in sales as well as management and professional occupations. Table 7.4 Occupations of the City of Spokane Valley Area Residents,2010 Census Percent Employment by Category within Spokane Valley Spokane County State (in thousands) Valley Management,Professional and Related Occupations 11.3 71.2 1,183.0 Service Occupations I 6.4 41.4 538.4 Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 5 of 18 City of Spokane Valley Comprehensive Plan Table 7.4 Occupations of the City of Spokane Valley Area Residents,2010 Census Percent Employment by Category within Spokane Valley Spokane County State (in thousands) Valley Sales and Office Occupations 12.7 58.7 715.6 Natural Resources,Construction and Maintenance 3.6 14.4 295.1 Production,Transportation and Material Moving Occupations 6.9 25.3 337.9 Total 40.9 211.0 3,070.0 Source: American Fact Finder,2010 Census Taxable sales within Spokane Valley by business category are shown in Figure 7.3 and Table 7.5. Figure 7.3 2010 Taxable Sales by Business Category Retail Trade, 63.91 Accommodation &Food Services, 9,6 r Construction, 6.84 Administrative, Waste Wholesale Real Estate Management, information,3.81 Trade, 5.18 Rental & Remedia#ion Other Manufacturing, Leasing, 199 Services, 1.49 Services, 5.46 1.77 Source:Spokane Community Indicators Table 7.5 2010 Taxable Sales by Business Category Category Total Taxable Sales Percent of Total Agriculture, Fishing,Forestry 465,244 0.03 Utilities 158,527 0.01 Construction 108,424,546 6.84 Manufacturing 31,595,586 1.99 Wholesale Trade 82,092,127 5.18 Retail Trade 1,012,831,614 63.91 Transportation and Warehousing 1,625,684 0.10 Information 60,372,526 3.81 Finance and Insurance 8,407,401 0.53 Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 6 of 18 City of Spokane Valley Comprehensive Plan Table 7.6 2010 Taxable Sales by Business Category Real Estate Rental and Leasin• 27,185,713 1.72 Professional,Scientific and Technical 12,140,247 0.77 Administrative&Support and Waste Management& 23,560,170 1.49 remediation Services Educational Services 1,190,899 0.08 Health Care and Social Assistance 3,386,226 0.21 Arts,Entertainment and Recreation 7,974,085 0.50 Accommodation and Food Services 152,221,399 9.60 Other Services 51,041,524 3.22 Public Administration 215,261 0.01 The gross taxable sales for the City, from 2004 to 2010, are shown in Figure 7.4 and Table 7.6. Figure 7.4 Gross Taxable Sales 2,000,000,000 , . 1,800,000,000 } 1,600,000,000 ' r li f 1,400,000,000 . f 1)200)000)000 1,000,000,Q00 - i 800,000,000 -"-- r 600,000,000 - , 400,000,000 '' jl.' I_._..- lor • 200,000,000 .-_J 0 NI 2004 112005 142006 M 2007 14 2008 Li 2009 I r 2010 Table 7.6 Gross Taxable Sales 2004—2010 Year Total Taxable Sales 2004 1,539,680,299 2005 1,731,672,576 2006 1,882,594,225 2007 1,966,515,200 2008 1,797,852,179 2009 1,613,410,134 2010 1,585,010,451 I Source:Spokane Community Indicators Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 7 of 18 1 City of Spokane Valley Comprehensive Plan A comparison of the County of Spokane, City of Spokane and Spokane Valley gross taxable sales and annual growth rate is illustrated in Figure 7.5. Figure 7.5 Total Taxable Retell Sales and Annual Growth Rate: City Data 5.00 25.0% 20.0% 4.00 0 15.0% 3.00 10.0% T 91 i n a e2.00 441 116. 5.4°/o a AN r 0.0% 1.00 h11 0. rri r -10.0% 1999 2000 2001 2002 2003 2004 2005 2005 2007 2003 2009 2010 Year Tclal Willi Sties(eilliansJ Cityd Spokeria Total Mail Soles(Billions]Cilyc1 Spokane Valley • Ptrunl GrovAh Rata,Spokane County • Annuli GrovAh Rate,C4yof Spokane Arvwi!Growth Race,Glyd Spokane Valley Year City of Spokane Valley City of Spokane County of Spokane 2004 Taxable Retail Sales(in 1.54 3.29 N/A billions) Annual Growth Rate N/A 2.2% 5.9% 2005 Taxable Retail Sales(in 1.73 3.48 N/A billions) Annual Growth Rate 12.5% 5.7% 7.9% 2006 Taxable Retail Sales(in 1,88 3.84 N/A billions) Annual Growth Rate 8.7% 10.3% 9.2% 2007 Taxable Retail Sales(in 1,97 4.00 N/A billions) Annual Growth Rate 4.5% 4.5% 5.6% 2008 Taxable Retail Sales(in 1.80 3,92 N/A billions) Annual Growth Rate -8.6% -2.1% -4.2% 2009 Taxable Retail Sales(in 1.61 3.73 N/A billions) Annual Growth Rate -8.3% -4.9% -6.9% 2010 Taxable Retail Sales(in 1.59 3.67 N/A billions) Annual Growth Rate -1.8% -1.4% -1.8% Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 8 of 18 City of Spokane Valley Comprehensive Plan Property taxes are part of the cost of doing business. The 2011 Property taxes in Spokane Valley include County, City, Library Bond, State School, Fire District and local school taxes, as illustrated in Table 7.7, for individual Tax Code Areas (TCA) Table 7.7 2011 Property Tax Rates within Spokane Valley per$1,000 valuation Levy Rate TCA 140 TCA 141 TCA 144 TCA 145 TCA 146 TCA 148 County:General 1.195057 Conservation Futures 0.044188 Road 1.332306 City of Spokane Valley 1.503003 State School 2.241034 Library 0.50000000 Subtotal 6.815588 6.815588 6.815588 6.815588 6.815588 6.815588 6.815588 SD 081 Spokane 5.654338 6.654338 5.654338 SD 356 Central Valley 4.490794 4.490794 4 4.490794 SD 361 East Valley 3.538868 3.538868 SD 363 West Valley 6.633464 _ 6.633464 Fire 01 Spokane Valley 3.157323 3.157323 3.157323 3.157323 3.157323 Fire/EMS 08 Moran 2.121076 2.121076 2.121076 Total 15.627249 14.591002 14.463705 13.427458 13.511779 16.606375 Source: Spokane County Assessor A significant indicator of econei is v4ta44ty is construction activity. Figures 7.6 through-744 summarize levels of constructiec-a. . , . _ - . - •• • - _ -- •. Figure 7.6 New Construction Permits Issued 500 - 30r, ' 2500 2000 _- 1500 1000 500 . 1 0 2004 2005 2006 2007 2008 :+• 2010 2011 t l Commercial 289 86 50 79 95 69 166,.. 67 •Multi-Family 0 711 15 5 16 0 16 ■Single Family/Duplex 2971 396 457 539 344 94 126 96 Source: Spoksno Valley-Gen:wawa' "= _ !:..•• .• _. •. . _22; -2- 'apse Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 9 of 18 City of Spokane Valley Comprehensive Plan Figure 7.7 Construction Valuation $200,000,000 - $150,000,000 '-- '~ $100,000,000 $50,000,000 ' $0 . r I 1 2004 112005 112006 Li 2007 •2008 E 2009 r 2010 •2011 Figure 7.8 Permit Revenue $2,000,000 - l' $1,500,000 1 $1,000,000 $500,000 - $0 112004 2005 2006 E12007 ■2008 :,2009 r 2010 r 2011 Tables 7.8 and 7.9 show the largest office / business parks and the leading industrial parks in the City of Spokane Valley, ranked by total square footage. Table 7.8 Largest Spokane Valley Office and Business Parks (Ranked by total square footage) Park Name/Address Total Square Footage Space Available as of Number of 1-1-12 Buildings Pinecroft Business Park 350,000 DND 12 12310—12825 E.Mirabeau Parkway Riverview Corporate Center 250,000 158,000 1 16021 E. Indiana Redwood Plaza 107,400 12,900 3 11707 E.Sprague CenterPointe Business Park 68,000 10,000 3 200 N.Mullan Argonne Mullan Plaza 54,000 8,000 2 920 N. Mullan Montgomery East Commercial Center 53,000 11,710 4 Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 10 of 18 City of Spokane Valley Comprehensive Plan Table 7.8 Largest Spokane Valley Office and Business Parks (Ranked by total square footage) Park Name/Address Total Square Footage Space Available as of Number of 1-1-12 Buildings 11616 E.Montgomery Broadway Avenue Business Park 52,700 17,000 4 5501 E. Broadway North Valley Business Park 51,300 6,390 3 11303, 11306&11327 E. Montgomery North Pines Center 51,000 2,000 6 1014 N. Pines Argonne Forrest Office Park 44,360 3,860 3 8815-8775 E.Mission Mullan Center 43,000 4,200 2 1410&1420 N. Mullen North Pines Professional Center 37,580 8,940 7 1005 N. Pines Montgomery CommerCenter 29,050 2,300 2 2721 N.Van Marter Boulder Creek 25,000 2,300 2 505 N.Argonne Argonne Mullen Center 20,000 775 2 708&720 N.Argonne Pinestone Business Center 7,900 1,550 3 2310-2314 N. Cherry Source: January 2012 Book of Lists,Spokane County Journal of Business Table 7.9 Leading Industrial Parks (Ranked by total square footage) Park Name Total Square Space Available Park Number of Zoning Address Footage as of 1-1-12 Size(acres) Buildings Spokane Business and Industrial Park 3,800,000* 425,000 615 55 LI 3808 N.Sullivan Central Business Park 513,000 180,000 300 26 LI 11016 E. Montgomery East Spokane Industrial Park 110,000 none 8.5 5 I Broadway and Fancher _ Montgomery Business Park 105,800 4,100 6.8 2 LI 9922 E.Montgomery Bielec Industrial Park 105,000 25,000 14.5 4 HI 18001 E.Euclid Vista Industrial Park 95,600 9,000 18 8 HI 111 N.Vista Empire Industrial Park 90,000 2,200 7.5 13 LI 12009 E. Empire Trent Center 56,700 none 4.2 7 LI 6206 E.Trent Argonne Commercial Center 56,600 5,100 2.4 3 LI _9516-9608 E. Montgomery Fancher Bridge Business Park 56,000 15,300 3 5 HI 5805 E.Sharp Carstens Industrial Park 48,000 none 5 3 I 415 N.Thierman Van Marter Warehouse 45,000 none 3 1 LI 2701 N.Van Marter Farr Industrial Park 44,500 none 3.6 3 LI 9708 E.Montgomery Ella Industrial park 40,000 none 3 6 I 525 N. Ella Thierman Warehouse 30,000 none 1.5 2 HI 1419 and 1507 N.Thierman Alki Industrial Park 13,000 1,800 DND 2 HI 6002-6010 E.Atki *includes office and felx space I Industrial; HI Heavy Industrial; LI Light Industrial; DND did not disclose;FTE means full-time equivalent;NA means not available Source: January 2012 Book of Lists,Spokane County Journal of Business Adopted April 25, 2006 (Update 06-06-12) Chapter 7- Economic Development Page 11 of 18 City of Spokane Valley Comprehensive Plan The largest employers within the City of Spokane Valley are summarized in Table 7.10. Table 7.10 Largest Spokane Valley Employers (Ranked by number of full time equivalent employees) Name FTE Employees FTE Employees Parent Organization, Business Spokane Valley Elsewhere Location Activity 11/1/11 11/1/10 1111/11 1111/10 Wal-Mart Stores 1,332 1,362 DND DND Wal-Mart Stores, Inc. Retail Sales Bentonville,AK Central Valley School 1,248 1,245 0 0 Spokane Valley Public School District Kaiser Aluminum 850 800 DND DND Foothill Ranch,CA Aluminum Production Valley Hospital 485 457 0 0 Spokane HospitaVHealth Care Yokes Foods, Inc. 426 408 317 282 Spokane Valley Retail Grocery Appleway Automotive 360 340 18,000 17,500 AutoNation,Inc. Auto Sales, Group Ft. Lauderdale, FL Service, Repair Spokane Industries, 282 211 3 3 Spokane Valley Stainless Steel Inc. Products Wagstaff, Inc. 279 259 67 66 Spokane Valley Machinery Design and Manufacturing SCAFCO Corp. 200 225 66 47 Spokane Valley Grain Storage System _ Manufacturin. Alliance Machine 176 201 206 DND Spokane Valley Corrugated Box System International Handling and LLC Machines KeyTronicEMS 176 166 2,480 1,842 Spokane Valley Contract Manufacturing Good Samaritan 175 168 27,000 27,000 Sioux Falls,SD Retirement Society Community Principal Financial 169 177 DND 14,200 Des Moines, IA Investment, Group Insurance, Banking Hoisted,Inc. 166 162 6 4 Spokane Valley Engine Heaters Servatron Inc. 163 160 0 0 Spokane Valley Electronic Manufacturing Cascade Windows 162 200 374 200 Spokane Valley Vinyl Window Manufacturing , DND did not disclose;FTE full-time equivalent; NA not available Source: January 2012 Book of Lists,Spokane County Journal of Business 7.3 Strengths & Weaknesses 7.3.1 Strengths Spokane Valley is sheltered from harsh continental climate by the Cascades and Bitterroot Mountain Ranges, and has a mild climate with four seasons. Its proximity to Idaho and the mountains provides excellent recreational opportunities throughout the year. Sportsmen appreciate the opportunities for hunting and fishing within the Inland Northwest. Spokane Valley is strategically located along Interstate-90 with an excellent transportation system linking air freight, rail and freight terminals, It has an ample supply of land designated for commercial and industrial purposes. Plentiful vacant and underdeveloped land is located in close proximity to the scenic Spokane River. The Spokane Industrial Park located on SR 290 (Trent Road) houses a 325,000 square foot Foreign Trade Zone (FTZ) designated by the U.S. Department of Commerce in November 2002 and activated in February 2004. The Spokane International Airport System allocated the FTZ from Felts Field to its present location in Spokane Valley. FTZ benefits importers by allowing them to defer import duties on shipments until the cargo is transshipped to another location within the United States, or to avoid those duties when imported freight is exported out of the country. Inland Empire Distribution Systems (ZEDS) operates the FTZ, Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 12 of 18 City of Spokane Valley Comprehensive Plan providing third party logistics and a public warehouse. The FTZ is also the site of the only U.S. Customs authorized Container Freight Station (CFS) which allows sealed in-bound containers to clear Customs in Spokane Valley, CFS is a federal service provided to individuals and businesses through the Spokane/Coeur d'Alene area. IEDS also provides the only public railroad transloader service in the Inland Northwest (Spokane/CDA Area) for both the BNSF and Union Pacific Railroads. Because of its location adjacent to the City of Spokane, Spokane Valley may be eligible to seek expansion of the Spokane Community Empowerment Zone for qualified Census block groups. Expansion of the Empowerment Zone will allow participating businesses to take advantage of sales tax deferrals and Washington business and occupation tax credits in exchange for expanding the employment opportunities available to low and moderate income individuals residing within the area. A wide variety of retail outlets provide goods for the region. Of major importance in Spokane Valley are automotive and recreational vehicle sales concentrated along Sprague Avenue at 1-90. These businesses and others in manufacturing, service, transportation, and wholesale/distribution are well represented by the Valley Chamber of Commerce, the sixth largest chamber in the State of Washington, which boasts over 900 members. (Valley Chamber 2010 Annual Report) The Spokane area hosts a number of accredited institutions of higher education including community colleges, universities (both public and private) and private technical and business schools. Local K-12 public and private school programs have sought partnerships with these institutions to meet the training needs of a future work force. These institutions, particularly the community college system, have been active in seeking to meet the re-training needs of older workers displaced by losses of manufacturing jobs, and are receptive to developing partnerships with the local business community. Among these, the Spokane Intercollegiate Research and Technology Institute (SIRTI) is a Washington State-funded, economic development agency that advances the growth of emerging technology companies in the Inland Northwest. SIRTI's commercialization services aim at helping clients bring innovative technologies to market while positioning them to compete globally. These services include: strategic planning, market research, business plan development, marketing, connections to technology managerial talent, and access to funding sources, as well as providing flexible, state-of-the-art incubator facilities. SIRTI also helps to build the Northwest's technology workforce by providing paid internships to eligible students from regional colleges and universities. The Small Business Development Center(SBDC) is a cooperative effort between Washington State University and the US Small Business Administration. Counselors provide one-on-one, confidential assistance at no charge for management and technical business affairs, such as start, purchase or the sale of a business, choosing and incorporating new technology, financial management, business plan development, market plan development, and business research. In 2010, small businesses in Washington State saw their sales decrease an average of one percent. However, clients who worked with SBDC advisors saw their sales increase an average of nearly four percent. (SBDC,201 1) Advances in technology and local investment in fiber-optic cable networks represent a significant competitive advantage in attracting information-based business to Spokane Valley. Spokane Valley is also the beneficiary of high quality medical facilities which serve a wide region, extending beyond Washington. The presence of these facilities has attracted a large number of active retirees who represent a well-educated and highly-skilled resource for local employers. Housing in the Spokane Valley is of high quality and affordable in all density ranges. Local utility purveyors at rates that are reasonable provide plentiful water and power. In addition to the many businesses focused on the prosperity of Spokane Valley, the City is fortunate to have a large number of professional, volunteer, service and faith-based organizations committed to community development and improvement. Citizens are engaged in the development Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 13 of 18 City of Spokane Valley Comprehensive Plan of the new city and have dedicated countless hours to developing ideas which would promote economic development and job creation. Another important piece of the regional economic development picture is Greater Spokane Inc. (formerly Spokane Area Economic Development Council). . Since 1974, Greater Spokane Inc. (GSI) has established a proven record of accomplishment, strong leadership, and solid industry expertise as the starting point" for regionally focused economic development. The role of GSI is to implement a business-focused strategy that proactively promotes the region's business identity, facilitates job growth and business expansion, and leverages available resources to provide effective solutions. While organized as an independent not-for-profit corporation funded by both public and private entities, GSI works collaboratively with key partners across the region. Spokane Neighborhood Action Programs (SNAP) provides programs to empower low income individuals and families with opportunities promoting financial independence. The SNAP Economic Development programs offer financial tools and education to promote sound money management and investment in assets, including business ownership, home ownership, higher education and transportation. The MicroEnterprise Development Program is operated by SNAP, along with public and private partners, to help qualified individuals develop a business plan, acquire capital and start or expand a business. Perhaps the most important aspect of economic development is the City's continuing efforts to streamline the permitting process and to ensure regulations are fair and predictable for businesses. Efficient permitting processes are a key factor for companies searching for suitable locations to build or expand their business operations. In order to remain competitive, the City must continually evaluate its permitting process to ensure a timely and predictable outcome. Regulations must also be continually monitored and amended as necessary to make sure the City is not unduly burdening businesses. 7.3.2 Weaknesses The City of Spokane Valley has yet to establish its own unique identity within the region. The lack of an identifiable city center and an overabundance of marginal commercial centers and strip development from an earlier era remain a part of the urban landscape. While they represent opportunities for redevelopment, they present very real challenges for economic development in the present. The costs of redevelopment are significantly higher than those with new development, and regulatory barriers often represent considerable obstacles to reinvestment in an aged infrastructure. Property subdivided in the past may need to be reassembled to meet development objectives at a significant cost to the investor in both time and money. The development experience of the last twenty years has shown the importance of attracting the proper tenant mix in a successful commercial project. To be successful today, retail development must be clean, well lit, landscaped and attractive, with convenient parking. More importantly, it must be perceived as safe with easy access. Existing buildings and properties are often not easily redeveloped to meet this criterion. Land development in the Spokane Valley has not had the advantages of urban planning at critical periods in its development. As a result, incompatibilities exist between adjacent land uses. This will be corrected over time as the City directs its own development. Development standards of the past have focused on rural rather than the urban types of development now mandated by the Growth Management Act. In some cases, the area continues to experience the effects of poor environmental practices in the past. As the information age advances, industrial development has moved from traditional manufacturing activities to business parks which combine corporate offices, call centers and electronic assembly of parts in an office/campus environment. Traditional warehousing has been replaced with "just in time" delivery and an increased dependence on efficient transportation movements. Business reliance on Internet access has replaced other more traditional methods of communication and sales. Unfortunately, many industrial properties have yet to be retrofitted to different standards. Adopted April 25, 2006 (Update 06-06-12) Chapter 7 — Economic Development Page 14 of 18 City of Spokane Valley Comprehensive Plan Because the historical economic base was predicated on manufacturing, as is the case within the entire Spokane area, the local labor force has not always adapted quickly enough to these changes in market conditions. Losses in manufacturing have displaced local workers without the skills required for work in highly technical jobs. Spokane Valley's location, only minutes from the Idaho state line, represents a significant challenge to local economic development efforts. The many services supported by the State of Washington's complex wage and tax structure place business and industrial development at a competitive disadvantage when compared with similar ventures in Idaho only a few miles away. Many of these weaknesses may be more perceived than real, but all have contributed to an image which will require time and focused community effort to correct. 7.4 Community Survey The statistically valid Community Survey conducted in the spring of 2004 identified economic growth as the single most important issue facing Spokane, followed closely by job creation and urban planning issues. Sixty-one percent of respondents also felt that having a city center was important to the City's future, and seventy-four percent supported spending public funds to create a city center. Not surprisingly, roughly three quarters of survey respondents felt that the establishment of a unique community identity in the City of Spokane Valley was important. Although nearly half of respondents (47%) felt that the development of a community identity could best be accomplished through social changes, another 28% indicated physical changes would be the best way to develop a community identity. One-quarter of respondents (25%) felt physical and social changes were equally important to the development of a community identity. During community workshops conducted in the spring and early summer of 2004, participants were asked to express their opinions on many of the same issues. Results of these informal surveys generally tracked the results of the larger survey. 7.5 Goals and Policies This section provides goals and policies that support cooperation and coordination at a regional level to ensure sustainable economic development. There are a number of established organizations in the region that are engaged in economic development activities. It is in the best interest of the City of Spokane Valley to collaborate with these regional organizations. By focusing on common goals and allocating resources accordingly, government and private organizations can work together regionally to maximize successful business start-up, retention, expansion and recruitment efforts. As with many cities, Spokane Valley will have limited funds with which to pursue its economic development goals. The City will have to use its resources in a focused and prioritized manner to have a positive impact on the local economic base. It will be imperative that Spokane Valley make strategic investments of the limited resources available and where possible, leverage resources in cooperation with other governmental and private agencies. Goal EDG-1 Encourage diverse and mutually supportive business development and the expansion and retention of existing businesses within the City for the purpose of emphasizing economic vitality, stability and sustainability. Policies EDP-1.1 Strive to provide the necessary public facilities, infrastructure and services to support economic development. EDP-1.2 In conjunction with appropriate entities, encourage market feasibility studies to identify and target economic opportunities. Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 15 of 18 City of Spokane Valley Comprehensive Plan EDP-1.3 In partnership with the business community and appropriate entities, encourage the development of a comprehensive marketing strategy customized for Spokane Valley and supportive of regional economic development objectives. EDP-1.4 Consider establishment of a public interactive web-based geographic information system to facilitate economic research for businesses. EDP-1.5 Encourage the development of business incubators to promote the creation of new business enterprises. EDP-1.6 Encourage creation and retention of home-based businesses that are consistent with neighborhood character. EDP-1.7 Encourage State and Federal agencies to locate in the City of Spokane Valley. EDP-1.8 Encourage local organizations engaged in business retention, expansion and recruitment. EDP-1.9 Encourage public and private programs and activities that diversify the economy and labor force. EDP-1.10 Encourage the full utilization and expansion of the Foreign Trade Zone. EDP-1.11 Seek expansion of the Spokane Community Empowerment Zone to include income-eligible Census block groups within the City of Spokane Valley. EDP-1.12 Continue to work with auto dealership stakeholders to develop unique streetscape designs, lighting and signage that further define the AutoRow area as regional destination. Goal EDG-2 Encourage redevelopment of commercial/industrial properties within the City. Policies EDP-2.1 Develop appropriate urban design and infrastructure standards for the City Center area. EDP-2.2 Develop zoning, permitting, and incentives that encourage prioritized development consistent with the SVCP. EDP-2.3 Focus economic development resources through specific redevelopment areas as appropriate. Goal EDG-3 Promote the development of a qualified labor force that is globally competitive and responds to the changing needs of the workplace. Policies EDP-3.1 Encourage the region's excellent education consortium. EDP-3.2 Encourage post-secondary education and technical schools to locate and expand offerings within the City of Spokane Valley. EDP-3.3 Encourage community colleges and technical schools in the development of customized training programs for businesses. EDP-3.4 Encourage K-12 education to include skills-based training and creative partnerships with business. EDP-3.5 Encourage public/private partnerships in training and education, through continuing employee education. Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 16 of 18 City of Spokane Valley Comprehensive Plan EDP-3.6 Encourage cooperation among businesses, schools, labor unions and other organizations in developing job training through apprenticeships, mentoring and other programs. EDP-3.7 Promote opportunities that employ Spokane Valley residents in Spokane Valley. Goal EDG-4 Encourage regional tourism as a sustainable provider of jobs and markets. Policies EDP-4.1 Encourage the development of a comprehensive tourism promotion plan that supports the marketing efforts of regional tourism agencies, attractions and events. EDP-4.2 Encourage the development of local attractions, recreational, cultural and sports events which take advantage of the four seasons. EDP-4.3 Encourage and promote the marketing of appropriate facilities that are consistent with Spokane Valley's tourism objectives. EDP-4.4 Expand and develop neighborhood and regional linkages and improvements to the Centennial Trail and Spokane River frontage. Goal EDG-5 Collaborate with other governmental agencies and the business community to promote a sustainable, strong, diverse and healthy regional economy. Policies EDP-5.1 Improve the effectiveness of capital improvement programs by encouraging greater communication and coordination between local governments and the private sector. EDP-5.2 Develop and implement strategies to identify and use appropriate Federal, State and regional economic resources and incentives. EDP-5.3 Encourage the continued support and funding of active duty, reserves and National Guard components of the United States Armed Forces. EDP-5.4 Collaborate with other local governments and business organizations in promoting legislation in support of economic development when appropriate. EDP-5.5 Encourage development of and participation in a recognition/certification program for businesses and non-profits moving toward local, sustainable practices in their operations. EDP-5.6 Encourage development of and participation in a"buy local"campaign. Goal EDG-6 Establish a balanced approach to environmental sustainability which complements the utilization of area resources and economic growth. Policies EDP-6.1 Encourage the retention, development and recruitment of environmentally friendly businesses. EDP-6.2 Encourage programs that foster and promote sustainable business practices. EDP-6.3 Encourage the development of clean technologies. Goal EDG-7 Maintain a regulatory environment that offers flexibility, consistency, predictability and clear direction. Adopted April 25, 2006 (Update 06-06-12) Chapter 7— Economic Development Page 17 of 18 City of Spokane Valley Comprehensive Plan Policies EDP-7.1 Evaluate, monitor and improve development standards to promote compatibility between adjacent land uses; and update permitting processes to ensure that they are equitable, cost-effective, and expeditious. EDP-7.2 Review development regulations periodically to ensure clarity, consistency and predictability. 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MillikeriffliiiMEmiffe ‘ sitdainparoZ114154-671,70,41., - F. ra . tawmoammmmomdmvoil ai1r14p,m:m IN=TI-IC I ___� e tea_ i 4.N4 t___—i k��■5��nni r 1 iids t lifillnilLSINJ wrialo Ell Tram IP 1 Leger Permit; Effective T Ordinance City of Spokane Valley Comprehensive Plan CHAPTER 10 — NEIGHBORHOODS 10.0 introduction Neighborhoods - their character, their livability, their development - these are some of the vital elements of the attractiveness of a city. Neighborhoods are the most immediate symbols of the context in which we live our lives. Empowering neighbors and neig orheed6-to make their neighborhoods safer, healthier and more economically vibrant is vital to encou-rage-establish a sense of control and balance-pride. to the life of the average citizen. While many of the complex issues and opportunities facing the City are addressed effectively at the city-wide level, others require a more specific solution. In addition, neighborhoods and sub-areas may face unique issues which differ from those in other parts of the community. 10.1 Planning Context The Washington Growth Management Act' and Washington Administrative Code (WAC) provide for the inclusion of optional elements2 relating to physical development in the Comprehensive Plan. Neighborhood and sub-area plans may be included, provided they are consistent with the Comprehensive Plan. The initial adoption of a neighborhood/sub-area plan that does not otherwise modify the comprehensive plan policies and designations applicable to the sub-area is not limited to the annual update and may be enacted at any time. 10.2 Neighborhood/Sub-Area Planning 10.2.1 Purpose. Neighborhood/sub-area plans should be used to create, enhance or maintain civic identity and to revitalize under-utilized areas. Infill development is the process of developing or redeveloping under-utilized parcels of land within existing urban areas that are already provided with services. Infill development policies help utilize existing utilities and services before considering costly extensions. Neighborhood/sub-area plans include plans for residential neighborhoods, industrial/commercial development, mixed-use development and joint planning areas. The adoption and incorporation of neighborhood/sub-area plans into the Comprehensive Plan adds greater detail, guidance and predictability to the Plan. This chapter of the Comprehensive Plan provides Neighborhood/sub-area organizations a tool to provide advisory input to city government regarding all issues of governance in their respective geographic area. By accepting this advisory input, the City Council may receive greater citizen input in its decision and policy-making endeavors. A Neighborhood/sub-area is a geographic neighborhood/sub-area within the City of Spokane Valley and could include adjacent jurisdictions and joint planning areas. The extent of a neighborhood is variable and may be defined by tradition, historic uses, common interests and uses, period of building and development, or subdivision patterns. Neighborhood boundaries may include such features as major streets, natural geographic boundaries or other physical features. A neighborhood-based organization is an entity composed of individuals, businesses and/or institutions associated with one or more specific neighborhoods that are recognized by the City as a partner in communicating information and providing assistance in securing public participation. Neighborhood/sub-area planning will provide stakeholders a greater opportunity to be involved in a planning process that is more identifiable and predictable. Local residents, business owners and property owners will gain a clearer understanding of the potential changes that may affect their neighborhoods. I RCW 36.70A.080 2 WAC 365-195-345 3 RCW 36.70A.130 Adopted April 25, 2006 Chapter 10-Neighborhood/Sub-area Page 1 of 3 City of Spokane Valley Comprehensive Plan 10.2.2 Process. Guidelines and options will be developed for the planning process in the development of neighborhood/sub-area plans. 10.3 Goals and Policies Goal NG-1 Maintain consistency between adopted Neighborhood/sub-area plans and the City Comprehensive Plan. Policies NP-1.1 Conduct periodic review of sub-area plans for consistency with the Comprehensive Plan. Goal NG-2 Preserve and protect the character and quality of life of Spokane Valley's residential neighborhoods. Policies NP-2.1 Maintain and protect the character of existing and future residential neighborhoods through the development and enforcement of the City's land use regulations and joint planning. NP-2.2 Review and revise as necessary, existing land use regulations to provide for innovation and flexibility in the design of new residential developments, accessory dwelling units, and in-fill development. NP-2.3 Encourage the development of parks and the dedication of open space to promote physical activity and community interaction in and adjacent to residential areas. Open space dedication shall be proportionate to the size of the development. NP-2,4 Encourage the dedication of open spaces for local food production in and adjacent to residential areas. NP-2.5 Encourage the location of farmers markets within walking distance of residential areas to support access to healthy food. NP-2.6 Encourage community gardens in residential areas. NP-2.47 Preserve site characteristics that enhance residential development (trees, bodies of water, vistas, and similar features) using site planning techniques such as clustering, planned unit developments, transfer of development rights, and lot size averaging. NP-2.58 Allow zone changes within the Low Density Residential category only when specific criteria are met. Criteria may include: • Substantial changes within zone change area. • Clear mapping errors. • Adequate facilities and services (e.g. sewer, water capacity). • Consistency with densities in the vicinity of the zone change. NP-2,69 Establish appropriate design guidelines with buffer zones and transition requirements to protect residential neighborhoods from incompatible land uses and adverse impacts associated with arterials, freeways and rail corridors. NP-2.710 Encourage rehabilitation and improvement programs to conserve and upgrade existing properties and buildings. Adopted April 25, 2006 Chapter 10— Neighborhood/Sub-area Page 2 of 3 City of Spokane Valley Comprehensive Plan NP-2.811 Encourage programs targeted at neighborhood preservation, including Weed and Seed, housing rehabilitation and crime prevention programs, such as Neighborhood Watch, McGruff Houses, etc. NP-2.812 Integrate retail developments into surrounding neighborhoods through attention to quality design and function. Encourage neighborhood retail and personal services that create a sense of community such as farmers markets, seasonal businesses, and family-friendly gathering places to locate at appropriate sites where local economic demand and design solutions demonstrate compatibility with the neighborhood, NP-2.4-813 Develop guidelines and options for Neighborhood/sub-area associations which facilitate the refinement of Neighborhood/sub-area plans, Goal NG-3 Encourage neighborhood/sub-area planning for commercial, industrial and mixed use properties to enhance the quality, vibrancy and character of existing development. Policies NP-3.1 Establish regulations and identify potential incentives that encourage multi-use areas that integrate a broad range of appropriate and compatible land use activities, and encourage the development and redevelopment of land in conformance with the SVCP. NP-3.2 Encourage the remediation of environmentally contaminated sites to return the land to productive commercial and industrial use. NP-3.3 Encourage commercial development that is designed and scaled in a manner that is compatible with surrounding neighborhoods. Goal NG-4 Work with Neighborhoods/sub-areas to determine the need_, ' , and the preferred approach for outreach activities in order to maintain the flow of information between the city and its citizens. Policies NP-4.1 Work with schools and non-profit organizations to identify and address housing, food resources and neighborhood concerns. Adopted April 25, 2006 Chapter 10— Neighborhood/Sub-area Page 3 of 3 City of Spokane Valley Comprehensive Plan CHAPTER 11- BIKE AND PEDESTRIAN ELEMENT 11.0 Introduction 11.0.1 Why Plan for Bicycling and Walking? Bicycling in urban areas has grown dramatically in the last decade due to factors such as healthier lifestyles, rising fuel costs and a desire to lessen impacts on the environment. By creating safe places to ride, the development of new facility types such as bike lanes, bicycle friendly routes, and shared use paths have enabled more people to use bike transportation. In addition, as the importance of a healthy lifestyle has grown, the desire to incorporate exercise through walking has also grown. As a basic form of mobility, virtually all trips—regardless of mode—start and end with walking. The City of Spokane Valley has the essential elements to create a great place to bike and walk. Most streets connect, congestion is minimal, the terrain is flat, and weather is suitable many months of the year. For these reasons, biking and walking is a great way to get around the City. Where there are close links between home and destinations (such as school, work, and shops) walking and cycling can be the preferred and efficient way to move from place to place. Promoting walking and bicycling can help ease congestion, address weight and health issues and enhance the livability and economic vitality of our community. They help promote interaction between neighbors, strengthen connection to the community, provide 'eyes-on-the-street' security, and support local retail activity. By comparison, streets and places where people are not present often feel uncomfortable and barren. Cities around the nation with the most positive economic growth and solid resources from tourism, general retail and other sources are places where people can come and feel comfortable. 11.0.2 Overview As an element of the City of Spokane Valley's Comprehensive Plan, this chapter is organized to present background data concerning bike and pedestrian facilities (Section 11.1), applicable federal, state and local codes relating to the topic (section 11.2), and a set of goals and objectives (section 11.3). Section 11.4, contains city-wide bike and pedestrian facility improvements, potential education, enforcement and evaluation tools. As a policy document, this chapter will guide decisions regarding multi-modal transportation facilities. As an implementation tool, it will detail priorities and standards for development. 11.0.3 Vision Statements To increase opportunities for non-motorized transportation that improve the connectivity, safety, convenience and attractiveness of the pedestrian and bicycle network in the City of Spokane Valley. To identify and prioritize facility recommendations based on thorough data collection and analysis, community visioning, regional collaboration, engineering assessment and preliminary cost estimates. 11.0.4 Process Several steps were involved in creating the Bike and Pedestrian Master Program. a. Data Collection A comprehensive field inventory of existing bicycle and pedestrian facilities was conducted, identifying constraints and opportunities for improvements. The City coordinated with adjacent jurisdictions as well as bike, pedestrian and health advocates, property owners and other stakeholders. This step incorporated a thorough review of the existing adopted Spokane Valley Comprehensive Plan, including a review of the bike facility map, goals and policies related to bike and walking activity, as well as a review of recently approved similar Adopted 10-25-2011 Chapter 11 --Bike and Pedestrian Master Program Page 1 of 18 City of Spokane Valley Comprehensive Plan plans in the region. Accident data and funding sources for potential future projects were also gathered. A sidewalk inventory completed by students at Washington State University (WSU)was added to the City's GIS system. b. Public Outreach This Bike and Pedestrian Master Program (BPMP) was created over a year and a half period with participation from a diverse group of citizens, residents and interested parties. A contact database was created to ensure interested parties were notified throughout the development of the plan. Over 900 contacts were included within five months of initiation. The first in a series of BPMP workshops was held on June 16, 2010. A diverse group voiced opinions and concerns on bicycling and walking in the City. Through an interactive exercise, the participants identified destinations, obstacles, and preferred routes for bike and pedestrian facilities. An on-line survey was made available through the City's web page. Over 350 responses were received from the online survey, indicating a significant level of interest. The short, non-statistical survey gathered additional insight into the biking and walking experience in Spokane Valley and into desired routes and destinations. c. Connectivity Assessment and Route Recommendations From the gathered data, a preliminary connection assessment and potential route recommendations were developed. Details of existing rights-of-way, pavement width, driveway approaches and traffic counts were gathered. d. Continued Public Outreach A second community workshop was held on September 19, 2010 to present preliminary bike and pedestrian routes and connections based on the information gathered at the first workshop and through the on-line survey. The Spokane Regional Health District presented information on health impacts associated with alternative modes of transportation. By prioritizing potential projects, participants helped create a vision of a comprehensive bike and pedestrian network. The workshops were publicized online, at schools, bike shops and community facilities throughout the City. In addition, staff prepared newsletters and maintained a BPMP page on the City of Spokane Valley website. Quarterly updates were presented to the City Council as part of the Energy Efficiency and Conservation Block Grant (EECBG) status reports, e. Safety Analysis and Prioritization of Improvements A portion of money from the City's EECBG funded an engineering consultant to review the proposed routes for safety, cost and prioritizations. This engineering assessment provides technical guidance to help ensure that proposed bike and pedestrian facilities, such as bike lanes on arterials or shared use paths in neighborhoods, are safe, functional, and appropriate for the set route. f. Plan Refinement, Review and Adoption Desired routes were refined based on technical input from the consultant. Classifications for both bicycle and pedestrian facilities were reviewed based on the American Association of State Highway Transportation Officials (AASHTO) guidelines and industry standards. Comprehensive Plan text, maps and exhibits were prepared. Priorities and preliminary implementation schedules were included. Additional workshops were held to gather input on the draft BPMP document. Finally, the BPMP was presented to both the Planning Commission and the City Council. 11.0.5 Bike and Pedestrian Master Plan Technical Advisory Group Developing the BPMP resulted in partnerships and collaboration between the City, adjoining jurisdictions and many other interested agencies and individuals. Representatives from many of these groups served on the Bike and Pedestrian Technical Advisory Group (BPTAG). The BPTAG Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 2 of 18 City of Spokane Valley Comprehensive Plan met several times to review and make recommendations on potential routes, facilities and implementation strategies. 11.0.6 Partnerships Preparation of the BPMP has involved a wide range of people and agencies. Partnerships and collaboration contributes to the quality and integrity of the program. Maintaining these partnerships will contribute toward successful implementation and realization of shared goals. a. Spokane Regional Health District The Spokane Regional Health District (SRHD) serves as the area's public health leader and partner in protecting and improving the health of the community. The Health District's Physical Activity program works with community coalitions, elected officials, citizen groups and other organizations to encourage policies that make it easier for people to be physically active. An analysis of existing social, economic and health statistics of the residents of the City of Spokane Valley was prepared by the SRHD epidemiologist. The role of SRHD was to bring awareness of the positive health impact bicycle and pedestrian infrastructure can have on a community. b. School Districts and Safe Routes to School Safe Routes to School is a national program aimed at enabling community leaders, schools and parents across the country to improve safety and encourage more children to be active by safely walking and bicycling to school. In the process, work associated with Safe Routes to School contributes to reducing traffic congestion, improving physical health, and making communities more livable overall. The SRHD along with the City, Bicycle Alliance of Washington, Central Valley School District, East Valley School District, and West Valley School District worked diligently through the 2010/2011 school year to prepare walking audits of all elementary and middle schools. Walking audits are detailed surveys of streets and sidewalks within a one-mile radius surrounding a school using the Safe Walk and Bike Routes: A Guide for Planning and Improving Walk and Bike to School Options for Students (site: WSDOT and WTSC 2010). Results of the audits are used to prepare preferred walking routes for students and to identify and prioritize street and sidewalk safety projects. Continued coordinated efforts between school districts, SRHD and the City will aid in the successful implementation of safe routes for pedestrians of all ages. c. Spokane Transit Authority The Spokane Transit Authority (STA) is a regional public transportation agency providing a variety of transportation options, including bus service to the City of Spokane Valley. The transit system effectively expands the area that pedestrians are able to access for daily services and activities. STA's database of pedestrian paths throughout its service area was used as base data for the City's sidewalk inventory, gap analysis and recommended pedestrian network. The data identified barriers to people using the sidewalk network to access the bus system. d. Bicycle Alliance of Washington The Bicycle Alliance of Washington is a non-profit organization advocating for bicyclists and bike-friendly communities throughout Washington. The Alliance works toward increasing the percentage of all types of bicycle riders and increasing funding available for inclusive, non-motorized transportation facilities. The Alliance works closely with Safe Routes to School programs and serves as a clearinghouse for bicycle education and advocacy. e. Washington State University In 2007, Washington State University Interdisciplinary Design Institute (WSU) created a pedestrian model by mapping pedestrian networks throughout Spokane Transit Authority's service area, identifying barriers such as the absence of sidewalks and curb ramps, and non-ADA compliant variations in the surface condition, height, width, and slope of Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 3 of 18 City of Spokane Valley Comprehensive Plan pedestrian facilities. The data has been used to identify existing routes and to determine sidewalk infill priorities. By partnering with the City, data developed through the Bike and Pedestrian Master Program will be used to update the WSU pedestrian network model. In turn, the model will be useful in prioritizing pedestrian improvements in an effort to increase safety throughout the City. f. Spokane Regional Transportation Council The Spokane Regional Transportation Council (SRTC) is the local metropolitan planning organization encouraging coordination and collaboration between planning and transportation departments throughout the region. SRTC maintains the Transportation Improvement Program, a three-year list of state and federally-funded transportation projects, and the Metropolitan Transportation Plan in Spokane County, a document addressing transportation needs for the next 20 years. SRTC recognizes that walking and bicycling are simple and efficient modes of travel that can increase public transit ridership. Coordination between the City and SRTC will create opportunities to implement effective non-motorized projects and programs. 11.1 Planning Context The Bike and Pedestrian Element of the Spokane Valley Comprehensive Plan expands on the Transportation Element to focus on non-motorized transportation. Also referred to as the Bike and Pedestrian Master Program, this element is consistent with the overall Comprehensive Plan, specifically the Land Use, Transportation, Parks and Recreation and Neighborhood Elements. 11.1.1 GMA The Washington Growth Management Act(GMA), the Revised Code of Washington (RCW) and the Washington Administrative Code (WAC) provide for the inclusion of non-motorized transportation elements in comprehensive plans. Bike and pedestrian planning is sometimes included in the land use, transportation or recreation elements. Using a separate element to address opportunities and constraints specific to these non-motorized forms of transportation allows the City of Spokane Valley to focus on improvements that enhance the livability and economic vitality of our community. 11.1.2 County-Wide Planning Policies County Wide Planning Policies (CWPP) provide a policy framework for the County and its respective cities. Specifically items 10 and 16 under Policy Topic 5 —Transportation, state: 10. Each jurisdiction should coordinate its housing and transportation strategies to support existing, or develop new, public multimodal transportation systems. 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. As described in Section 11.0.6 above, the SRTC is the Metropolitan Planning Organization for the Spokane region. SRTC maintains the Metropolitan Transportation Plan (MTP), a 20-year strategy to meet the transportation needs of the region. MTP goals related to non-motorized transportation include: • Establishing a bicycle and pedestrian program that will increase the mode-share of people walking and bicycling as a means of transportation over the next 20 years; • Eliminating barriers that discourage or prohibit pedestrian or bicycle access; Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 4 of 18 City of Spokane Valley Comprehensive Plan • Identifying the needs and gaps in the regional bicycle and pedestrian system; and • Encouraging connections between residential areas and adjacent land uses to enhance awareness and cooperation between all roadway users. The MTP facilitated the creation of three complementary products: the Spokane Regional Bike Plan (adopted in 2008); the Spokane Regional Pedestrian Plan (adopted in 2009) and the SmartRoutes program. All of these were collaborative efforts with SRTC, the Spokane Regional Health District, the Active Transportation Technical Committee (including representatives from the City of Spokane Valley and other cities and towns) and a citizen-based steering committee. Each of these documents encourages jurisdictions to tailor the regional plans to their own needs and to use them for guidance to develop appropriate bicycle and pedestrian projects that traverse jurisdictional lines. 11.2 Existing Setting 11.2.1 Comprehensive Plan The City of Spokane Valley's Comprehensive Plan includes goals and policies to guide development within the City. All elements within the Comprehensive Plan must be internally consistent. Goals found within other elements encourage the development and implementation of a bike and pedestrian system within the City. The following are from the Land Use, Transportation, Natural Environment and the Parks and Recreation elements: Land Use -Goal LUG-7 Provide a balanced transportation network that accommodates public transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles and integrated parking. Transportation -Goat 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. Natural Environment -Goal NEG-20 Support regional efforts to improve air quality. Parks and Recreation -Goal PRG-4 Based upon budgetary resources, promote, develop, operate and maintain a comprehensive trail/bicycle system within Spokane Valley that provides non-motorized travel (walking, bicycling, skating, and horseback riding) to meet city residents recreation, fitness and commuting needs. 11.2.2 Current Activity a. Collision Data The Washington State Department of Transportation maintains records of pedestrian and bicycle collision data. Between 2003 (incorporation) and 2010, there were six fatalities and 295 serious or disabling injuries in Spokane Valley associated with pedestrian and bicycle collisions. On average, there are 41 pedestrian and bicycle collisions per year. The majority of the collisions occurred on major arterials including Argonne, Pines and Sullivan Roads. It is estimated that many bicycle and pedestrian collisions have happened but have not been reported. b. Citizen Input To ensure the bike and pedestrian system reflects the community's desires, an extensive outreach component was built into the process. As described in the previous section, this process included workshops and an on-line survey. The results showed that a majority of respondents walk or bicycle for exercise/health, enjoyment, or to commute to work/school. When asked what prevents a person from biking or walking, an overwhelming 70% of the Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 5 of 18 City of Spokane Valley Comprehensive Plan respondents said it was due to the lack of facilities. The results showed the community's desire to see improved bike and pedestrian facilities in or around the following six routes: 1. Sprague Avenue 2. Pines Road 3. 32nd Ave/ Dishman Mica 4. Argonne/ Mullen corridor 5. Valleyway Avenue (as a bicycle friendly route) 6. Sullivan Road Many mentioned the need for more north/south connections to the Centennial Trail. The preferred facilities were bike lanes and shared use paths. The graphs below illustrate the respondent's views. Why do you bike or walk? Note:Respondents were asked to check all that apply 94% 89.% 58% 55% 35% { L 9%a 3% 4% ar tee\ oe• cap oo� rye a`� e, ieo\ee\re ��lo�� °G��ie�a° Q���``a o °y°r o'er°`� o` Or ti e �, 5 ` ��°� ae` �° qo oo Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 6 of 18 City of Spokane Valley Comprehensive Plan What prevents you from biking or walking? Note:Respondents were asked to check all that apply 70% 57% 43% 28% i 26%ti 1 I j 26% L 1 . ... .-,(:)) -A c\c'e' -i'Pc '4Dc e 6 ,z c),N ' c■b 6,,?, ,c(23- ,,I, 0 0, c,,,- . ,- ,,b .q?e, c' b.. .41/4-, \L. c -''' e e . e c -- 00 ....z, 0.- ..,,,, c, N6c‘ sv 1 e?' I s 42,6A o' e c0 ,0-- cfr Where would you like to be able to bicyle or walk? Note:Responses were tallied from qualitative data 23% 21% 21% 1, 5% 5% 5% 4% [141% 2% 2% 2% 2% Z ' 1% I. - V-- 1741— 1 ii---' L [1% '1-77 00 •,: -..\ eic, cg. ,.. ,e,---\ A <■• 0\ A '...., ist,0 4.t, co'c\ I Adopted 10-25-2011 Chapter 11 –Bike and Pedestrian Master Program I Page 7 of 18 1 City of Spokane Valley Comprehensive Plan Which roadways are difficult for bicyclists or pedestrians? Note:Responses were tallied from qualitative data 24% 1 17% 16% 10% 5% 6% 0 2% 3% 3% 3l0 3% 3% 3% 1°l0 1% 1°l0 j_- - — — -" - 11 1% I- 11 / PQ�locce �e �a\Qi�Aaa� ����r�c�`�fi�\ ��ge���oes �y�\o� �a e\ce�4�m����\\`aac�`e�J�� �a CQ` What bicycle and pedestrian facilities do you prefer? Note:Respondents were asked to check all that apply 78% 62% 51% 36% Bike Lanes Shared Use Paths Signed,Shared Bicycle Boulevard Roadways Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 8 of 18 City of Spokane Valley Comprehensive Plan Which of the following programs would you like to see implemented? Note: Respondents were asked to check all that apply 87% 66% 55% 47% 46% 36%_ 34% 28% I1 r� boo e�5 yKN, t��q5 ac' ^`e'o ea (2 Oa e� , \ {a`G V {```3 aJye Sao ,,\-> \-a` �,A �e o° `oc� c:31/4N o4',cP �`� E`aQ� 2ooko� cc' dace' Q Ng'a �y.Q oc.Q� \coo G yeti c. Health Data As part of the initial community workshops, the SRHD prepared information correlating active lifestyles, including bicycle and pedestrian commutes, to improved health. Sedentary lifestyles can contribute to obesity. Obesity can be defined as a person with a body mass index of 30 or greater. Obesity can contribute to illnesses including heart disease and strokes, high blood pressure, osteoarthritis, diabetes and some forms of cancer. Lack of physical activity increases health risks, resulting in increased costs for medical care, worker compensation and lost productivity. Obesity and lack of activity contribute to chronic diseases including cancer, heart and respiratory disease. The top five causes of death in Spokane Valley are shown below: Literature reviews have shown that urban design and land use policies creating opportunities for physical activity within communities have been effective and are considered best practices for increasing a community's health and reducing obesity. More than half of Spokane County's carbon monoxide emissions are from vehicle sources. Reducing vehicle trips by accommodating and encouraging active transportation can positively impacts health by improving air quality. SRHD also considers socio-economic factors as they relate to health. A link exists between education, poverty, and mobility choices. In Spokane Valley, between 2004 and 2008, 37.4 percent of the population had less than a high school diploma or GED. The amount of education a person achieves influences their ability to earn a certain standard of living. Between 2004 and 2008, 43.9 percent of the City's population was at or below the 200 percent federal poverty level. That is more than twice the national average. A substantial percentage of the population either cannot afford automobile transportation, or affording it is a financial hardship. For these people, in addition to the young in age and the older population, getting around by other alternatives such as walking, bicycling or transit is a necessity. Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 9 of 18 City of Spokane Valley Comprehensive Plan 11.2.3 Existing Bicycle System Though developed as a compilation of rural townships over time, the City of Spokane Valley has a strong grid pattern of streets. The placement of principal and minor arterials, collectors and local access streets overlaid on the relatively flat topography provides an excellent base for non- motorized transportation. a. Types of Bicycle Users There are many types of bicyclists with varying skills and levels of comfort in terms of riding in traffic. While bicyclists can be loosely categorized as experienced adult, casual adult and child cyclists, there are many levels of cycling competency and just as many opinions as to what makes an ideal bike route. Some experienced cyclists ride on busy arterial streets regardless of bicycle facilities. Some cyclists will ride on busy roads only if bike lanes are provided. Some will use the lanes only if parallel residential roads are unavailable. b. Existing Bicycle Facilities A combination of striped bike lanes, posted bicycle friendly routes and separated bike facilities are found throughout the City. In addition, other streets act as informal routes, favored by bicycle commuters as safe and convenient alternatives to bike ways with heavy automobile traffic. The following different types of bicycle facilities, as defined by the American Association of State and Highway Transportation Officials (AASHTO) are found throughout Spokane Valley: i. Shared Use Path: Facilities on separated right-of-way and with minimal cross flow by motor vehicles. Minimum width is six feet; optimal width is ten feet. Shared use paths may also be used by pedestrians, skaters, wheelchair users, joggers and other non- motorized users. • The Centennial Trail is an example of a shared use path in the City. With connections through adjacent jurisdictions, it is an important regional recreational and commuting facility. Other shared use paths exist along the south side of Appleway Avenue from Sprague Avenue to the eastern City boundary and on Sullivan Road, from Centennial Trail to just south of Trent Road. ii. Bike Lanes: A portion of a roadway designated by striping, signing and pavement markings for the preferential or exclusive use by bicyclists. The required width of a bike lane on a given street varies based on several factors, such as existence of a gutter and curb. Parking and traffic volume must be considered as well. AASHTO and SRTC (Spokane Regional Transportation Council) guidelines recommend that for a street without gutter or curb, the minimum width of the bike lane should be four feet. If the street includes curb and gutter, the minimum width should be five feet. In situations where parking is permitted without any striping or stalls, AASHTO guidelines recommend an 11-foot bike lane width. 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. • Striped bicycle lanes are located along several arterials, including 32"d Avenue, portions of Broadway, Evergreen Road, Mission Road, Sprague Avenue and 16th Avenue. Mirabeau Parkway from Pines Road to Indiana Avenue and Indiana Avenue from Mirabeau to Evergreen Road are also improved with bike lanes. iii. Signed Shared Roadway: Signed lane allowing both vehicular and bicycle traffic. Minimum width is 14 feet. Signed shared roadways indicate to cyclists that there are particular advantages to using these routes compared to alternate routes. • In the City of Spokane Valley, signed shared roadways exist on 4111 Avenue from University to Conklin, and on Trent from Flora to the eastern city boundary. Adopted 10-25-2011 Chapter 11 --Bike and Pedestrian Master Program Page 10 of 18 City of Spokane Valley Comprehensive Plan iv. Shared Roadway: Lane allowing both vehicular and bicycle traffic. No signing is involved. • All public streets in the City of Spokane Valley can be defined as shared roadways. Existing bike facilities in the City of Spokane Valley are shown in Map 11.1. Other bicycle facilities found throughout the City include bicycle parking facilities at some commercial, public and office facilities and bicycle racks on transit vehicles. c. System Deficiencies Barriers surrounding both recreation and commuting bicycle activity throughout the City include crossing Interstate 90, railroad tracks, and the Spokane River. Currently, principal arterials cross these barriers. However, the limited space for bike facilities on these arterials plus the traffic volume hinders the safety and comfort for many riders. This impacts those trying to access commercial and employment centers in the north part of the City as well as those trying to access the Centennial Trail. Other factors impacting bicycle activity include impaired sight distances, limited street connectivity, cyclist and motorist behaviors, lack of way-finding signs, and maintenance issues. 11.2.4 Existing Pedestrian System a. Types of Pedestrians For trips of a certain length, walking is a simple affordable way to get around. Spokane Valley, with relatively flat terrain and a predominately grid street pattern, has great opportunities for pedestrians of all kinds. People choose to walk for many reasons including recreation and necessity. Pedestrians include adults, children, seniors, people without cars and people with disabilities. Those with higher levels of transportation choice, i.e. those specifically able to afford cars and of driving age, make use of autos for most trips. This situation is not so much a reflection of popular transportation preferences but of the many auto-dominated land use and transportation decisions that created present day Spokane Valley. Citizens, including those driving cars as well as seniors, youth and people with disabilities, need safety, connectivity and accessibility. b. Existing Pedestrian Facilities Sidewalk inventories were performed by City staff as part of the analyses conducted for the Bike and Pedestrian Master Program and the American with Disabilities Act transition plan. Also, in association with the Safe Routes to School program, volunteers from all elementary and middle schools in the City conducted walking audits to determine potential routes to their schools and to identify missing sidewalk segments, potential pedestrian conflicts and existing safe haven areas for students. The existing pedestrian system in Spokane Valley includes sidewalks, shared use paths, wide shoulders on rural roads and residential streets. Generally, sidewalks exist on most of the existing arterials and range in width from three to six feet. In addition, most streets surrounding elementary, middle and high school facilities are improved with sidewalks. Several shared-use paths, intended for all types of non-motorized transportation, are located throughout the City (see section on existing bicycle facilities above). Map 11.3 shows locations of existing sidewalk facilities. Other infrastructure associated with pedestrian activity includes curb ramps, intersection markings, cross walks with and without associated signals, benches and shelters for transit facilities, and street trees. c. System Deficiencies: For the most part, sidewalks on arterials are constructed adjacent to the curb and lanes where cars are traveling in excess of 30 and 40 miles per hour, impacting pedestrian comfort and safety. In addition, while current development standards require separated sidewalks, there are portions where sidewalks were not built with initial street construction. Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 11 of 18 City of Spokane Valley Comprehensive Plan Other factors making walking difficult include crosswalk issues on high-volume streets, obstructions such as power poles and utility boxes in the sidewalk, outdated or non-existent curb ramps, poor lighting, limited facilities at transit stops, and maintenance issues. 11.3 Goals and Policies Spokane Valley is intended to become a bicycle and pedestrian friendly City, where bicycling and walking are encouraged and promoted as safe and convenient forms of transportation and recreation. Goals help guide actions towards fulfilling this vision. Policies are more specific statements relating to implementing measures that will achieve the goals. As with many cities, Spokane Valley has limited funds with which to pursue its bike and pedestrian goals. Focused and prioritized resources will aid the City in having a positive impact on non- motorized transportation infrastructure. The City will strive to make strategic investments of the limited resources available and where possible, leverage resources in cooperation with other governmental and private agencies. The following goals and policies are consistent with the goals and policies of other chapters of the Spokane Valley Comprehensive Plan, with the Countywide Planning Policies and the Growth Management Act. Network and Facilities Goal & Policies Goal BP-1 Provide a comprehensive bikeway and pedestrian system connecting residential neighborhoods with parks, schools, commercial areas, trails, and employment areas within the City and to adjacent jurisdictions. Policies BP-1.1 Encourage bike lanes, shared use paths and sidewalks throughout the City where applicable and appropriate. BP-1.2 Encourage bicycle parking facilities at commercial and public facilities as well as at places of employment. BP-1.3 Work with Spokane Transit Authority to develop safe, comfortable and secure pedestrian amenities and bicycle parking facilities at transit stops as well as bike racks on transit vehicles. BP-1.4 Encourage sidewalks, bicycle facilities and shared use paths as part of development where applicable. BP-1.5 Encourage landscaping, bollards and other treatments with new streets, parking lots and other pedestrian activity zones to create an effective safety and visual buffer between the sidewalk and the street. BP-1.6 Coordinate on regional non-motorized efforts in partnership with adjoining jurisdictions and with the Spokane Regional Transportation Council. BP-1.7 Pursue joint funding applications for implementation that will expand the regional bikeway and pedestrian network. BP-1.8 Strive to maintain access for pedestrians, bicycles and emergency response vehicles when a street closure or a vacation request is processed. BP-1.9 Encourage the use of technological advances to provide a safe, user friendly bicycle and pedestrian network. BP-1.10 When considering alternative modes of transportation, priority should be placed on providing sidewalks for children particularly in areas near parks and schools. Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 12 of 18 City of Spokane Valley Comprehensive Plan Safety and Accessibility Goal and Policies Goal BP-2 Reduce the number of bicycle and pedestrian injuries through development of safe and accessible routes for bicyclists and pedestrians of all ages and abilities. Policies BP-2.1 Encourage bicycle and pedestrian facilities to meet nationally recognized design standards for safety and accessibility, such as AASHTO. BP-2.2 Encourage bicycle routes and shared use paths to be properly signed and marked to address personal safety. BP-2.3 Encourage safe bicycle and pedestrian crossings of major arterials, railroads, I- 90 and the Spokane River through use of innovative treatments where appropriate. BP-2.4 Encourage the enforcement of pedestrian and bicycle safety rules on City streets and bikeways. Promotion and Education Goal and Policies Goal BP-3 Implement comprehensive education and encouragement programs targeted at all populations in the City. Policies BP-3.1 Continue coordinating with existing agencies and programs, including the Spokane Regional Health District, the Safe Routes to Schools program, the Police Department, SCOPE, the Commute Trip Reduction program and other entities concerned with bicycle and pedestrian safety, to create education programs focused on safe bicycle riding, walking and motorist activity. BP-3.2 Provide current and easily accessible information about the bicycle and pedestrian networks, programs and facilities. Implementation, Funding and Maintenance Goal and Policies Goal BP-4 Seek funding from all available sources to implement and maintain bicycle and pedestrian facilities as well as ongoing education and enforcement. Policies BP-4.1 Maintain a prioritized and phased implementation plan that takes into consideration the scope, cost and benefits of a facility, and available funding opportunities. BP-4.2 Where feasible, include facilities as described in this Bike and Pedestrian Element as part of the annual Transportation Improvement Program (TIP). BP-4.3 Review and monitor opportunities for multi-modal grant funding as they become available. BP-4.4 City should strive to maintain quality street surfaces that provide a safe environment for vehicles and cyclists. BP-4.5 Ensure internal coordination between departments prior to developing street projects that include bike and/or pedestrian facilities. Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 13 0118 City of Spokane Valley Comprehensive Plan BP-4.6 Use Community Development Block Grant (CDBG) funding to facilitate the construction of safer pedestrian routes serving low and moderate income neighborhoods throughout the City of Spokane Valley. BP-4.7 Direct the use of the CDBG funds for the benefit of citizens in low and moderate income neighborhoods to develop pedestrian connections that would provide public transit access to critical services for these citizens and pedestrian routes that enable children to safely walk to school in these neighborhoods, 11.4 Bike and Pedestrian Master Program 11.4.1 Engineering Improvements a. Overall Bicycle and Pedestrian Network The City of Spokane Valley Bike and Pedestrian Master Program is based on field data, citizen input and engineering analysis of constraints and opportunities for bicycle and pedestrian facilities. It should be noted that this is a master program, not a detailed feasibility analysis. As such, exact routing and designations could be modified during the course of more detailed studies of specific projects. The recommended bikeway network is shown in Map 11.2 and recommended pedestrian network is shown in Map 11.4. Map 11.5 shows the recommended travel ways for the schools that participated in the safe routes to school exercise. b. Possible Engineering Solutions The specific types of bike and pedestrian treatments that are applied to roads vary depending on the existing right-of-way, traffic counts, traffic speeds, roadway cross sections, number of approaches or driveways on the street and topography. A brief description of bicycle treatments is provided below. More specific design guidelines including the complete toolbox and typical cross section layouts are found in Appendix 2: Facility Design Guidelines. i, Bicycle Friendly Routes-- Bicycle friendly routes are roadways with low speeds and low volumes. The treatments recommended for bicycle routes should strive to improve through movements for bicyclists and other non-motorized modes. Bicycle route treatments are ideal on two-lane roadways where traffic volume is less than 3,000 vehicles per day (although less than 1,500 vehicles per day is preferred) and posted speeds of 25 miles per hour or less. See Appendix 2 for specific bicycle friendly route treatments and cross sections. ii. Bicycle Lanes - Bicycle lanes designate an exclusive part of the roadway (typically on the right side of the roadway) to be used by bicyclists only. A bike lane is typically located between the right most traffic lane and the curb or on street parking area. A bicycle lane should be considered on roadways with traffic volumes greater than 3,000 vehicles per day or posted speeds greater than 25 miles per hour. Appendix 2 includes a variety of bicycle lane treatments from a standard bike lane to buffered bike lanes and climbing lanes. The appendix also includes cross sections showing how bike lanes could be applied to existing City roadways. iii. Cycle Tracks - A cycle track is an exclusive bike facility separated from vehicle traffic and the sidewalk, and is intended to provide improved comfort and safety for the bicyclist as compared to an on-street bike lane. The cycle track can be separated from vehicle traffic using a variety of treatments (curbs, planter strips, on-street parking, pavement markings, or other options). In addition, the cycle track should be clearly defined from sidewalks (grade separated, pavement markings, or an alternate clear indication) to prevent bicycle conflicts with pedestrians. A cycle track requires a wider cross section than a typical bike lane, but should be considered on roadways where bicyclists may not feel comfortable biking directly adjacent to vehicle traffic. Adopted 10-25-2011 Chapter 11 --Bike and Pedestrian Master Program Page 14 of 18 City of Spokane Valley Comprehensive Plan iv. Shared Use Paths — Shared use paths are physically separated from the roadway and are intended for use by pedestrians, bicyclists, runners and other non-motorized users, Shared use paths supplement bike lanes, bicycle friendly routes and sidewalks and connect to these other facilities at ends of the path as well as midway, depending on the length and location. The number of driveways and crossings should be minimized when designing a shared use path. Generally, if there are more than eight crossings per mile, an on-street facility should be considered instead. v. Bicycle Intersection Treatments - Intersection treatments improve the safety of bicyclists through an intersection (typically a signalized intersection). Depending on the characteristics of the cross streets (traffic and bicycle volumes, traffic and bicycle speeds, type of bicycle facility, number of vehicles and/or bikes turning, visibility, surrounding land use, and other factors) a range of treatments may be applicable. Appendix 2 provides specific intersection treatment guidelines and criteria. vi. Mid-Block Crossing Treatments - Mid-block crossings can be dangerous for bicyclists because drivers are not typically expecting a crossing at a non-intersection location. The need for a mid-block crossing may arise if two bicycle facilities are off-set or if a trail intersects a roadway at mid-block. In these situations, mid-block crossing treatments can be applied to improve the safety. vii. Wayfinding - Wayfinding is meant to be used by bicyclists while en route to communicate directions, distance and sometimes expected travel time to a particular destination. Wayfinding is typically accomplished through the use of signs supplemented at times with pavement markings. Wayfinding can be beneficial to all types of bicycle facilities. viii. Prioritization Criteria— Bicycle Network The overall bicycle and pedestrian networks will be implemented over time. The criteria contained in Appendix 1 has been used to determine where to focus available funding and staff time to implement bicycle facility projects. Priority is given to those projects anticipated to serve the most number of people and to contribute to overall safety. ix, Prioritization Criteria— Pedestrian Network The criteria contained in Appendix 1 was used to determine where to focus available funding and staff time to implement pedestrian facility projects. Priority is given to those projects anticipated to serve the most number of people and to contribute to overall safety. x. Network Improvements Facility improvements, summarized in Appendix 1, are categorized as short-term and long-term projects based on need and ease of implementation. 11.4.2 Ancillary Facilities Ancillary facilities add to the safety and comfort of using walking and bicycling as modes of transportation. Ancillary facilities can include bicycle parking, showers and lockers, transit features and bicycle and pedestrian maps. Crosswalk design can aid in increasing visibility through the use of specific striping patterns and lights. The following methods address ancillary features: a. Pedestrian Features: Encourage that pedestrian crossing facilities, including crosswalks and signage, alert both motorists and pedestrians to the presence of the facility. Work with developers and utilities to remove existing hazards such as light poles and utility boxes from the sidewalk. Where appropriate, constrain roadway width Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 15 of 18 City of Spokane Valley Comprehensive Plan with bulb-outs and tighter right turns at intersections to slow vehicles as they approach areas with high pedestrian volumes. Provide sidewalks or pedestrian paths between neighborhoods and commercial or public destinations where appropriate. Encourage clearly identified safe walking paths between public sidewalks and commercial buildings. b. Bicycle Parking: Continue to require bicycle racks for new development. Consider developing standards for the size of bicycle parking spaces, clearance, aisles, signs, anchoring, non-interference with pedestrian circulation, and weather protection. c. Shower and Locker Facilities: Continue to coordinate with Spokane County Commute Trip Reduction program to encourage shower and locker facilities as tenant benefits and to encourage employers to consider partnering with nearby gym facilities for use of existing shower facilities. d. Transit Features: Continue as an active partner with the Spokane Regional Transportation Council and the Spokane Transit Authority to encourage the accommodation of bike lockers and bikes on transit vehicles. 11.4.3 Education and Encouragement Unfortunately, too many bicyclists in the United States lack the basic skills or knowledge to safely ride a bicycle in traffic. Many people are afraid of bicycling on streets. Bicycle education programs are designed to increase bicycle safety by improving the ability to ride with traffic as well as improve motorist awareness. The difficulties faced in helping people develop this skill and knowledge stems from the wide range of age groups that require this training and the necessity to tailor the programs to each group. Bicycle education programs should be directed at children bicyclists, adult bicyclists and motorists. The following methods address education and encouragement: a. Child Education and Encouragement: In conjunction with the Health District, school districts and other interested organizations, encourage development of bicycle education programs for several age groups or use existing programs that have demonstrated effectiveness. Programs could be incorporated into existing summer parks programming and existing school programming, Programs could include bicycle helmet safety information, maintenance and repair, safe riding habits and bicycle rides. More specifically, students in grades K-3 could be taught basic pedestrian skills, stranger danger, crossing residential streets, using pedestrian push buttons and taking a school bus. Older students in Grades 4 to 5 could learn bike safety and handling skills, including bike operation on streets with supervised bike rides on neighborhood streets. Later, in Grades 7-9, students could learn basic mobility skills of how to get around town including using transit for utilitarian and recreational trips (e.g., how to read a bus schedule, execute a transfer, take rapid transit), and more on safe bicycling practices. In tenth grade, many students take driver's education. The driver's education curriculum could include focused instruction on how motorists should interact with pedestrians and bicyclists, how to predict their movements, pass safely and learn when different modes have the right-of-way. b. Adult Education and Encouragement: Continue to partner with the Health District, Police Department, SCOPE and other interested organizations to develop adult pedestrian and bicycle program(s) which could include a public awareness campaign focused on responsible road behavior. The campaign could be directed to pedestrians, bicyclists and motorists alike and make use of public service space from newspapers, television, radio, bus advertising, posters and flyers included in utility bills. In addition, promote community events such as Bike to Work Week, charity bike rides, costume rides, bike fairs and bicycle rodeos, Include bicycle safety checks and safety information. Incorporate "share the road" signs where appropriate on City streets and include "sharing the road" or other safety campaign information on the City's webpage, Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 16 of 18 City of Spokane Valley Comprehensive Plan 11.4.4 Enforcement While laws that address bicyclists' behavior and safety are in place, they are sometimes not fully enforced. Effective enforcement leads to a safer environment for pedestrians, bicyclists and motorists alike. The following methods address enforcement of this Bike and Pedestrian Master Program: a. Law Enforcement: Work with the Spokane Valley Police Department to develop a policy to include the City's intent to enforce existing laws affecting pedestrian, bicyclist and motorist responsibilities, including parking in bike lanes but especially those relating to drunken driving, careless driving, speeding and failing to yield. b. School Crossings: Continue assisting school districts to develop their Safe Routes to School programs to ensure safe crossing activity at school sites. Engage SCOPE as an additional presence where needed. c. Facility Upkeep: Continue existing program of regular maintenance of street and sidewalk facilities. Ensure that asphalt pavement overlays are flush with the concrete gutter and that utility covers are flush with the pavement. 11.4.5 Implementation and Funding Various portions of this Bicycle and Pedestrian Master Program can be implemented with existing procedures (such as paint applied when a road is resurfaced, continuing existing requirements and coordination with other agencies). Other portions will require further study, possible neighborhood input and detailed engineering design. Table 11.4.1 summarizes potential steps involved with implementation: Table 11.4.1 BPMP Implementation Summary Program or Possible Implementation Step(s) Lead Department Improvement Further studies to determine exact facility Community Development;Public Works improvements to be implemented Neighborhood input Community Development Bicycle and Pedestrian Network Improvements Engineering design work Public Works Funding source identification Community Development; Public Works Environmental review Community Development;Public Works Application of requirements with development Community Development; Project Developers Ancillary Facilities Coordination with other agencies Community Development Education and Program research and development Community Development;Parks Department Encouragement Programs Coordination with other agencies in developing Community Development programs Enforcement Programs Funding Source identification Community Development;Public Works As referenced in Table 11.4.1, funding would be required to implement many portions of the Bike and Pedestrian Master Program. Adopted 10-25-2011 Chapter 11 —Bike and Pedestrian Master Program Page 17 of 18 City of Spokane Valley Comprehensive Plan Detailed descriptions of funding sources, including match requirements and application timing, are contained in Appendix 3. Review of several funding programs reveals that while each grant announcement details specific criteria for funding, certain common threads are present. When applying for funding consider the following criteria: a. Partnership Funding is limited, Therefore, grant sources encourage and support cooperative regional projects and planning efforts that integrate housing, transportation, environmental impact and economic development. Projects that pull together public and private entities and multiple stakeholders are favored. b. Risk Reduction Crash data quantifies dangerous stretches of pedestrian and bicycle commute routes. Increasing safety for pedestrians and bicyclists encourages the larger community to consider these alternative modes of transportation. Projects designed to address a clear and demonstrated safety hazard are therefore encouraged. c. Location Bike and pedestrian facilities that link residential areas with schools, recreation facilities, and shopping areas result in a large benefit to a community. Encouraging alternative transportation to daily activities reduces car commutes and pollution. Well located projects also consider and provide for multi-generational users. d. Broad Project Scope Developing and encouraging use of an overall bike and pedestrian system is an on-going process. Implementing a successful bike and pedestrian master program includes identification of facility improvements, provisions for education, encouragement and enforcement, and program follow-up that provides for evaluation and adjustments over time. 11.4.6 Monitoring and Modifications Monitoring the effectiveness of the overall BPMP can be accomplished as part of the annual Comprehensive Plan review and update. Modifications to the Bicycle Map, the Pedestrian Map, the project implementation tables and other programs described in this Chapter can be accomplished as needed to achieve established goals. The City's web page can be updated with notices of projects that are in the planning, design, build or maintenance phase. Education and enforcement activities can be highlighted on the web page. Adopted 10-25-2011 Chapter 11 --Bike and Pedestrian Master Program Page 18 of 18 =c;lry of J Spokane iagitalay It„ .z i 1 ,/' -C Wee Xatiiiiri y ' •�VJiIWHCy ■ 6r L W 4•• M Ii • r 1 A. 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