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2004, 01-15 Special Joint Council/Planning Commission MeetingWELCOME 3:00 Sne � co% • Valley AGENDA Joint Spokane Valley City Council Planning Commission Meeting Thursday, January 15, 2004 City Council Chambers 11707 East Sprague Avenue Spokane Valley, WA 99206 3:00 p.m. to 5:00 p.m. Report on November 6, 2003 Council/Commission Meeting 3:15 Draft Vision Statement. Discussion Leader: Nina Regor Couplet Conundrum. Discussion Leader: Greg McCormick 3:45 a. Three Land Use Scenarios 3:55 b. Matching Land Use and Transportation Alternatives 4:20 BREAK 4:25 c. Group Solutions Exercise 4:55 d. Group Summary 5:00 Wrap -Up. Nina Regor Meeting Date: January 15, 2004 City Manager Sign -off: Item: Check all that apply: ❑ consent X old business ❑ new business ❑ public hearing X information ❑ admin. report ❑ pending legislation AGENDA ITEM TITLE: Review of Joint Meeting Results, and Draft Vision Statement. GOVERNING LEGISLATION: N/A PREVIOUS COUNCIL ACTION TAKEN: A SWOT analysis was conducted during the November 6, 2003 City Council — Planning Commission joint meeting. BACKGROUND: At the November 6 joint meeting, the City Council and Planning Commission conducted a SWOT analysis (Strengths, Weaknesses, Opportunities, Threats). This analysis will provide a foundation for future city activities, especially in the development of the Comprehensive Plan. The purpose of this agenda item is to review the results of the November 6 meeting and take the first steps toward articulating the City of Spokane Valley vision statement. The SWOT summary results were previously distributed to the City Council and Planning Commission. Attached is a copy with a few minor revisions. None of the revisions affect the results of the analysis. OPTIONS: N/A CITY OF SPOKANE VALLEY Request for Council Action RECOMMENDED ACTION OR MOTION: Provide feedback on forming City vision statement. BUDGET /FINANCIAL IMPACTS: N/A STAFF CONTACT: Nina Regor, Deputy City Manager ATTACHMENTS SWOT Results 1 City of Spokane Valley SWOT November 6, 2003 SWOT — Team Results Executive Summary SWOT — Team Results Revised Expanded Summary SWOT Analysis Executive Summary SWOT Analysis Revised Expanded Summary STRENGTHS Blue (Marina's Team) SWOT — Team Results Executive Summary November 6, 2003 1. Good roadslfreeways and infrastructure (inc. water & power) 2. Quality of life (includes safety — actual and perceived) WEAKNESSES Blue (Marina's Team) 1. Lack of identity 2. No export industries — lack of living wage jobs Number of Tallies 3 3 Green (Greg's Team) 1. Well located geographically w. transport links — short travel times regionally 4 2. Diversity in array of businesses that fuel economy 3 3. Topographic diversity /natural resources 3 Yellow (Scott's Team) 1. Good infrastructure (roads, utilities) 3 2. Great people — citizens — involved, willing to take risks 3 Number of Tallies 3 3 Green (Greg's Team) 1. Poor aesthetics — vacancies — retail 3 2. Drive -only conununity 3 Yellow (Greg's Team) 1. Lack of identity 4 OPPORTUNITIES Blue (Marina's Team) J.. Not limited by "traditions" — develop outside traditional growth patterns 2. New comprehensive plan Green (Greg's Team) Number of Tallies 3 3 1. Vacant land available for industrial development — current and annexation 4 Yellow (Scott's Team) 1. Capitalize on community involvement and attitude to prosper 3 THREATS Number Blue (Marina's Team) of Tallies 1. Worsening state government philosophy — anti - business 5 Green (Gree's Team) I. Pollution of aquifer 4 2. Potential for inter - agency /jurisdiction squabbling — lack of regional cooperation 3 3. Potential for Washington state rules to not compete with neighboring states 3 4. Total maximum daily load = no new development 3 Yellow (Scott's Team) 1. State Legislature — Holy Oly Town 4 STRENG THS SWOT — Team Results Revised Expanded Summary November 6, 2003 Number Blue (Marina's Team) of Tallies 1. Good roads/freeways and infrastructure (inc. water & power) 3 2. Quality of life (includes safety — actual and perceived) 3 3. Strong neighborhoods and community involvement 2 4. Affordable housing overall 2 5. Excellent education system 2 6. Safe place to live 1 7. Strong government leadership 1 8. Diverse economic base 1 Green (Greg's Team) 1. Well located geographically w. transport links — short travel times regionally 4 2. Diversity in array of businesses that fuel economy 3 3. Topographic diversity /natural resources 3 4. Residential diversity /mix of newer apartments 2 5. Available land for development 2 6. Most essential services readily available in Spokane Valley 1 Yellow (Scott's Team) 1. Good infrastructure (roads, utilities) 3 2. Great people — citizens — involved, willing to take risks 3 3. New start — no history of mistakes 2 4. Economic diversity 2 5. Developable land 1 6. Economic opportunity 1 7. Low crime rate 1 8. good school and fire districts 1 9. River 1 WEAKNESSES Number Blue (Marina's Team) of Tallies 1. Lack of identity 3 2. No export industries — lack of living wage jobs 3 3. Voter apathy 2 4. Lack of economic development plan 2 5. Image as bedroom community 2 6. Few cultural activities 1 7. Inadequate library services 1 8. Poor public transportation I Green (Greg's Team) 1. Poor aesthetics — vacancies — retail 3 2. Drive -only community 3. Public participation 1 4. Long range /comp. planning — businesses /residential 1 5. Continue to accept status quo of messy areas (junk cars, trash, etc.) 1 6 Transportation — pedestrians, thru /to traffic 1 7. Lots of vacant retail buildings 1 8. City not accepted locally 1 9. No center /corridors 1 10. Bedroom community 1 11. No frontage roads 1 Yellow (Greg's Team) 1. Lack of identity 4 2. Inaccessible public transportation 2 3. Inadequate mix of affordable housing 2 4. Lack of adequately trained workforce 2 5. Low median income 1 6. Racial diversity 1 7. Economy — lack of good jobs 1 8. Urban sprawl 1 9. Disconnected neighborhoods, pockets between sprawling areas 1. OPPORTUNITIES Blue (Marina's Team) Green (Greg's Team) Number of Tallies 1. Not limited by "traditions" - develop outside traditional growth patterns 3 2. New comprehensive plan 3 3. Identity creation 2 4. Foreign trade zone 2 5. Harness community volunteers and focus enthusiasm 2 6. Affordable regional public transportation 1 7. Pick economic forces/players 1 8. Protect quality of life 1 1. Vacant land available for industrial development - current and annexation 4 2. Near Idaho - region 2 3. Start from scratch - "no ingrained" mind -set 1 4. Council that works together - no baggage 1 5. Develop couplet/by -pass 1 6. Capitalize on "can do" and civil attitude in transactions with people 1 7. Redevelop urban center /core 1 8. Develop "dual" town centers - civic/commercial and historical centers 1 9. Mixed use annexations 1 10. Expand/improve transportation system 1 11. Don't be parochial in our thinking 1 Yellow (Scott's Team) 1. Capitalize on community involvement and attitude to prosper 3 2. Stepping forward to lead community 2 3. Creating instead of rebuilding 2 4. Attract new companies /manufacturers to locate here 1 5. Regional leadership 1 6. One of 2 choices for business to locate 1 7. improve upon solid base: infrastructure and economic diversity 1 8. Good commercial, industrial, and retail land for businesses 1 9. Decide how mass transit can help community 1 10. Turn open space into parks 1 11. Build but preserve open space 1 12. Crc ttc, not re TFIREA TS Number Blue (Marina's Team) of Tallies 1. Worsening state government philosophy — anti - business 5 2. Gangs and drug abuse 2 3. Proximity to Idaho 2 4. Brain drain 2 5. Local media not positive force for change I 6. Loss of economic base 1 7. Crime against people 1 8. Absence of competitive ideas 1. Green (Greg's Team) 1. Pollution of aquifer 4 2. Potential for inter - agency /jurisdiction squabbling — lack of regional cooperation 3 3. Potential for Washington state rules to not compete with neighboring states 3 4. Total maximum daily load = no new development 3 5. Squelching new ideas 1 6. Uncertainty of couplet 1 Yellow (Scott's Team) 1. State Legislature — IIoly Oly Town 4 2. Growth Management Act 2 3. Education deficit 2 4. Lack of diversity in economy 2 5. Crime (meth) 1' 6. Lack of community vision 1 7. Inability to dream 1 8. Gangs and drugs 1 9. Cuts of mass transit 1 STRENGTHS SWOT Analysis Executive Summary November 6, 2003 1. Well located geographically with transport links (7 votes) 2. Good roads /freeways and infrastructure (including water and power) (6 votes) 3. Great people — citizens — involved, willing to take risks (5 votes) 4. Good infrastructure (roads and utilities) (4 votes) 5. Strong government leadership (3 votes) 6. Good school and fire districts (3 votes) 7. Developable land (3 votes) WEAKNESSES 1. Lack economic development plan (9 votes) 2. Lack of identity (9 votes) 3. Economy - lack living wages jobs — no export industries (7 votes) 4. Continue to accept status quo of messy areas (junk cars, trash, etc.) (4 votes) 5. Drive -only community (3 votes) 6. No centers /corridors (3 votes) 7. Lack of identity (3 votes) OPPORTUNITIES 1. identity creation (9 votes) 2. Vacant land available for industrial development — current and annexation (6 votes) 3. Develop couplet/by -pass (4 votes) 4. Foreign trade zone (3 votes) 5. Protect quality of life (3 votes) THREATS 1. Worsening state government philosophy — anti- business (8 votes) 2. Pollution of aquifer (8 votes) 3. Total maximum daily load = no new development (6 votes) 4. Gangs and drug abuse (3 votes) 5. Potential for Washington state rules to not compete with neighboring states (3 votes) 6. State Legislature — Holy Oly Town (3 votes) 7. Inability to dream (3 votes) 1 SWOT Analysis Revised Expanded Summary November 6, 2003 STRENGTHS 1. Well located geographically with transport links - short travel times regionally (7 votes) 2. Good roads/freeways and infrastructure (including water and power) (6 votes) 3. Great people - citizens - involved, willing to take risks (5 votes) 4. Good infrastructure (roads and utilities) (4 votes) 5. Strong government leadership (3 votes) 6. Good school and fire districts (3 votes) 7. Developable land (3 votes) 8. Strong neighborhoods and community involvement (2 votes) 9. Most essential services readily available in Spokane Valley (2 votes) 10. Economic opportunity (2 votes) 11. Economic diversity (2 votes) 12. Overall affordable housing (1 vote) 13. Excellent education system (1 vote) 14. New start - no history of mistakes (1 vote) 15. Residential diversity /mix of newer apartments (1 vote) 16. Available land for development (1 vote) 17. Topographic diversity /natural resources (1 vote) 18. Safe place to live 19. Quality of life (includes safety - actual and perceived) 20. Diverse economic base 21. Low crime rate 22. River 23. Diversity in array of businesses that fuel economy WEAKNESSES 1. Lack economic development plan (9 voters) 2. Lack of identity (9 votes) 3. Economy - lack living wages jobs - no export industries (7 votes) 4. Continue to accept status quo of messy areas (junk cars, trash, etc.) (4 votes) 5. Drive -only community (3 votes) . No centers /corridors (3 votes) 7. Disconnected neighborhoods, pockets between sprawling areas (2 votes) 8. Inaccessible (poor) public transportation (2 votes) 9. Lack of adequately trained workforce (1 vote) WEAKNESSES (Continued): 10. Transportation - pedestrian, thru /to traffic (1 vote) 11. Lots of vacant retail buildings (1 vote) 12. Image as bedroom community (1 vote) 13. Few cultural activities (1 vote) 14. Racial diversity 15. Public participation 16. Long range /community planning - businesses/residential 17. Poor aesthetics - vacancies - retail 18. City not accepted locally 19. No frontage roads 20. Low median income 21. Voter apathy 22. Inadequate library services 23. Urban sprawl 24. Inadequate mix of affordable housing OPPORTUNITIES 1. Identity creation (9 votes) 2. Vacant land available for industrial development - current and annexation (6 votes) 3. Develop couplet/by -pass (4 votes) 4. Foreign trade zone (3 votes) 5. Protect quality of life (3 votes) 6. Affordable regional public transportation (2 votes) 7. Pick economic forces /players (2 votes) 8. Start from scratch "no ingrained" mind -set (2 votes) 9. Near Idaho - region (2 votes) 10. Capitalize on community involvement and attitude to proper (2 votes) 11. Stepping forward to lead community (2 votes) 12. Good commercial, industrial, and retail land for business (2 votes) 13. New comprehensive plan (1 vote) 14. Harness community volunteers and focus enthusiasm (1 vote) 15. Council that works together - no baggage 16. Capitalize on "can do" and civil attitude in transactions with people (1 vote) 17. Mixed use annexations (1 vote) 18. Creating instead of rebuilding (1 vote) 19. Not limited by "traditions" - develop outside traditional growth patterns 20. Redevelop urban center /core 21. Develop "dual" town centers - civic /commercial and historical centers 22. Expand/improve transportation system 23. Don't be parochial in our thinking 24. Attract new companies /manufacturers to locate here 25. Regional leadership OPPORTUNITIES (Continued) 26. One of 2 choices for business to Locate 27. Improve upon solid base: infrastructure and economic diversity 28. Decide how mass transit can help community 29. Turn open space into parks 30. Build but preserve open space 34. Create - elauikd THREATS 1. Worsening state government philosophy — anti- business (8 votes) 2. Pollution of aquifer (8 votes) 3. Total maximum daily load = no new development (6 votes) 4. Gangs and drug abuse (3 votes) 5. Potential for Washington state rules to not compete with neighboring states (3 votes) 6. State Legislature — Holy Oly Town (3 votes) 7. Inability to dream (3 votes) 8. Potential for inter- agency /jurisdiction squabbling — lack of regional cooperation (2 votes) 9. Crime (meth) (2 votes) 10. Cuts to mass transit (2 votes) 11. Brain drain (1 vote) 12. Absence of competitive ideas (1 vote) 13. Growth Management. Act (1 vote) 14. Lack of diversity in economy (1 vote) 15. Local media not positive force for change 16. Loss of economic base 17. Crime against people 18. Squelching new ideas 19. Uncertainty of couplet 20. Education deficit 21. Lack of community vision 22. Proximity to Idaho ay Couplets are pairs of one- way, struts that, fiunct on • as a single higher-capacity street. Couplets are s u a lly separated by one city block IowingtraveI in'oppositedirection �_ " G e.f.: 7 "7: 1 k.• jay igp e. ral SALES # . 1M-3515 • r. f'• '1 751Y. from Sprague to Applewa ,Sprague median/margin control 7 lanes one way west of University 6 lanes two way east of University w/continuous left hand turn lane leWay=proVidesiconVenient cornmU man Mi Ween iSp e/ stination Iocaion • F. . Tr • • • • • • ; _ •-• : . • • _ T on traffic Engineer • Higher traffic volumes • Higher speeds • Reduced congestion • Fewer emissions • Lower cost (no add'I ROW) Signalzation easier ow.er accidents . re pedestrian fr "iendl - n Couplets Planner ■ Encourages additional traffic and sprawl ■ Barrier to the pedestrian • Speed /volume adverse to residential ■ Speed adverse to some economic development activities Reduced access Reduced • e � r�� s . y 1 R -` ' "' i ..gip, � d • a ° i J ' Y yi . to y4r l�r rw cy4 n ti v lcxs ' 7 x h te k� " �' • S b is i � ` 6s - ges�:wiI - s pai e d��ot s�wiliY i mpro ed _andscaping ideinialks & Pedestri n,Arrier ities_'key o success either Some Use cannot be tide "pedestrian frier dl i" KEY QUESTION: WHAT LAND USES SHOULD BE ENCOURAGED ?? • Use existing-zoning patterns as basis— strip commercial • Extend Appleway to Sullivan ■ Relies on private sector redevelopment initiative • Modifications would include expanding zoning alternatives to create office zoning alternative to retail Existing gas stations, cafes, motels east of University on Sprague versely lmpacted'with Appleway Extension way, transition-to _1 way.@ Argonne /Mulion . ransit. effect ? ?? .Mod.ify_signals between University and . Sull.ivarn= „ .Extend - Appleway as . 3 - lanes east Of University, Requires a catalyst redevelopment project Focus mixed use & higher densities in designated centers • & corridors • Create "Auto Row" zone for new auto dealership areas • Urban activity center at U City Strong public transit and pedestrian design elements "city center_ . per se .;e pl . aceeicorn:rnercal4zoni r "�� r.�.. �.' •fir: ra^, ,,, r � e si� d e . nt,al= between es® Sprague .and Appleway .both two :way Modify. signals Extend Appleway•east of .University with, medians Add, ra-i:sed 1medians cross .access easeme: • .City Center @ U City Promotes mixed use - higher density res idential, employment, retail, . civic uses • Support regional transportation system Provides central gathering place & focal point of munity -:. extend from Argonne to east of Univer E xtend Appleway , =to ;Sprague a t- Gillis ;-as one way EB Modify signals erve Appleway east o iversity transit 2 lane on .ne OIL; some combination . s OR, leave it the way it is 1 a l:160 V 1 111. ;f.! ; "4%7; 10", 777E T T . ,..t77 7– .; ct . 7 ,; • 4,4 t 'I •1'. PALWAR tag '4 . 4 4t i" • • ? 1? M ' 0 ' ■ PA SPRAGUE-A.VENUE CIVIC CENTER [--] PARK BLOCKS Odt- P " .11 tr 6" I 0, I I 4131- I —3 rij Li id , fl VALLEY TRANSIT CENTER I ------ I 1_L • Q_ 7 7i . 4. 4 44i? 141 f 9 ) P il L ' L '43 City of Spokane Valley City Center Concept 17-1 I - 1 6E1 I n L 11,1 Ca • • 4. 141'1 it t iLt3f; Pit,' 0 fil7 e LE113-.411: I ;II ' PO' r " (I. 11 • `, r 4 ji !" Aga /kiln; n it10.14 ViK six rt." 1– ; 1 • 1 - , -",_•- ■•• ,-• —• IL. f o,"1:CIIMAIBitI0giWIWEIEiggil`krs:1 1.- ftt , r); tr .■'■ ',4 .11 - Eri.lc.TOT C erati J11 Future _land uses will affect 20-year traffic forecast • Modify Conditions Traffic maintained at roughly current levels • Centers/Corridors: Traffic increases correlate with increase in residential density and office development on corridor • City Center: Traffic increases higher based on development of regional employment center • f, • ,Traffic forecast needs to be updated to reflect recent improvements Pe d e stri a n refuges, amenities and 'landscaping 1ce" projects , . . • . ," . „ • t • r' • ;, ik 1; ' • "- • M arrow the nurmiber of land u :se and - transports ,.alternative$.fo.r detailed. study Update the 20 -ye �ar traffic forecast . Identify ;key factors for alternativesH Establish key constraints, if any Distribut = .alternatives '8is....: . to community trake g roups for public comirn THE CITY OF SPOKANE VALLEY: ZONING Day•lrmnl a! Community unity Do mtopmont, City 01 801112010 V011., 1=1XI•Ibcunar rx•rmt •uy..MVwlru.ww.r.n.r.v. ∎'�. . d Cw•vr 0..er•-.+.1.0 U1. • —,.. 1.= « �� �..r� © r...y.� -- �.._ CI Y---. a...w.. rw Ctty of Spokane Valley Comprehensive Plan Categories impartment of Connmrdty Develop City of Spokane Valley erect. tie NO . A. w.... .•r suborn oseW...'b. IM. WC ..nuw.,M01 . 0.o 2b pax. ee�r uw gow m.. t2. 4 S "r Memorandum To: Planning Commissioners From: Marina Sukup, AICP, Community Development Director CC: Neil Kersten; Chris Bainbridge Date: January 2, 2004 Re: Excerpts from the Literature on Couplets Source: Denver.gov 11707 E Sprague Ave Suite 106 • Spokane Valley WA 99206 509.921.1000 • Fax: 509.921.1008 • cityhall @spokanevalley.org Following are excerpts from information available on the Internet from communities in the northwest and elsewhere. There are at least two mutually exclusive opinions about couplets, how they function and why they are needed. Both hinge on the ability of one -way streets to move greater volumes of traffic at higher speeds. Both points of view are argued passionately by their proponents. One -Way Couplets are pairs of one -way streets that function as a single higher- capacity street. Couplets are usually separated by one city block, allowing travel in opposite directions. One. Way Couplets serve many different areas of Denver from higher- density commercial and mixed - use areas such as Downtown and regional centers to lower - density residential areas and Main Streets. One —Way Couplets are designed to have a higher transportation capacity than an equivalent two -way street. One -Way Couplets can be designated any of the five street typologies: Residential, Main,Mixed- Use, Commercial, and Industrial. One -Way Couplets typically consist of two tofour lanes, and emphasize mobility over land access. Because all vehicular travel is flowing in the same direction on each street in the couplet, One -Way Couplets have fewer movements at intersections and better synchronization of traffic signals. In addition, because there are usually fewer lanes than an equivalent two -way street, pedestrian crossing distances are shorter. This configuration of One -Way Streets may potentially provide a more pedestrian - friendly setting. Traffic management measures may be needed, however, to slow traffic and ensure pedestrian safety and comfort. The History of One -Way Streets Most one -way streets in this nation were first created from two -way streets in the 1930s through the 1950s. These conversions took place in areas built before the automobile became the prevalent form of transportation. Such areas tend to have narrower streets and smaller blocks than post -auto cities. One -way streets were thus an attempt to accommodate auto traffic in areas not built for the auto. The wider streets and longer blocks typical of post -auto areas often allow improved traffic flows without one- way_streets. Before the 1990s, transportation policy was firmly in the hands of traffic engineers, whose primary goal was safety and secondary goal was the movement of people and goods. Cities that converted two -way to one -way noted a significant decline in accidents. One -way streets have the obvious advantage that pedestrians and drivers need only look one way when watching for traffic. How many times have you looked both ways when crossing a two -way street, only to be nearly hit by a car coming from the direction in which you weren't looking at the moment you entered the intersection? One -way streets also permitted higher average speeds because signals on a one -way grid could be synchronized to allow drivers in all directions to proceed indefinitely at a fixed rate of speed. A semblance of synchronization can be approached on a two-way grid only if signals are more than a half -mile apart, and even then it is Tess than perfect. Traffic on two -way streets, for example, is often delayed by special left-tum signals, which aren't needed on one -way grids. Faster speeds on signal- synchronized one -way streets'increased road capacities without laying more pavement. Since the increase was in the average rate of speed, not the top speed, increased speeds posed no Toss in safety. One -way streets not only have greater capacity than two -way streets, they save the space that two -way streets require for left -turn lanes. In the 1970s, a new goal— reduced air pollution —led to more conversions of two -way streets to one -way. The smooth flow of traffic allowed by signal synchronization meant Tess auto emissions. Since cars pollute more at slower speeds and in stop - and -go traffic, one -way streets can generate significantly less pollution than two -way. Source: Reason Public Policy Institute A literature review was undertaken to benchmark experiences of other communities, in particular experiences of communities that have converted one way couplets back to two way roadways. Based on the case studies it was found that communities generally supported the conversion from couplets to two way streets. Some impacts such as congestion and increased accidents were identified as a result of the conversion. However, a significant limitation associated with this review was a lack of acknowledgment that during these conversions, streetscape design improvements, downtown beautification and innovative planning policy initiatives supporting renewal were also being implemented to address the problems with declining business in downtown. In addition, economic cycles (i.e. expanding and contracting economic cycles), and the type of couplet system were not discussed. These factors play a significant role in the success of renewal projects. In addition no attempt to quantify the impacts was undertaken in this review. The proposed Kelowna couplet includes the creation of a one way couplet system while at the same time maintaining the majority of the two way network circulation pattern throughout the downtown core. The proposed couplet is located at the outer boundaries of downtown, as opposed to being proposed in the immediate centre of the central business district as was the case in many of the benchmarked communities. In addition the main commercial street in downtown Kelowna, Bernard Avenue is not impacted by the proposed couplet, this was not the case in the benchmarked conununities. To make direct comparisons between what is being proposed in Kelowna with that of the other couplets referenced in the literature review is not justifiable, but it does provide a general understanding of what the perceptions are of other communities. The review does illustrate however, that if the couplet were proposed along the historic main commercial corridor of a city, (i.e. Bemard Avenue) the impact to those streets will be significant. If non core commercial streets are considered as potential couplets, it is our opinion that the impacts will be limited, however certain businesses will be impacted based on our assessment of the literature. This couplet (Kelowna)is combined with improvements along Highway 97/Harvey Avenue and the widening of the Lake Okanagan Bridge from three to five lanes. General Conclusions • The smaller the community the greater the impact of a by -pass or network improvement on the communities Main Street (i.e. defined as the major historical commercial and retail street for communities) because a greater percentage of the business revenues originate from through traffic; and, • Customers find the by - passed business districts to be more comfortable and safer environments to shop in as a result of decreased conflicts with traffic. Specific Conclusions • Service stations, small cafes, convenience stores and highway oriented motels are the most likely to experience some decrease in retail sales. However, many of the businesses find that the total volume of business from the "through traveler" is very small in comparison to the number of local customers; • Service stations which do more than just sell gas, experience little or no noticeable deceases in overall sales; • Truck stops and motels which cater to truck drivers were identified as most likely to experience a significant decrease in businesses: and, • Restaurants and cafes that have a good local reputation draw a very high percentage of their business from local people within a range of five miles or so. Many cafes found that by -pass traffic had minimal effect on their business. Comments The larger the community the greater the local market area upon which to draw customers from, resulting in less impact from a bypass or road improvement that impacts the downtown. Greater impacts are anticipated for smaller towns which are more dependent upon highway oriented traffic to support local businesses. These communities that are most impacted are not destinations (i.e. tourist destinations) and do not offer recreational amenities that attract visitors. These are smaller towns in the 10,000 population range. Kelowna 's primary market trade area consists of 200,000 people and is a major tourist destination. In terns ofbusiness categories, gas stations highway motels and small cafes are most likely impacted. 5.1 The Emergence and Rationale for One Way Couplets After World War 2, cities throughout North America experienced tremendous growth, and along with this growth traffic congestion became a critical issue in downtowns. In the 1950's the one way couplet was introduced in an attempt to rid downtowns of traffic congestion. The relative efficiency of one way streets in moving traffic precluded the need to acquire additional right of way in order to minimize displacement and disruption impacts to downtowns, which was identified as a key benefit to existing business operators and owners during this period. In addition one way couplets were so effective in relieving congestion and increasing traffic flow it was also seen from a policy point of view as a key economic development tool to attract businesses to downtown. The Chamber of Commerce of the United States advocated this technique in their publication "One Way Business Streets ". Couplets consist of a variety of couplet types. Some cities established one way systems on their main commercial street, and other larger cities reconfigured their entire downtown into a system of one way couplets. Advantages and Disadvantages of One Way Couplets There are both advantages and disadvantages of one way couplets, A review of case studies in which one way couplets were reconfigured into two way streets, generally supported the conversion based on the comments provided by the local business community after such a transition was complete. Some impacts such as congestion and increased accidents were also identified. However, one of the most significant limitations associated with this study was the lack of acknowledgment that during these conversions, streetscape design improvements and downtown beautification was also being implemented. In addition economic cycles (i.e. expanding and contracting economic cycles) were also not discussed. These external factors have had tremendous implications on the success of downtowns. Identifying that the one way couplet was the sole cause of the problems is not a valid or rational argument. The proposed Kelowna couplet includes the creation of a one way couplet system while at the same time maintaining the majority of the two way network circulation throughout the downtown core. In.addition, the proposed couplets are located at the extremities of the downtown core, as opposed to being proposed in the immediate centre of the central commercial district. The main historical business street, Bernard is not impacted by the proposed transportation initiative. To make direct comparisons between what is being proposed in Kelowna with that of the other couplets referenced in this study is not justifiable, but it does provide a general understanding of what the perceptions are of other communities. The following general comment can be provided: • jf the couplet is proposed along the main historic and commercial corridor of a city, (i.e. Bernard) the impact to-those streets will be significant. If non core roads that are located in the downtown core but are not major commercial streets are considered as couplets , the impacts will be limited. Source: Kelowna Study Excerpts (TyPlan Consulting Ltd.) Great Fans' iOth Avenue South by John Williams (Great Falls Tribune, 7/94) Reading the articles on 10th Avenue South reminded me of several points that get lost in the frenzy to widen roads and serve only the motoring public. Simply widening roads like 10th is like taking Alka Seltzer; it provides temporary relief but doesn't solve the problem for a number of reasons. For example (1) Such projects encourage more traffic as people move to suburbs farther and farther out of town and drive more. Planners sometimes claim that bigger and wider roads don't help create more traffic but common sense tells us otherwise. The easier it is for people to live in the boondocks and drive to town five times a day, the more people will move out there and do just that. How much do auto - dependent suburbanites drive? According to one Oregon study, they drive twice as many miles as those who live in older neighborhoods and make 20 to 30 percent more car trips. By subsidizing car- dependent commuter lifestyles, we ensure more traffic in the future. (2) By facilitating higher traffic volumes, major widening projects focus pressure on nearby roads that must then be widened themselves. We're seeing this in Missoula with our newly - widened South Reserve Street. Now that motorists can fly up South Reserve at 55mph, they get even angrier creeping along North Reserve -one motorist recently pulled a gun on another who wouldn't yield! So, there's a big push to widen North Reserve; the most vocal proponents live in low- density suburbs west and north of town. Now we must build a 5 -lane section, a new freeway overpass, and a four -lane bridge. Then, of course, we'll have to widen something else. (3) Monster road projects harm those "in the way." Traffic noise and pollution increase for people living in the impacted area, neighborhoods are cut in half, residential streets become one - way couplets, houses are moved or tom down, five lane roads come between kids and their schools or playgrounds. A study from San Francisco showed that, as traffic increased on a residential street, fewer people knew their neighbors and more folks considered their neighborhood "unfriendly." Typically, none of this damage occurs to those who most benefit from road projects, however. Our newly rebuilt South Reserve Street is so wide, residents have more trouble than ever getting across the darn thing, especially on foot. In my own neighborhood, Missoula's Northside, exurbanite commuters flood off 1 -90 onto Orange Street at rush hour, making it almost impossible for people living there to get across. Drivers routinely whiz past mothers with baby carriages trying to cross in the crosswalk. The message: Forget it, mom. Get a car and move to the country. (4) The ultimate result of road widening is the creation of a hellish no-man's land where humans fear to tread. To see what it looks like, visit a place like Irving, Texas. 1 was recently stranded there for a week at a Holiday Inn on a two -lane one -way frontage road on one side of an 8 -lane freeway. On the other side was another two -lane one -way frontage road going the other direction twelve traffic -filled lanes all together. The frontage roads were lined with restaurants, motels, Walmarts, and K -Marts. Few sidewalks. Every two or three miles there was a bridge over the freeway. To go from the Holiday Inn to a restaurant you could see just across the freeway, you'd have to go 3 or 4 miles. Even more interesting was this strip's relationship to nearby residential areas. As is typical of many suburbs, the neighborhoods turn their backs on stores, often with tall walls blocking pedestrian access. To walk to the 7 -11 for a quart of milk, a distance less than 1/4 mile, you'd have to scale the wall or walk about half a mile out of your way. The message: Drive or else. Especially since sidewalks were long ago sacrificed for more traffic lanes. It shouldn't surprise anyone that, as our communities spread out, encouraging more people to drive and making our streets more "pedestrian- hostile" and "auto- friendly," we ultimately create ugly places that shame us. In Missoula, visitors often poke fun at our Brooks /93 Strip. Sadly, it's what many remember about our town. What's the solution? We need to reclaim our cities and towns, making them more compact and pedestrian- friendly; the primary purpose of our public spaces should be to foster life and community, not move greater and greater numbers of single- occupant cars and trucks from the suburbs to work centers. To accomplish this vision, we should rebuild roads like 10th Avenue South to include continuous sidewalks with curb cuts and safe pedestrian crossings for nearby residents, shop customers, and employees. We need to improve transit connections and reverse the trend of building isolated stores and shopping centers surrounded by seas of "free" parking and monster roads. We need to re- discover the benefits of sidewalk - oriented shops like we still see in Small Town Montana, and in some of our city centers. We should eliminate our sacred single- purpose residential zoning and start building neo traditional neighborhoods, complete with compact mixed land uses and street grids and alleys coupled with traffic calming measures. The purpose: to eliminate extraneous car trips and make short walking trips to the market or the park possible and pleasant once again. At the fronts of our homes, porches and sidewalks should replace three car garages and huge driveways. Neighborhoods should again be places to live, rather than just places to drive or park. We should reward employers who encourage carpooling and other alternatives. Subsidized employee parking should give way to an employee transportation subsidy that can be spent on transit, car - pooling, biking, walking, or, as a last resort, to rent a parking space. In short, we should move beyond banking on the single - option car - oriented transportation system represented by a 6- 8- and 10 -lane 10th Avenue South, and enter the 21st century encouraging a range of travel options and enhanced community life Gateways The entrances to downtown Eugene are important opportunities to improve the character and identity of downtown. Entrance beautification projects can also provide information and directions for visitors to key destination or special events. The most direct and attractive routes into downtown should be identified so that the quality of the entrance experience along these routes can be creatively enhanced. GETTING AROUND DOWNTOWN A well functioning transportation system is a key component of a well designed, economically healthy, livable city. Great Streets Great Streets are a design issue, a marketing issue, and a transportation issue. In Eugene, our Great Streets, Willamette, Broadway, Eighth and Fifth Avenues, are special because of their history and development patterns. These streets need a public improvement strategy and coordinated design to reinforce their character and their role of connecting special places, including downtown to the river. These streets must also serve as streets that work — carrying all modes of transport, serving residents, businesses and property owners, and allowing the downtown to function well as a regional and civic center. Two-way Streets Many of the streets downtown function as one -way couplets, including Pearl and Oak, Lincoln and Lawrence Streets. Other streets are oneway for a portion, such as Tenth Avenue or Charnelton Street. A one -way street typically can carry more traffic volume than a street that has traffic in two directions. While one-way streets simplify traffic operations, especially with a signalized system the pattern may induce extra travel, force more traffic on some routes, and limit access to and from businesses. A two -way traffic operation enhances local access for all vehicles, including emergency vehicles. Two -way streets also provide better access to local shops or other destinations, making it easier to get around downtown, not just through downtown. This plan supports the conversion of one -way to two -way operation for as many downtown streets as practical. Pedestrian System A high quality pedestrian system creates a walkable downtown, enhancing the experience of downtown at a very tangible level. Sidewalks that are safe, accessible, and aesthetically pleasing invite pedestrian traffic, and support other goals such as downtown livability. Increased pedestrian traffic provides very real benefits to downtown, supporting retail, reducing automobile traffic, and increasing safety. Well- designed sidewalks become places for people to be, to stroll or to chat in a comfortable urban space. For our downtown to function well, a network of well - designed and maintained sidewalks is essential. Planned transportation improvements will connect the Federal Courthouse area to the downtown commercial core with a pedestrian crossing at Eighth Avenue and Mill Street. These improvements will provide a safe, convenient route along Eighth Avenue from downtown east to the river. The pedestrian system needs thoughtfully placed urban design elements to create a well- designed walking environment. These elements include pedestrian amenities such as mid - crossing sanctuaries, benches, bus shelters, trash receptacles, and lights, as well as inclusion of public art. Sometimes it is the smallest details— a well placed bench, a historic plaque, special plantings — that provide a degree of comfort or interest that makes walldng in downtown a pleasure. The sidewalks on the Great Streets need a cohesive urban design scheme to set these streets apart as special places in downtown. The improvements to Broadway between Lincoln Street and Pearl Street are a good example of a well - designed pedestrian environment. Each of the other Great Streets, Willamette, Eighth Avenue and Fifth Avenue needs a public improvement design to enhance its unique history, identity and character. Eugene has a well- deserved reputation for accommodating individuals with disabilities. These accommodations include improvements such as textured sidewalk edges and ramps at curbs. These make downtown more welcoming and accessible for all individuals, regardless of ability. The city should continue to invest in improvements that maintain and improve accessibility downtown. Bicycle System Bicycle riders throughout Eugene are a hallmark of our city's environmentally conscious character, and a product of local topography and weather. The number of bicycle riders increases as the practical elements required for safe and pleasurable riding are more routinely incorporated into new development and street improvements. Many of the suggested improvements for bicycles in the 1993 Central Area Transportation Study have been accomplished. Bicycle lanes and routes have been added on several streets in the CATS area, providing improved access and increased safety for cyclists on these university area to downtown, from east along Franklin and south along Hilyard. Transit System Our existing transit system facilitates travel to, through and around downtown. In addition to fixed -route service, the downtown shuttle will continue to operate at fifteen minute intervals, with frequency increasing as ridership grows. The first Bus Rapid Transit (BRT) route is scheduled to begin operating in late 2004, and will provide a higher level of transit service from downtown Eugene to the University of Oregon and downtown Springfield. Fixed -route service will be adjusted to accommodate the addition of the BRT to the system, and coordinate with emergency vehicle access needs. Both the BRT and fixed -route service will use downtown as a transportation hub, connecting downtown to other areas of the city. A fixed -rail circulating/loop streetcar could be a potential transit and economic development strategy to link downtown, the university and the Courthouse neighborhood. streets. Bicycle parking has been included with recent street improvements, and is now a required element for new buildings. Some long -term bicycle access projects remain, including improvements to Lincoln Street between Eleventh and Thirteenth Avenues, and Tenth Avenue between Oak and High, in conjunction with construction of the Bus Rapid Transit project on Tenth Avenue. Source: City of Eugene, Oregon Published Monday, June 3, 2002, in the San Jose Mercury News S.:I. may restore some 2 -way streets By Janice Rombeck Mercury News The one -way corridors that have moved cars quickly across San Jose for decades -- and have created nearly unlivable neighborhoods -- could be restored to two -way streets in the next three to five years, according to a plan the city council will consider Tuesday. The $15.4 million project, which is not expected to tie up traffic, has long been sougfit by residents who feel divided by the 'mini- freeways" and worry constantly about getting hit by speeding cars. "I'm thrilled," said Autumn Gutierrez, president of the Washington Area Community Coalition. For years, she said traffic experts told residents, "We can't do it because capacity of the streets has to be where they can maintain traffic flow. This the first time the staff. really came to the table with the community and took a real hard look at it." The Northside Neighborhood Association has been working on the issue for 20 years, said Don Gagliardi, president of the group. All of the downtown neighborhoods are affected by this and see the one -way streets as very serious safety concerns," he said. "They also add to blight and disrespect the neighborhood fabric." Walk San Jose, a pedestrian advocacy group, has also been a strong lobbyist for the conversion. The plan, which was developed in about 18 months by residents, business and community leaders, recommends converting to two -way segments of Second, Third, Fourth, 10th, 11th, Julian, St. James, Almaden and Vine streets. It adds up to about five miles. Segments of streets in the downtown core -- Julian, St. James, Third, Fourth, 10th and 1 l th would remain one -way for now, but would be studied again later. Officials are concerned that restricting traffic flow near the core area would cause congestion on surrounding streets. Some sevnents, such as 10th and 1 lth south of Santa Clara Street, would remain one -way but would be tightened to two lanes by adding bike lanes or traffic calming devices. Traffic on all the converted streets would be slowed to 25 mph, the same speed limit as other residential streets. 'Most of the projects would generally take about two years to implement," said Hans Larsen, deputy transportation director. "The most labor - intensive is the conversion of traffic signals." Signals costly it's also the most expensive, he said. There are 50 to 60 signals in the conversion plan, which could cost $11.4 million to replace or redesign. Another $4 million would be needed for signs, striping and landscaping. The streets were converted to one -way in the 1960s when the area did not have a regional system for traffic flow, Larsen said. Interstate 280 was not built, there was no light -rail system or Highway 87, and Highway 101 was four lanes. Access to downtown San Jose was dependent on arterial streets such as the southbound 10th and northbound 1 lth. "We essentially have a regional system now," Larsen said. "The purpose for creating the couplets really isn't there." Findings of the Downtown Circulation and Access Study supported the shift in thinking about the one -way streets. The study showed that the three -lane one -way streets were being used by motorists to avoid freeway congestion only at peak commute times and that nearly half the traffic entering the downtown area on north -south corridors was bound for destinations other than downtown. Even with growth expected in downtown San Jose and at San Jose State University, the converted streets could handle the volume and keep intersections at an acceptable "Level D," a standard that traffic engineers use to evaluate conditions. Level D means there could be "significant congestion," but the intersection would be functional. Speeding drivers Gutierrez, who lives on Vine Street and was a member of the committee, sees that every day. One -way residential streets not only encourage drivers to speed but also invite a freeway mentality. "Seventy -five percent of people driving through my neighborhood couldn't tell you any neighborhood characteristics," she said. "They're not paying attention to cross streets, not looking at pedestrians.... They're treating it like a freeway." Residents also feel disconnected from each other by the wide streets that are difficult to cross, she said. "It's not a wall, but it creates a sense that we're on one side and you're on the other." Councilwoman Cindy Chavez, who has worked with neighborhoods on the conversion plan, said Friday that she thinks the council will probably approve the plan, but she also wants to see "a good funding strategy to get this done." Some neighborhoods felt so strongly about converting the ono-way streets that they made it a top priority in their Strong Neighborhood Initiative improvement plans sent to the city council. About S5 million of redevelopment funding has been earmarked for the project in those plans. Transportation and landscape design From slow stroll to fast lane, people and places connect with planning By ERIC SCHMIDT Cascade Design Collaborative From road to sidewalk to rail, getting there should be easy and fun. In small historic towns and large urban areas, that means preserving and building safe, exciting spaces that are great for shopping, strolling — or simply driving through. Scale is used as the framework for creating these spaces, whether the project needs to accommodate a few or a few thousand, or be recognizable at 5 or 50 miles per hour. Urban landscapes and streets must work at . different scales, for pedestrians and vehicles. Sight is a way for people to experience different scales. We are constantly taking visual cues from our surroundings for decisions such as where to shop, park or cross a street. Courtesy of Cascade Design Collaborative The central business district of Snoqualmie will accommodate fast and slow traffic with a "three -way triplet." Cascade Design Collaborative studies a range of sight - related issues for both pedestrians and drivers, including those related to development aesthetics and parking visibility. State Route 202 through Snoqualmie — from 0 to 50 miles per hour State Route 202 runs through the historic town of Snoqualmie. Cascade Design helped the state Department of Transportation balance future roadway capacity, speed and safety needs with the desire for improved parking, pedestrian accessibility and non - motorized trails. The small town's limited street grid, severely restricted right of way, its historic buildings, an existing railroad facility and the natural features of the adjacent Snoqualmie River created unique constraints on developing the right solution. Our greatest challenge was to find relationships between pedestrians strolling at 3 miles per hour, bicyclists and shoppers looking for parking at 5 to 15 miles per hour, local traffic moving at 20 to 30 miles per hour — and those commuters wishing to return to 50 just as soon as possible — all in a very constrained built environment. Visibility issues for roadway safety and for parking and retail storefronts became the "common ground" for finding the right -of -way design. Based on these issues, we challenged typical solutions that involve one -way couplets with off- street parking, and proposed a "two -way triplet." The idea was to use three parallel two -way roadways to achieve future capacity needs without widening the roadway and thus impacting the historic features of the downtown area. This solution includes three street use types: one for local commercial activities, the second for retail activities and the third for tourist and through traffic. Roundabouts, on- street parking, creative channelization and streetscape amenities will improve visibility, safety and shopping opportunities. The end result will disperse the future traffic demand onto all three streets, improving the visibility needs for drivers at varying speeds — including shoppers — while preserving the existing historic two -way street grid. Existing businesses will remain, and the character and scale of the historic town will be preserved Katherine Shriver Standing at the Crossroads At a recent meeting someone said " it seems like all WALK Austin cares about is sidewalks." It's good to know we're getting a clear message across; in reality, our members reached a consensus that sidewalks are the most basic problem for pedestrians in Austin. They chose the sidewalk issue as the first one to tackle in 1996. WALK Austin is of the opinion that sidewalks are one of numerous "pedestrian environment factors." These factors include sufficient shade, ADA compliance, mixed compact and uses and access to transit. Most critical to the pedestrian environment is the friction between pedestrians and vehicles at intersections. Intersections are a current political issue. A number of City Council candidates recently stated that one way to solve traffic congestion is to "improve" signal timing. Did they mean the City should time the lights for fast cars? Tripping lights for cars is a quick fix. It's a driving - oriented solution to treat the symptoms of congestion, a driving - oriented problem. Let's take the pedestrian point of view and talk about crossing the street as we stand at the crossroads and contemplate Austin's growth. Crossing the street is the most dangerous aspect of being a pedestrian. On the average, a pedestrian is killed or injured by an automobile every six minutes in the United States. Over 100,000 pedestrians are injured and about 6,000 killed every year; a death tool that exceeds air, rail and marine transport deaths by more than three times. Roughly ninety percent of these accidents involve a pedestrian who is crossing a suburban or urban roadway. Pedestrians at greatest risk include pedestrians with disabilities, pedestrians over age seventy, and children, especially poor and minority children. That these populations are less inclined to choose to drive is beside the point; everyone should have the right to cross the street safely. The automobile has reigned supreme in American culture since the 1950s. During this period, road - building dollars increased but pedestrian facilities were reduced or eliminated, and the fundamental right of pedestrians to safe and convenient passage eroded. The 1970s temporarily cast guilt on this supremacy and alliances of advocates formed to challenge the auto's near monopoly. Today in Texas, pedestrian right of way law is comparatively weak because it only gives the right of way to pedestrians at intersections with marked crosswalks and /or the "white" WALK signal. In spite of this lax law, the culture among Austin drivers is to not always yield the right of way to pedestrians when they are legally in the roadway. Cultural attitudes of drivers toward pedestrians can tell us something about ourselves and our ways.. Did you know that the definition of a pedestrian is a man looking for his car? How many of us don't know of the point system that drivers earn by imagining they are about to run over different types of pedestrians (the more helpless the ped the higher the score)? What do these urban myths say to you and how much do you agree? In Texas, the rights of pedestrians and the laws giving pedestrians the right of way must be strengthened and enforced. In some states, regular enforcement of pedestrian right of way Taws has created a culture of motorists who routinely yield to pedestrians in the roadway. In Washington State, the law was changed in 1990 to require motorists to "stop and stay stopped" for pedestrians in the crosswalk. In Seattle, good results came of an assertive enforcement campaign. Aside from pedestrian laws, pedestrian traffic models are comparatively weak because they are based on limited pedestrian traffic data. This is partly because in the 1950s the entire craft of transportation engineers became intent on moving vehicles down highways and through intersections. Traffic engineers consider crosswalks as an impediment to the smooth flow of automobile traffic. Too often, potential conflicts between pedestrians and cars are resolved by prohibiting pedestrian crossings. This gives the impression that the way to reduce the number of people injured or killed in pedestrian /vehicle collisions is to reduce the number of people who walk! Downtown Austin has one of the best pedestrian environments in the city, but there, too, cars are given preferential treatment. The short block faces make for a lively streetscape, but they also mean many crossings, and the signals are timed for automobile rather than walking speeds. The couplets of one -way streets also privilege cars at the expense of pedestrians. These four -lane thoroughfares increase capacity for cars, encourage drivers to accelerate and make more engine noise. These. street conditions are stressful to walkers. Exhaust fumes, engine noise and wind disturbances from fast cars discourage people from congregating on the sidewalk and are a significant factor in the lackluster retail activity downtown. Faster cars turn fast and drivers are less likely to see people walking across the street. Source: WALK Austin Sacramento Tries Area -wide Traffic Calming A new traffic plan adopted in Sacramento, Calif. will reverse a 1950 decision to convert downtown streets from two -way to three lane, one -way couplets. G and 1-1 Streets will be converted back to two -way operation, joining several other streets that have already been re- converted. The plan will also place "diagonal diverters" and other traffic calming elements in neighborhoods along the edge of downtown -- the system will force one diversion off of a straight path for drivers with local destinations, and at least two diversions for anyone trying to drive through the area. Provisions will be made to permit direct routing by bicycles and buses. The "Neighborhood Preservation Transportation Plan" was approved unanimously by the Sacramento City Council. Redesigning Main Streets in Small Communities The Viagra of Transportation Investment Traditions and Challenges Main Streets define civic pride and create an important "place" in American towns. The birth of the classic American Main Street is rooted to the early part of this century- -when our civic identity was reflected by closely knit shops, homes, offices, churches, and public spaces. Main Streets illustrated America's greatest tradition of success. By the latter half the 20th Century, Main Street districts were in decline. Increasing competition from super regional shopping centers, power centers and sprawling suburban development, fed largely by state and federal highway projects that focused on increasing capacity for a burgeoning suburban populaton which resulted in an emphasis on mobility rather than preservation. These policies and social changes led towards a decline in Main Street investment, and in many cases a loss of traditional civic character. The recent shift in federal and state transportation and land use policies, as embellished by the Intermodal Surface Transportation Efficiency Act of 1991, and the Transportation Equity Act of the 21st Century (TEA -21), emphasize moving people and goods (rather than vehicles) and enhancing transportation- efficient communities. A National Main Street movement is also underway, with a host of successful case studies, lessons leamed, and impressive results. In fact, the National Main Street Center estimates that over $5.8 billion has been reinvested in tangible improvements in 1,200 communities in 42 states since the 1980s. This represents a return of nearly $40 in private investment for each $1 of local public dollars spent [Johnson, Jan. 1998. Great American Main Street Awards Salute Downtown Revitalization in Five Communities, Preservation Magazine] It is fair to say that these results please all player participants involved in Main Street planning, design and development. Main Streets Defined Main Street is an important place in the landscape of American towns. From a traveler's perspective, a town's "main street" is often an abrupt change in their continuous route along a state highway. It is also a traveler's dominant experience of a community's economic and architectural images. For some travelers , it may be a momentary stop with a pedestrian experience in a setting of more complexity than they would have noticed as a motorist. From a resident's perspective, a main street provides access to the town's public places and a setting for shared activities such as shopping, conducting business, and going to school. While main street is may not be a resident's dominant experience of their community, it does contribute to their sense of place and civic pride. The classic American main street can be categorized in two basic types. The first type, found in thousands of communities with 2,000 to 25,000 population, is a linear main street which is really a state highway passing through the town on its way to the next town. The highway becomes a commercial street, reaching an architectural climax that is usually only a few blocks long. Those few blocks create the sense of place thought of as "downtown" in most communities. What lies beyond downtown, visually and functionally, are vast corridors where mobility dominates with higher operating speeds. The second type of main street is less common. This main street may also be part of a highway corridor and is equally linear. However, it leads to something more interesting than the rest of the highway. This main street is usually no more than a few blocks long, ending at a strong visual focus, such as a public square, a school, a civic building, or the junction of two roads. There is often a stronger sense of enclosure and architectural space compared to the first type of main street. For both types of main street, aesthetic factors and the overall environment are critical factors in attracting and retaining businesses, shoppers, pedestrians, and motorists. Successful redevelopment efforts require careful planning to overcome the tendency of main streets in small communities to become little more than corridors and access paints for vehicles in a hodge- podge of architecture and roadway signs. What makes Main Streets successful? The impact of transportation and changing consumer preferences have forced many Main Streets to change or suffer a slow death. Vacant department stores may get converted into smaller retail stores, offices or libraries. Specialty themes often emerge: antiques, eating and drinking, and retail boutiques - -to lure consumers away from the "plain vanilla" shopping malls and power centers. Civic minded business leaders craft effective downtown promotions, events and coordinated marketing campaigns to offer choices to local residents. As transportation and land use specialists we can influence the continuing success of Main Streets. To do so, we first must understand the fundamental components of successful main streets. Key ingredients of successful Main Streets in small to medium sized communities include: • Dollars and Sense of Location • Pedestrian is King (or Queen) • Accommodate the Sunday Drive • Streetscapes that Speak for Themselves • Incremental Change -- Attention to "Little Things" • Proactive Champions that Leverage Returns Dollars and Sense of Location - population density and demographics undergird the long-term success of Main Streets. A recent study titled, The Long Branch Main Street Project report, "41 Ways to Revitalize Main Street" (Toronto Metro Planning Department), examined positive and negative main street examples throughout the Toronto region. The study concluded that population density within a convenient walking distance (0.6 miles) made the most critical difference to continuing success of main streets. Because the majority of Main Street businesses rely primarily upon local patronage, they tend to reflect disposable income levels and the overall economic health of srnall communities. Pedestrian is King (or Oueen) - accommodating pedestrians is as important (if not more so) than accommodating automobiles. Main Streets must look and feel like a good place to take a stroll, relax and safely move around by foot. Proper sidewalk connections along Main Streets and to adjacent population centers are both important. Consumer surveys in Lake Grove, Oregon determined that primary access to their main street is by car because walking and street crossings are perceived as too far or too dangerous. Accommodate the Sunday Drive - go ahead and accommodate the "Sunday drive" because vehicular traffic is vital for retail businesses to survive, especially in small communities with dispersed development patterns. Since our dependence on cars will not wither away it is important to calm the street to slow down vehicular traffic. Once speeds are less than 30 mph, drivers begin to observe their surroundings more and become convenient candidates for a Main Street experience. Traffic calming techniques have been well documented (see Washington State Department of Transportation, Pedestrian Facilities and Traffic Calming Guidebooks) in theory and practice. While most current examples are front larger cities and metropolitan areas, smaller Oregon communities such as Lake Oswego, Joseph, Klamath Falls and Hood River have used several traffic calming techniques to create a shared public use roadway and a unique driving experience. Most cointnon techniques include: • ;Redefining curbs (for tighter turns, bulb outs and ADA compliance); • A consistent street grid with 200 to 240 foot +1 - block spacing; • Narrow street width; • pn - street parallel parking; • Managing driveway and road approach access; • Paving materials a t crosswalks and street comers; • Widening the sidewalk • Raising crosswalks and providing center median refuge areas; and • Including street trees and other landscaping; Two -way traffic flow is usually preferred to one -way couplets when peak hour traffic is generally less than 2,000 trips per hour. However, these traffic calming techniques can work well in both situations. Be careful to pay attention to truck movements and turning requirements. This includes designing for business services, by including appropriate on- street loading zones or service alleys. Designated truck routes may also be an effective means of limiting truck turning movements along.Main Streets and reducing potential truck/vehicle/pedestrian safety conflicts. These traffic circulation and calming techniques are important roadway design elements to be considered by transportation planners, landscape architects, and civil engineers. When used in combination with building design and special streetscape features they create an effective Main Street environment. Streetscapes that Speak for Themselves - People are attracted to interesting and continuous landscape patterns, attractive building frontages, shade trees, plantings, public art, and pathways. Once "off their seat and on their feet ", drivers become pedestrians and patrons. As pass -by drivers witness pedestrian activity they too "get off their seat and on their feet" with reason to stop, explore, patronize or tour. • Important elements of streetscape design often include the previously mentioned traffic calming and pedestrian features plus: • Landscape buffers for off -street parking areas • Park benches, fountains, trash containers; • Pedestrian activated street crossings; • Maps of businesses or areas of interest • Decorative details, such as hanging baskets or banners; • Building facade enh ancements, including unified signage or awnings; and • Public art displays. Incremental Change Attention to "Little Things " - When redesigning a Main Street think small at first. Start with one or two blocks in the core of downtown. Focus on details and build upon unique features in the community. Start incrementally with affordable, tasteful and effective improvements that have broad based public and private acceptance. Involve local property owners, chamber officials, neighborhoods, and elected officials in the planning and design process. Small victories instill community confidence in Main Street revitalization and belief that complex problems can be solved. Always anticipate construction staging problems regarding reduced traffic access, parking limits, and peak seasonal sales periods. Never stage construction around holiday shopping seasons such as Thanksgiving or Christmas. Make sure you involve local businesses in construction mitigation planning to offset undue burden caused during construction. There of course will be some sacrifices made, but in the end almost everyone will benefit from the improvement. Proactive Champions that Leverage Returns--successful Main Streets have many champions. Individuals and associations must be committed to "the vision" before, during and after construction. To redesign your Main Street you must first identify who are the local champions, and confirm their role in: • Raising public awareness of project need and importance; • Generating support by property owners/ten ants and elected officials; • Solidifying funding for capital and maintenance costs; • Isstab 1ishing a formal design review process; • Maintaining and promoting Main Streets once improvements are made; and • Ia owntown economic development and cl earing house for funding/financing. Back to the Future The National Main Street movement will surely gain momentum in the 21st Century as communities commemorate their unique civic culture. Future funding also looks promising. Under the congressional transportation bill TEA -21, funding is established in several programs that benefit Main Street retrofit design projects: surface transportation program, special enhancement program, congestion mitigation air quality program, and the new Transportation and Community and System Preservation pilot program. Communities throughout the northwest are finding that Main Street improvements are cost effective means to reinvigorate businesses and stimulate economic activity. When along state routes, Main Street design and traffic calming projects can leverage private investment and can lead to increased state access control- -which helps preserve the capacity and function of state highways. As you partner with local and state interests on your next Main Street project, take solace in the fact that you are about to have a measurable positive affect on a conununity by enhancing its image and economic vitality. Research Of Couplet Solutions in Other Cities by William H (Bill) Gothmann, P.E. (electrical) Dec. 27, 2003 Introduction: Over the past week, I've had a chance to do some research on couplets that I want to share with you. The research includes information both in favor of and against couplets. Even more important, it provides a discussion of the issues that should be considered when we consider transportation issues within the Spokane Valley. Sources of Information This paragraph lists some sources of information for this report. 1. Gothmann, William H., P.E., "Analysis of Cities with Downtown Couplets" Dec. 22, 2003. This report analyzes all the cities having populations of greater than 40,000 within the states of Washington, Oregon, and Idaho, to *determine whether they have couplets or not. We shall refer to this as the Gothmann report. 2. "One Way Couplets Impact Analysis, Final Report, July 2003 ", prepared by Development Consulting Group and Typlan Consulting, Ltd. This 67 page report analyzes Kelowna, British Columbia, to determine whether that city should have a couplet or not. The couplet proposed is addition of two, one -way streets, one to the east going north, and one to the west going south. The authors ultimately conclude that, for Kelowna, the advantages of a couplet outweigh the disadvantages. We shall refer to this as the Kelowna Report. 3. "Downtown Bozeman Traffic Improvement Study" by Downtown Bozeman Partnership, Feb. 14, 2003. Bozeman has an existing couplet -- two streets that parallel its main business district. Increased population has put stress on the transportation system. A 46 -page report, "The purpose of the study is to identify and propose changes to the downtown Bozeman transportation network that support downtown as a destination in addition to its role as a primary travel corridor through the City. "' We shall refer to this as the Bozeman Report. 4. "Getting Around Downtown ". This report is about the Eugene, Oregon efforts to vitalize their downtown. One of the essential elements was to reduce their one - way streets in favor of two way streets. The report is a part of a draft report to the City. We shall refer to this as the Eugene Report. ' Bozeman Report, page 2 5. "Great Falls' I Oth. Avenue South ", John Williams, Great Falls Tribune, July, 1994. This is an editorial on making streets more pedestrian and community friendly. We shall refer to this as the Great Falls Article. 6. "Laramie Plan Project ", City of Laramie, Aug. 31, 2001. This plan refers to a downtown revitalization plan that proposes street changes. We shall refer to this as the Laramie report. 7. "Portland Transportation System Plan, Transportation Plan, Chapter 2." Portland is reevaluating its one -way system to see if things would improve by changing the one -way streets to two way streets. We shall refer to this as the Portland Report. 8. "Recommendations on the Downtown Access and Circulation Study" by a Working Group, June 4, 2002. This report analyzes whether to convert San Jose's one -way streets to two way. We shall refer to this as the San Jose Report. 9. "Should Cities Convert One -Way Streets to Two Way ? ", Thoreau Institute. This is a planning contrarian view suggesting that one -way streets have significant advantages over two -way streets. We shall refer to this as the Thoreau article. Couplet Prevalence Couplets are very prevalent throughout the Northwest. Gothmann summarizes the use of couplets for cities greater than 40,000 population as follows: 2 Gothmann Report Table 1: Number of Cities Having Couplets State Couplets -Yes Couplets -No Idaho 2 2 Oregon . 8 2 Washington 9 9 TOTALS 19 13 Further examination of the list of cities having couplets finds that they are very evenly distributed in every population category except those greater than 100,000. Note the following distribution: 2 Advantages and Disadvantages of Couplets Couplets have both an up -side and a down -side. The advantages include safety, capacity, and convenience. The disadvantages include confusion, possibly more travel time to vehicles and pedestrians, and intersection clogging. Table 2: Distribution of Cities Having Couplets Couplets -Yes Couplets -No 40,000 - 49,999 3 (50%) 3 (50 %) 50,000 - 59,999 4 (50 %) 4 (50 %) 60,000- 69,999 1 (50 %) 1 (50 %) 70,000- 79,999 1 (33 %) 2 (33 %) 80,000- 89,999 1 (50 %) 1 (50 %) 90,000 - 99,999 1 (50 %) 1 (50 %) 100,000 up 8 (89 %) 1 (11 %) Advantages of the One - Way Couplet: Safety: "In general, intersections of one way couplets have significantly less vehicular and pedestrian conflict points. These are points of conflicting circulation between vehicles and/or vehicles and-pedestrians. Studies have illustrated that one way couplets reduce pedestrian accidents and vehicular accidents. "As an illustrative example the following comments are provided: "Intersections of two way streets with a single pass through lane approach, right and left turn lanes, permitted right turns on red, (RTOR) have twenty (20) vehicular and pedestrian conflict points. "Similar intersections of one way streets with turns and RTOR permitted (similar to above) have only four (4) vehicular and pedestrian conflict points. Wiley in 1959 found New York City had a 25% reduction in intersection pedestrian accidents at one way intersections after conversion from two way streets were undertaken.i The Thoreau Report also touts the safety of one -way streets. "One review of two - way to one -way conversions found that two -way streets caused 163% more pedestrian accidents in Sacramento, and 100 percent more pedestrian accidents in Portland, OR, .Hollywood FL, and Raleigh, NC. 3 Kelowna Report, page 17. Thoreau Article, page 4 3 Capacity: "... in New York City, the use of one way couplets has also proven to reduce the number of stops along the network by 66 %. Intersection delays were reduced by nearly 50 %, and overall trip time was reduced by 22% to 33 %. i The Bozeman Study agrees -- one -way streets have more capacity. The Eugene Report also concurs. Convenience to Pedestrians: "... one way systems usually allow for better pedestrian crossing times and fewer accidents provided enough time is allocated on the signal crossing." It should be noted that crossing a particular one -way street in Bozeman required the addition of a signal light to permit more gaps in the traffic. Disadvantages of the One Way Couplet Confusion -- Infrequent users may be confused about the couplet. More Travel -- Motorists may have to travel around the block to get to their destinations. Thus, the tradeoff may be speed along the main highway versus the requirement to go around the block, if the destination is not along the present highway. Longer Walk Paths -- Transit users may have to walk longer paths to reach the transit . site. Emergency Vehicles — The response time for emergency vehicles may be increased because they have to travel around the block. Intersection clogging -- Vehicles located at a red light may fill the intersection. Transit Times: It is generally thought that transit times are lower for one -way streets, than for two way streets. However, this depends upon how often signalized intersections occur along the road. On Dec. 26, this author did an analysis of stopping times between Fancher and Sullivan, postulating a two way street with properly sequenced signal lights. If the signal 5 Kelowna Report, page 18 6 Bozeman Report, page 25 Eugene Report, page 30 9 Kelowna Report, page 18 9 Bozeman Report, pages 41-42 4 lights were all red /green (no other cycles), and each were to be set to 25.7 seconds of red and 25.7 seconds of green, and the speed were set to 35 miles per hour, there would be zero delay at stoplights in both east to west and west to east traffic directions. It was assumed that stoplights were placed only at 1/2 mile or one mile intervals, which is the usual case on Appleway, but not on Sprague. The correct signal light ti.nie turns out to be one fourth the time it takes to travel one mile. The Thoreau Report concurs, "A semblance of synchronization can be approached on a two -way grid only if signals are more than a half mile apart, and even then it is less than perfect. Traffic on two -way streets, for example, is often delayed by special left -turn signals, which aren't needed on one -way grids. " Cities Converting from Couplets to Two -Way Streets It is evident from the literature that a number of communities have chosen to convert to two -way or are considering such a move. A list of such communities would include West Palm Beach, Toledo OH, Lafayette IN, Dubuque IA, Hickory NC, New Haven CT, Charleston NC, Lubbock TX, Portland OR, Eugene OR, Austin TX, Cincinnati, Chattanooga, San Jose, and Sacramento. The Kelowna Report examined the first eight of the above list and concluded that each of these cities considered the conversion a success. However when they closely examined the conversion itself, they concluded, "A review of case studies in which one way couplets were reconfigured into two way streets, generally supported the conversion based on the comments provided by the local business community after such a transition was complete. Some impacts such as congestion and increased accidents were also identified. "However one of the most significant limitations associated with this study was the lack of acknowledgement that during these conversions, streetscape design improvements and downtown beautification was also being implemented. In addition, economic cycles (i.e. expanding and contracting economic cycles) were also not discussed. These external factors have had tremendous implications on the success of downtowns. Identifying that the one way couplet was the.sole cause of the problems is not a valid or rational argument. "" We also note that different cities have different objectives. In San Jose, motorists were using one -way residential streets to avoid the freeway. Thus, they converted some streets, and left others one way.'' In West Palm Beach, the objective was traffic calming (slowing down) within the business district. In Dubuque, the city wanted to eliminate bypass traffic going several blocks around the central business district. Eugene's preference to two way streets is based upon their desire to emphasize the downtown as a destination, rather than a traffic corridor: "A two way traffic operation enhances local access for all vehicles, including emergency vehicles. Two -way streets also provide I° Thoreau Article, page 2 11 Kelowna Report, page 23 12 San Jose Report, pages 4-5 5 better access to local shops or other destinations, making it easier to get around downtown, not just through downtown. This plan supports the conversion of one -way to two -way operation for as many downtown streets as practical. " A few days ago, the author traveled through Colfax. It was apparent to me that the objective of the community was to slow clown traffic, making a very pedestrian friendly place, rather than provide a convenient way of getting from one side of the town to the other. Thus, each community sets its own priorities to meet their individual needs. Effect of a Couplet Upon the Business Community The Kelowna Report does an extensive study of the effect of the couplet upon their business community. The fast thing to note is that impact upon business depends upon the particular business sector: "The literature also suggests that specific businesses along the couplets themselves will be impacted Those impacted businesses that rely on through traffic such as gas stations and convenience stores, highway oriented motels, restaurants, and cafes may be potentially impacted. " They further note that other factors are more important than couplet influence: "The success of a downtown business district is dependent upon a variety of factors including planning initiatives, streetscape design, downtown beautification and market factors that are far more important in the determination of a successful downtown than a one -way couplet. " Evaluating the Effect Upon the Business Segment.. It is also very interesting to examine their methodology for determining the impact of the couplet. Note that it was assumed that the couplet would have a generally negative effect upon business. They asked each of the businesses how the couplet would influence their business: Low Negative, Medium Negative, High Negative, or Low Positive. "Businesses along all three streets were inventoried [that is, the number of square footage was recorded) and classified, and an assessment of the potential revenue loss, and in some instances gain was calculated. " (My brackets). The projected net sale loss as a result of implementing the couplet was estimated to be $2.08 -4.07 million. "This projected loss of sales for businesses ... would amount to 2 % -4% of current revenue for downtown as a whole. In our opinion, most of these lost sales (80% -100 %) will simply be transferred to competing businesses located elsewhere in downtown Kelowna.i 13 Eugene Report, page 30 14 Kelowna Report, page 3 15 Kelowna Report, page 3 16 Kelowna Report, page 3 17 Kelowna Report, Page 4 6 Examining the Whole Problem Kelowna also evaluated the impact upon a number of non - business factors: smart growth objectives, potential for high density development, parking, residential, emergency response, demographic mix, social interactions of neighborhoods, crime rates, tourist choices, and many others. Once they determined the impacts, they then listed how they might mitigate expected impacts: improved signage, parking, pedestrian access and crossing, neighborhood livability, traffic calming in neighborhoods, pedestrian oriented improvements for the downtown sector, streetscape improvements, and promotion of the downtown area. The Bozeman Report also spent a great amount of effort in solving problems. They identified several problem areas, taking an overall view. Let me list a few of the suggested improvements: Convert Main St. to three lanes (rather than four lanes) Signalize certain intersections Install curb extensions, pavement treatments, countdown timers to make downtown more pedestrian friendly Install a mid -block pedestrian refuge island with curb extensions on Main St. Maintain and improve the couplet as follows: Convert Rouse Ave. back to two way. (This makes entrance and exit from the couplet easier). Signalize Babcock/Rouse intersection. This improves pedestrian crossing. Rerouting portions of the couplet to increase its access. Thus, the process in both Kelowna and Bozeman was very heavy on taking an overall view of their transportation and downtown problems. This was also echoed in the Great Falls Article, "What's the solution? We need to reclaim our cities and towns, making them more compact and pedestrian - friendly; the primary purpose of our public spaces should be to foster life and community, not to move greater and greater numbers of single- occupant cars and trucks from the suburbs to work centers. To accomplish this vision, we should rebuild roads like 10th. avenue South to include continuous sidewalks with curb cuts and safe pedestrian crossings for nearby 7 residents, shop customers, and employees, We need to improve transit connections and reverse the trend of building isolated stores and shopping centers surrounded by seas of free parking and monster roads. We need to re- discover the benefits of sidewalk- oriented shops like we still see in Small Town Montana, and in some of our city centers." The Laramie Report also emphasized multiple solutions, "The plan suggests angling parking on 1st. Street, and changing it to a one -way street which has been done. Specific streetscape improvements including Unproved lighting and landscaping were also suggested." I9 Conclusion In most reports, such as this, a conclusion is presented. However, this report is meant to cause all of us to think about the problems we wish to solve, and examine solutions. Thus, I leave it to the reader to reach his /her own conclusion about Spokane Valley's future. 1s Great Falls Article, page 2 19 Laramie Report, page 2 8 ASSUMPTIONS: Sprague: Construct Medians (remove center Left turn lane). Mid -block U -turns allowed. Intersection improvements required. CONSIDERATIONS: * Reduce Accidents * Avoid Right -of -way Takes * Better Accommodate Light Rail * Preserves Future Couplet Right -of -way * Focuses Development on Existing Couplet * Potential Bypass Around Future Development * Improved Emergency Access Valley Couplet - Option Transition Existing Couplet Back to -way Sprague East of University . Ti T.flP. s I1 A Ai! IIFA[iallEI! 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W■ riil!!1!7 11ai -tom - film ! 1�1 iii�i�.arlai =!a- ijj r CONSIDERATIONS: * No Free Left Turns to Existing Businesses * Minimal Side or Rear Street Access to Properties * Intersection Level of Service "F" * Expensive for Intersection Improvements - Right -of -way Purchases * Traffic Accidents * Not Pedestrian Friendly * Need TIB Approval * No Room for Landscaping Ili n r •b tuuu,e. ■a■ ■a1�a a�' GRAPHIC SCALE woo .eitooci coo LEGEND: City of Spokane Valley — 1 -way Eastbound 1 -way Westbound 2 -way Traffic Intersection Improvements �Ilrls in ,0 Val iey 1 inch — zoom_ PUBLIC WORKS DEPARTMENT Valley Couplet - Option 2 Extend Existing Couplet to Sullivan (Phase II & IlII ; i M Ill asi.uu IMO I1 IMIN 114 'MIMI Mt u _.F fil 'i f r r 3 k j i1 mu iII �11T 1191111 9 ME fo Broadvw LOH rteft f1�h , �lil� l l ui, I , i I .uI llllluII I 'I h URN IU 1111 II _1 [lie! W�& Na ' :ill m ! =1m v I1 ! R MB .: T .I rF BUM Ulm 1 = +oall "ll� ZRt � i am mum • - ;, = ®a !huh irllit 6Villtrf MA u' lil1I iI {Ii um ireminnung :1 iic�yy I fflhI+1ii11iri1 u, PRO OH Ilamulainh "II 811111irral 4111111 1ue�1 i! .9i 1 r` 1 11141 :,111 !"IIli11l u+Mh'i 1 U IItI11puii eui ' ti _ rp allrl pril 911J Inn!! 11111een __. 1■ !!tr ge { w;lii1111! iflhieil %I Jew lI! 119u191i19p iii 11P 111 :tiq u 1 !!!I III ! h om p •' j II �! clng Ilii"iiIiI•MttIIIlrrsr4I 1 it IELAe!r ihrn!III111411441.1111111111e tAl r'I1�11119ii:iiii 11; ii1 i girmiEvniftsi ;Ii�rillu I Illril I1ri11riii.11 I>t uy� , Irn!ir�N,Irr®!!!!!;itulilles.! • :1r lrllir. — Oil l iB4fi111 • 11/111111 b !_ I Iiiipim: ; WAIL Iwipiiil Ulln 9iwNrr u9iuIq! Vi 'aura ■ I tiri 111■II l 11114111 111111 tl1 R191919t111 l i�ipj lumina + .rmotlluilt noiiiiiuii _, : tin= .�l,-f1111. 1't- S ".. i1r11111q,�. mina -_.... _ -. 11Mwi111117## 'Mil LILL: ASSUMPTIONS: : Sprague: 1 -way with Landscaping. Appleway: 1 -way. Crossover streets between Sprague and Appleway included, but not included in TIB funding. TIB grant funding already approved. CONSIDERATIONS: * Higher Capacity * Safer for Vehicles * Improves Pedestrian /Bike Safety vs. 2-way * Business Impacts * Improves Intersection Air Quality * TIB Grant Funds Available * Allows Room for Landscaping CONSIDERATIONS: * Difficult for Light Rail East of University * More Cross - street Access Points - Potential Collisions * Business Impacts LEGEND: [_J City of Spokane Valley 1-way Eastbound 1-way Westbound Pxfc SC ALE woo moo 1 Inch - 2O00tL 4ilO PUBLIC WORKS DEPARTMENT ASSUMPTIONS: Sprague: 2 -way east of University. Appfeway: 2 -way east of University. Extended to Sullivan. Light Rail median operation. Existing couplet remains. 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CONSIDERATIONS: • Reduces Traffic Safety * Expensive * Proper i Access Inhibits Light Rail * Land -use Pressure to Zone Commercial * Increased Delays at Major Intersections 1 Nr iali ' 1' IlI • Muni r LEGEND: GIi,PI-IIC SCALaL' SO' e E 1. •NEss ... MEW 7. 1 I I I Fri City of Spokane Valley 1 -way Eastbound 1 -way Westbound 2 -way Traffic 1000 IMEIE 4t100 i Loch = 2000ft< PUBLIC WORKS DEPARTMENT r UV* intD Efi i t _ I1Mi SEW Itnnium 1IJ !NMI Win •1 i to 1 �... pilaf I UN E .z- f 9 1 r1uMi U p [1 In i i1ll l' 11LSLSiiuuiiiiiiiii ■ 1.. t i I � _ w hlUi rIlitItMlit 1I Fi =' J ! ,l igillireti rmalig iir.'illilfiii . 1 ! l uiiN i l# Pi it IRE i .s * ia�ic rff ICI f R gi • l i _ Up N1 it it =i EOM I r I 11111111 # 1MII -1111 - � l � _ !11I1IIII I+. -x111 I :li. illl$j owl umI iii�..I : Masa MN = `=E ::::� ! Min min um= !! 111.1!! 1liflll _ � �I nu f�Iw1111� Aga � N I Mil DMZ _ ra ra Eanw ._..1I_ Il l r i sn i i yl Yn l l- i1 71II w 11sa11q. I4II " II1 -. 1IA .MISilf } Mi• firms mow tun hum 'Rabin" IliliiiiY. INFO 1 111TH 11,1 . 1 .!I11n1A1t uIII U!!l II muse 'snub Il ^Hun f ff Is IIINP111I1 11 1!r I � f1!9 Ili( ASSUMPTIONS: Sprague: 2 -ways. Appleway: 2 -way. Limited access, medium speed. Extended to Sullivan. CONSIDERATIONS: * Better Access to Properties * improves Small Business Access * Provides Greater Capacity vs. all Traffic on Sprague Valley Couplet - Option Return Sprague and Appleway to 2-way 1_ . CONSIDERATIONS: * Cost to Convert Couplet to 2-way * Reduces Traffic Safety * Expensive * Proper Access Inhibits Light Rail * Land -use Pressure to Zone Commercial * Delays at Major Intersections LEGEND: City of Spokane valley 1.1(i 2-way Traffic Limited Access Medium Speed GRAPHIC SC A I O to 2006 Dell = tiO00f1 . 411G4 PUBLIC WORK ► DEPARTMENT na aaa :11111 1=Ilrt=!t!1 . I .: • : t��n 1 q _ • � q = ■r" IIUN fit ,lih'-,.��� , f i �; s i"- -. -C 11: Is...�:..lifiiu �, 3 n nl - II nt it 1 1. MINI t - "... 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HI =1 11 "; ! 5 .illA VIII p�1 Ilia iti :11 11 11 111 1 111(1 . 1 I!� �41� +jl�1Lr rr,tlbl =alsU C I mow :IC II 1 il M II 1 I .1TH AMMO MO MI' rn ',111 Itlie � Mssa t s rail -� • • 1 ■ t r �1fnnia nil r,1� ! � • ,ur ez _Ira _ ��.,.., oft = ASSUMPTIONS: Sprague: Appleway: Valley Couplet - Option 5 Extend Appleway 1 -way East of University 1 -way west of University, 2 -way east of Univers Intersection improvements required. Re- stripe for 4 westbound, 2 eastbound, center 1 -way. Extended to Sullivan. CONSIDERATIONS: * Reduces Accidents * Improves Eastbound Traffic * Better Accommodate Light Rail * Improves Emergency Access * Provides Bypass Around Future Development * Provides Eastbound Bypass Around I -90 Problem Areas * Reduced Intersection Improvement Costs ity. lanes. CONSIDERATIONS: * Distance from Light Rail to Commercial Corridor * No Improvement to Westbound Traffic * No Room for Landscaping * Need T1B Approval * Increases Collision Potential LEGEND: [ City of Spokane Valley 2 -way Traffic �—� 1 -way Eastbound •_( 1 -way Westbound GRAPHIC SCALE 0 3000 2000 1000 1jl e jValley I Inch = 200011 PUBLIC WORKS DEPARTMENT I1l:l. �I . 'C, CIS ME : /Aft 4..i I/. II r ' MIlil " 11 "ii 111111 riiiigniii 1IIIIIU Nill r OPEIIU f I l ril% 411 * 1' : t£ c , : r1 I �III� �1i1�11 7 -iti fitilf11 ill ii Il G 44! 4 !3 , .........1 ,;��t.n4111N «. Iiira l' i =,� ea ' 1 3ae • 11 rrill I11111AZ tra il! atnlil`1m ti ,11f tO i ,11 s ri 11 II ,1 pot Nil l $ ►i a liy a�ttatalu talittlgl 1 ♦n a i ii{. ata at /flit itli111 4' ih'i ee 111:114! f - tt1I1RU1j U Irr r.I INN: in nil l f si u11l.rttri min u /Ntl.Ittti t! IIt � :hi • inn i •111h1 ...i.1 HI. ; inn sill :1111 : .. 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S411t151 ' -- .rr. • - t e 1 �� :lit 011 VIM; -- 111141 •641.= 11 iii IIII IIIItIltilu ■ r nt ; '+ :mount ; fili r r1U r rg • ' tote /limp hi Wall I kii:j 1 ['1 Nh L Comp Plan Categories ▪ Community Center Community Commercial IN Heavy Industrial II High Density Residential Light Industrial Low Density Residential Medium Density Residential Mineral Land Mixed Use Neighborhood Commercial • Regional Commercial II Urban Activity Center Valley Couplet Comprehensive Plan Categories 11 a FA - i !I... I l Bi �7 aml 1IU111 : *.111/] .R41ft Ui ■114141 in ra S .2 17.- ra11,1 = 11111 is!_i I = �: 'sd111l mime z. 111 LE Mt; e ms .' < � ` .ltS nom, c; wi In pm E III 4141111 till' a • . mils aZZ. t \ • 11.I asaafiI "I" ,. P. �1. � toe um GRAPHIC SCALE q moo goon ,000 1 Inch - 2000ft. in 11 / Val ley PUBLIC WORKS DEPARTMENT Nina Regor, Deputy City Manager Marina Sukup, Community Development Director Greg McCormick, Long Range Planning Manager Scott Kuhta, Long Range Planner kane Valley City Council 1 Commission Meeting January 15, 2004 [Ground Rules for the Evening • Express viewpoint in terms that aren't open to multiple interpretations • Encourage everyone to speak • Don't critique others' choices /opinions January 15, 2004 2 [Recap of 11/6/03 joint meeting • SWOT Team Exercise: Identify top 3 strengths, weaknesses, opportunities and threats • "Dot" Game: Voting on top 3 for each SWOT component January 15, 2004 3 [Why Do A SWOT Analysis? • First step in articulating a vision and setting priorities for the City's Comprehensive Plan • Provides a framework for discussion in the community • Sets the stage for future work on the City's overall community vision January 15, 2004 4 r Summary of SWOT Analysis L Strengths • Good infrastructure (roads /freeways; utilities): 10 votes • Well located geographically with transport links — short travel times regionally: 7 votes • Great people — citizens involved, willing to take risks: 5 votes Other: • Economic opportunity /diversity; developable land: 8 votes January 15, 2004 5 r Summary of SWOT Analysis 1 L Weaknesses • Lack Economic Development Plan: 9 votes • Lack of identity: 9 votes • Economy — lack of living wage jobs — no export industries: 7 votes Other: • Drive -only community; inaccessible (poor) public transportation: 5 votes January 15, 2004 6 r Summary of SWOT Analysis 1 Opportunities • Identity creation: 9 votes • Vacant land available for commercial, retail and industrial development — current and annexation: 8 votes Other: • Capitalize on community involvement; leading the community; harness community volunteers: 5 votes January 15, 2004 7 Summary of SWOT Analysis Threats • State government — anti - business philosophy; rules uncompetitive with neighboring states; legislature: 14 votes • Pollution of Aquifer: 8 votes • Total maximum daily load = no new development: 6 votes Other: • Crime — meth; gangs and drug abuse: 5 votes • Inability to dream; brain drain; absence of competitive ideas: 5 votes January 15, 2004 8 [SWOT Analysis Themes • Attractive to business /business friendly /economic development - Well located geographically - Good infrastructure - Good developable land for commercial, retail, industrial - Economic opportunity /diversity • Our citizens and community • - Involved, willing to take risks; volunteerism - Community leaders - Well developed community identity • Innovation - Ability to dream - Competitive ideas • Others? January 15, 2004 9 From SWOT to Vision • Good infrastructure • Well located • Great people /community involvement • Economic opportunity • Economic Development Plan • Community identity • Economy • Public transportation • Available land • State legislature • Pollution of Aquifer • Total maximum daily Toad • Crime • Inability to dream • Others? January 15, 2004 10 [Next Steps - Vision • Identify approach to draft statement - Full group - Subcommittee /Task Force • Establish time frame - - - -