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2019, 01-29 Study Session
AGENDA SPOKANE VALLEY CITY COUNCIL STUDY SESSION FORMAT Tuesday, January 29, 2019 6:00 p.m. CITY HALL COUNCIL CHAMBERS 10210 E Sprague Avenue (Please Silence Your Cell Phones During the Meeting) CALL TO ORDER ROLL CALL: APPROVAL OF AGENDA ACTION ITEMS: 1. PUBLIC HEARING: 2019 Amended Transportation Improvement Program (TIP) — Colin Quinn -Hurst 2. Resolution 19-002, Amending 2019 TIP — Colin Quinn -Hurst [no public comment] 3. Motion Consideration: Sullivan/Wellesley Intersection, Spokane County Interlocal — Gloria Mantz [public comment] NON -ACTION ITEMS: DISCUSSION LEADER SUBJECT/ACTIVITY GOAL 4. Mark Calhoun; and Avista Presentation, Smart Meter Discussion/Information Avista Representatives Technology Melanie Rose, Vern Malensky 5. Chaz Bates NE Industrial Area, Discussion/Information Planned Action Ordinance 6. John Hohman, Adam Jackson, Barker Road Reconstruction Discussion/Information Chelsie Taylor and Garland Ave. Extension 7. Adam Jackson Potential INFRA Grant Opportunity Discussion/Information 8. Chief Werner Police Department Quarterly Report Discussion/Information 9. Mayor Higgins Advance Agenda Discussion/Information 10. Information Only (will not be reported or discussed): Hearing Examiner Annual Report 11. Mayor Higgins 12. Mark Calhoun ADJOURN Study Session Agenda, January 29, 2019 Council Comments Discussion/Information City Manager Comments Discussion/Information CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Check all that apply: ['consent ❑ old business ['information ❑admin. report Department Director Approval: ❑ ['new business ® public hearing ['pending legislation ['executive session AGENDA ITEM TITLE: PUBLIC HEARING: 2019 Transportation Improvement Program (TIP) Amendment #1 GOVERNING LEGISLATION: RCW 35.77.010 PREVIOUS COUNCIL ACTION TAKEN: On June 5, 2018, Council adopted the 2019-2024 Six Year TIP by Resolution #18-003. On March 27, 2018, Council passed a motion authorizing staff to apply for the Washington State Department of Transportation's City Safety Program (CSP) and SRTC's 2018 call for projects, including the Surface Transportation Block Grant (STBG), STBG — Set Aside (STBG-SA), and Congestion Mitigation and Air Quality Program CMAQ. On July 24, 2018, Council passed a motion authorizing staff to apply for the Transportation Improvement Board's call for projects for sidewalk improvements on Adams Road from 16th Avenue to 22nd Avenue and for pavement preservation on University Road from 16th Avenue to Dishman-Mica Road. On January 15, 2019, an administrative report to Council provided an overview of the proposed amendments. BACKGROUND: The projects and costs listed in the adopted TIP are based upon available information at the time of adoption. This amendment includes updates for anticipated 2019 expenses for several previously adopted projects, including allocation of street preservation funds to specific projects. In addition, the City received grant award letters from the Transportation Improvement Board (TIB) and the Washington State Department of Transportation's (WSDOT) City Safety Program, necessitating the addition of new projects into the 2019 TIP. Based on this information, it is recommended that the 2019 TIP be amended to include these projects. Attached is a summary of the proposed changes. OPTIONS: Conduct Public Hearing RECOMMENDED ACTION OR MOTION: Conduct Public Hearing BUDGET/FINANCIAL IMPACTS: Some of the project costs shown in the proposed amendment to the 2019 TIP are based on grant award letters received from TIB and WSDOT. There are sufficient funds available to meet the local match requirements for these projects. STAFF CONTACT: Colin Quinn -Hurst, AICP, Senior Transportation Planner Mike Basinger, AICP, Economic Development Manger ATTACHMENTS: Presentation (See Agenda Item #2 for amended TIP) 2019 Transportation Improvement Program (TIP) - Amendments January 29, 2019 s►e Transportation Improvement Program Purpose: Required by RCW 35.77.010 Must be referenced in Comp Plan Required for REET expenditures Required for grant eligibility Periodic Update Update schedules and amounts Carry over 2018 projects Add recently -funded projects Spokane .Valley 2019 - 2024 Six Year Transportation Improvement Program (TIP) 2 Unchanged Projects Pines (SR27)/BNSF Grade Separation (PE only) 1/24/2019 Closeout Projects Broadway Ave Intersections - Argonne to MuIlan Mission Ave Reconstruction - Flora to Barker Euclid Ave Preservation - Sullivan to Flora Appleway Trail - Sullivan to Corbin 1/24/2019 4 Updated and Carryover Projects Barker Rd / BNSF Grade Separation (PE/RW only) 2019 Street Preservation Projects - See Next Slide Argonne Rd Preservation - Broadway to Mission - 2018 Carryover Sullivan /Wellesley Intersection Project (PE/RW only) Evergreen Rd Resurfacing - Mission to Indiana Wilbur Rd Sidewalk - Broadway to Boone Mission Ave Sidewalk and Street Preservation - University to Union Wellesley Ave Sidewalk - McDonald to Evergreen Knox Ave Sidewalk - Hutchinson to Sargent Barker Rd Reconstruction - Euclid to Garland Appleway Trail - Evergreen to Sullivan (PE only) ■ North Sullivan ITS - 1-90 to Trent - 2018 Carryover 1/24/2019 5. 2019 Street Preservation Projects 2019 Local Access Streets - Midilome (Street Wear Fee Projects) m c cn Dishman Hills Conservation Area E 4th Ave ! E 44th Ave S Bowdish Rd E Ott Ave 16th Ave c 0) unrversi y N/gn Midilom E 24th Ave E 32nd Ave 3 2 fL CO 2019 Local Access Preservation Midilome Neighborhood Preservation Q Spokane Valley Parks. Recreation. & Open Space 0 0.25 0.5 Miles 0 1/24/2019 6 5. 2019 Street Preservation Projects (cont.d) Indiana Ave Preservation -Evergreen to Sullivan (PE only) Valleyway Ave Preservation- Marguerite to Mullan 8th Ave Preservation - Sullivan to Progress (PE only) Farr Rd Preservation - Appleway to 8th Broadway Ave Preservation -Havana to Fancher Mullan Rd Preservation -Broadway to Mission (PE only) Woodruff Rd Preservation - 9th to 10tH Argonne Rd Preservation - Valleyway to Broadway University Rd Preservation - 16th to Dishman Mica - New TIB Award 1/24/2019 Added Projects Barker Rd Reconstruction -Garland to GSP Barker Rd Reconstruction -Spokane River to Euclid (PE only) Sprague & Barker Intersection Improvement (PE only) Adams Rd Sidewalk - 16th to 22nd (PE only) - New TIB Award Barker Rd Westbound Interchange - Boone to I-90 (PE only) Citywide Reflective Signal Backplates Ph. 3 - New CSP Award Citywide Reflective Post Panels - New CSP Award Garland Ave Construction - Flora to Barker 1/24/2019 Questions 1/24/2019 9 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Check all that apply: ['consent ❑ old business ['information ❑admin. report AGENDA ITEM TITLE: Resolution 19-002, Improvement Program (TIP) GOVERNING LEGISLATION: RCW 35.77.010 Department Director Approval: ❑ ® new business ['public hearing ['pending legislation ['executive session Adopting Amended 2019 Transportation PREVIOUS COUNCIL ACTION TAKEN: On June 5, 2018, Council adopted the 2019-2024 Six Year TIP by Resolution #18-003. On March 27, 2018, Council passed a motion authorizing staff to apply for the Washington State Department of Transportation's City Safety Program (CSP) and SRTC's 2018 call for projects, including the Surface Transportation Block Grant (STBG), STBG — Set Aside (STBG-SA), and Congestion Mitigation and Air Quality Program CMAQ. On July 24, 2018, Council passed a motion authorizing staff to apply for the Transportation Improvement Board's call for projects for sidewalk improvements on Adams Road from 16th Avenue to 22nd Avenue and for pavement preservation on University Road from 16th Avenue to Dishman-Mica Road. On January 15, 2019, an administrative report to Council provided an overview of the proposed amendments. BACKGROUND: The projects and costs listed in the adopted TIP are based upon available information at the time of adoption. This amendment includes updates for anticipated 2019 expenses for several previously adopted projects, including allocation of street preservation funds to specific projects. In addition, the City received grant award letters from the Transportation Improvement Board (TIB) and the Washington State Department of Transportation's (WSDOT) City Safety Program, necessitating the addition of new projects into the 2019 TIP. Based on this information, it is recommended that the 2019 TIP be amended to include these projects. Attached is a summary of the proposed changes. OPTIONS: Adopt Resolution 19-002 with or without further changes RECOMMENDED ACTION OR MOTION: Move to adopt Resolution 19-002 amending the 2019 TIP. BUDGET/FINANCIAL IMPACTS: Some of the project costs shown in the proposed amendment to the 2019 TIP are based on grant award letters received from TIB and WSDOT. There are sufficient funds available to meet the local match requirements for these projects. STAFF CONTACT: Colin Quinn -Hurst, AICP, Senior Transportation Planner Mike Basinger, AICP, Economic Development Manger ATTACHMENTS: Resolution 19-002; 2019 TIP Amendment #1 DRAFT CITY OF SPOKANE VALLEY SPOKANE COUNTY, WASHINGTON RESOLUTION NO. 19-002 A RESOLUTION OF THE CITY OF SPOKANE VALLEY, SPOKANE COUNTY, WASHINGTON, AMENDING THE 2019 TRANSPORTATION IMPROVEMENT PROGRAM FOR THE CITY OF SPOKANE VALLEY, AND OTHER MATTERS RELATING THERETO. WHEREAS, the Spokane Valley City Council Adopted the 2019-2024 Six Year Transportation Improvement Program (TIP) on June 5, 2018, Resolution #18-003, with such program acting as a guide for the coordinated development of the City's transportation system; and WHEREAS, changes in certain funding sources and project schedules have occurred; and WHEREAS, the attached Amended 2019 TIP incorporates said changes for year 2019; and WHEREAS, the amendments to the 2019 TIP are consistent with Spokane Valley' s adopted Comprehensive Plan. NOW THEREFORE, be it resolved by the City Council of the City of Spokane Valley, Spokane County, Washington, as follows: Section 1. The City Council hereby adopts the attached Amended 2019 TIP for the City of Spokane Valley for the purpose of guiding the design, development and construction of local and regional transportation improvements for the year 2019. Projects and timeframes identified in the TIP are to be considered estimates only that may change due to a variety of circumstances, and are not intended by the City to be relied upon by property owners or developers in making development decisions. Section 2. Effective Date. This Resolution shall be in full force and effect upon adoption. Adopted this 29th day of January, 2019. City of Spokane Valley L.R. Higgins, Mayor ATTEST: Christine Bainbridge, City Clerk Approved as to Form: Office of the City Attorney Resolution 19-002 Amending 2019 TIP City of Spokane Valley Department of Community & Public Works Adopted 2019 Transportation Improvement Program (Adopted by Resolution 18-003 on 6/5/18) Proj. # Project From To Primary Source City Amount Total 2019 Project Costs 1 0142 Broadway Ave. 2 0143 Barker Road / BNSF Grade Separation 3 0223 Pines (SR27)/BNSF Grade Separation 4 2019 Street Preservation Projects 5 0249 Sullivan -Wellesley Intersection Imp Project 6 0269 Evergreen Resurfacing 7 0278 Wilbur Rd Sidewalk 8 0267 Mission Ave Sidewalk 9 0265 Wellesley Sidewalk Project (PE) 10 0279 Knox Sidewalk 11 0276 Barker Rd 12 0268 Appleway Trail Argonne Barker @ Pines (SR27) Various Sullivan @ Mission Broadway Bowdish McDonald Hutchinson Euclid Evergreen Mullan Rd BNSF RR BNSF RR Various Wellesley Indiana Boone Union Evergreen Sargent Garland Sullivan TIB Fed/Other Other FED City County STP(U) CDBG TIB SRTS CDBG City CMAQ City of Spokane Valley Department of Community & Public Works DRAFT Amended 2019 Transportation Improvement Program Resolution 19-002, (1-29-19) $ 12,000 $ 98,000 $ 949,000 $ 3,600,000 $ 22,000 $ 84,000 $ 51,000 $ 87,000 $ 87,000 $ 38,000 $ 135,000 $ 12,000 $ 12,000 $ 1,517,000 $ 949,000 $ 3,600,000 $ 163,000 $ 624,000 $ 338,000 $ 438,000 $ 438,000 $ 312,000 $ 147,000 $ 87,000 $ 5,175,000 $ 8,625,000 Proj. # Unchanged Projects 1 0223 Pines (SR27)/BNSF Grade Separation (PE only) From Pines (SR27) To BNSF RR Primary Source City City Total 2019 Amount Project Costs $ 949,000 $ 949,000 Proj. # Closeout Projects 2 0142 Broadway Ave Intersections - Closeout 3 0123 Mission Ave Reconstruction - Closeout 4 0272 Euclid Ave Preservation - Closeout 5 0237 Appleway Trail - Closeout From Argonne Flora Sullivan Sullivan Primary To Source Mullan Rd TIB $ Barker City $ Flora City $ Corbin RCO/COM $ City Amount 5,000 50,000 25,000 10,000 Total 2019 Project Costs $ 25,000 $ 50,000 $ 25,000 $ 10,000 Proj. # 6 7 Updated Projects and 2018 Carryover Projects 0143 Barker Rd / BNSF Grade Separation (PE/RW only) 2019 Street Preservation Projects 0290 2019 Local Access Streets (Midilome) 0285 Indiana Ave Preservation (PE only) Valleyway Ave Preservation 8th Ave Preservation (PE only) Farr Rd Preservation Broadway Ave Preservation Mullan Rd Preservation (PE only) Woodruff Rd 0284 Argonne Rd Preservation University Rd Preservation 8 0252 Argonne Rd Preservation - 2018 Carryover 9 0249 Sullivan -Wellesley Intersection Project (PE/RW only) 10 0269 Evergreen Rd Resurfacing 11 0278 Wilbur Rd Sidewalk 12 0267 Mission Ave Sidewalk and Street Preservation* 13 0265 Wellesley Ave Sidewalk 14 0279 Knox Ave Sidewalk 15 0276 Barker Rd Reconstruction 16 0268 Appleway Trail (PE only) 17 259 North Sullivan ITS - 2018 Carryover From Barker @ Citywide 34th/Loretta/37th Evergreen Marguerite Sullivan Appleway Havana Broadway 9th Valleyway 16th Broadway Sullivan @ Mission Broadway University McDonald Hutchinson Euclid Evergreen 1-90 To BNSF RR Citywide Bates/Fox Sullivan Mullan Progress 8th Fancher Mission 10th Broadway Dishman Mica Mission Wellesley Indiana Boone Union Evergreen Sargent Garland Sullivan Trent Primary Source Fed/Other City City City City City City City City City City TIB/City STP CMAQ STP(U) CDBG TIB/City SRTS CDBG City CMAQ CMAQ City Total 2019 Amount Project Costs $ 670,500 $ 2,020,500 $ 1,300,000 $ 1,300,000 $ 50,000 $ 50,000 $ 112,861 $ 112,861 $ 17,882 $ 17,882 $ 185,000 $ 185,000 $ 1,837,033 $ 1,837,033 $ 45,373 $ 45,373 $ 70,000 $ 70,000 $ 312,500 $ 312,500 $ 1,250,000 $ 3,125,000 $ 269,306 $ 756,151 $ 40,500 $ 300,000 $ 232,350 $ 760,000 $ 55,865 $ 383,500 $ 1,736,519 $ 2,149,969 $ 340,000 $ 720,000 $ 51,409 $ 325,795 $ 1,900,000 $ 2,350,000 $ 17,550 $ 130,000 $ 95,678 $ 708,723 Proj. # Added Projects 18 0277 Barker Rd Reconstruction 19 0275 Barker Rd Reconstruction (PE only) 20 0205 Sprague/Barker Intersection Improvement (PE only) 21 Adams Rd Sidewalk (PE only) 22 0273 Barker Rd Westbound Interchange (PE only) 23 Citywide Reflective Signal Backplates Phase 3 24 Citywide Reflective Post Panels 25 Garland Ave Construction From To Garland GSP Spokane River Euclid Sprague Sprague 16th 22nd Boone 1-90 Citywide Citywide Citywide Citywide Flora Barker Primary Source City City DEV TIB WSDOT WSDOT CSP WSDOT CSP DEV City Total 2019 Amount Project Costs $ 800,000 $ 1,050,000 $ 132,000 $ 132,000 $ 128,000 $ 128,000 $ 101,410 $ 507,051 $ $ 900,000 $ 1,500 $ 178,500 $ 700 $ 78,000 $ 1,500,000 $ 3,000,000 $14,292,936 $24,692,838 Projects and timeframes identified in the TIP are to be considered estimates only that may change due to a variety of circumstances, and are not intended by the City to be relied upon by property owners or developers in mating development decisions. *Street preservation and stormwater improvements included with sidewalk project CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: Check all that apply: ['consent ❑ old business ® new business ['public hearing ['information ❑admin. report ['pending legislation ['executive session AGENDA ITEM TITLE: Motion Consideration: Sullivan -Wellesley Intersection Improvement Project — Spokane County Interlocal Agreement for right-of-way funds GOVERNING LEGISLATION: RCW 35.77.010, Perpetual Advanced Six -Year plans for coordinated transportation program expenditures. PREVIOUS COUNCIL ACTION TAKEN: • 3/10/2015: Admin report on CMAQ call for projects • 4/14/2015: Motion passed to authorize City Manager to apply for CMAQ/TA Grants • 4/28/2015: Info Report on Six -Year Transportation Improvement Program (TIP) • 6/23/2015: Council passed Resolution 15-005, Adoption of 2016-2021 Six Year TIP • 5/23/2017: Council passed Resolution 17-011, adopting the 2018-2023 Six Year TIP, which included this project. • 6/5/2018: Admin report discussing the project. • 7/3/2018: Motion passed authorizing staff to move forward with the design of a traffic signal. BACKGROUND: In 2015, HDR completed the Sullivan Road Corridor Study which identified the intersection of Sullivan and Wellesley as functioning poorly. The intersection is currently operating with a Level of Service of F, causing delays to motorists. In 2015, the City submitted a grant application and was awarded a Congestion Mitigation & Air Quality (CMAQ) grant to upgrade the intersection based on current traffic volumes and demands. Spokane County has been working on the Bigelow Gulch Corridor (Bigelow) Project for several years. Phase 6 of the Bigelow Project will connect Bigelow Gulch to the Sullivan and Wellesley intersection, significantly increasing the traffic volumes at the intersection, requiring additional capacity. The Bigelow Project is currently scheduled to begin in 2020 but it is not fully funded. When this connection takes place, the intersection will need to be upgraded to a double lane roundabout or signalized intersection with larger capacity (full buildout). In preparation for their project, Spokane County vouched at grant application to contribute $99,625 to the Sullivan - Wellesley Intersection Project with the intent to purchase enough right-of-way (ROW) to accommodate the intersection improvements that will be triggered with the Bigelow Project. The CMAQ grant funds the cost to design and construct interim improvements and to acquire ROW for the full buildout of the intersection. Construction for the project is currently programed for 2021 in the State Transportation Improvement Program (STIP). The City is currently working with Spokane Regional Transportation Council to advance the project timeline. The City has been closely coordinating with Spokane County to determine if the full buildout intersection improvements can be constructed by the project at the same time as the Bigelow Project to minimize disruption to the public. The County has expressed interest in contributing financially towards the full buildout of the intersection. However, they have not yet received formal approval from the County Commissioners. There is potential for the County to become the lead agency to construct the intersection improvements in conjunction with their Bigelow Gulch Corridor Project. Staff plans on having further discussions with Spokane County to explore this option. The attached agreement allows Spokane County to contribute $99,625 to obtain ROW for the intersection improvements. Additionally the agreement defines what ROW each agency will obtain at the intersection. Spokane County will obtain ROW from the East Valley School District properties on the north side of Wellesley Avenue. The City of Spokane Valley will obtain ROW from the properties on the south side of Wellesley Avenue. OPTIONS: 1) Authorize staff to execute the Interlocal Agreement with Spokane County for ROW contributions and responsibilities, 2) Take other appropriate action. RECOMMENDED ACTION OR MOTION: Move to authorize the City Manager to finalize and execute the Interlocal Agreement with Spokane County regarding the Sullivan Road/Wellesley Avenue Intersection Improvement Project BUDGET/FINANCIAL IMPACTS: The agreement adds $99,625 to the project to obtain ROW. STAFF CONTACT: Gloria Mantz, PE, Engineering Manager ATTACHMENTS: Interlocal Agreement INTERLOCAL AGREEMENT BETWEEN THE CITY OF SPOKANE VALLEY AND SPOKANE COUNTY REGARDING THE SULLIVAN ROAD/WELLESLEY AVENUE INTERSECTION IMPROVEMENT PROJECT, AND OTHER MATTERS RELATING THERETO THIS AGREEMENT, made and entered this 13th day of December., 2018, by and between Spokane County, a political subdivision of the State of Washington ("County"), and the City of Spokane Valley, a municipal corporation of the State of Washington ("the City"), jointly hereinafter referred to as the "Parties." WITNESSETH: WHEREAS, the City has been planning for the Sullivan Road/Wellesley Avenue Intersection Improvement Project (the Project) for a number of years. The Project became necessary as a result of traffic volumes, wait times and level of service at the intersection. This improvement was intended to be an interim project prior to the County's Bigelow Gulch — Phase 6 project, which will improve and widen Forker Road south of Bigelow Gulch Road and redirect traffic to the intersection of Sullivan Road and Wellesley Avenue. The County's Bigelow Gulch — Phase 6 project was intended to include construction of a traffic signal at Sullivan Road/Wellesley Avenue; and WHEREAS, the City was previously granted Congestion Management/Air Quality (CMAQ) funds by the Spokane Regional Transportation Council (SRTC) to improve the Sullivan Road/Wellesley Avenue intersection. The CMAQ grant is to be used to design, acquire right-of-way, and construct an interim intersection project until such time as the Bigelow Gulch — Phase 6 project connects to the Sullivan Road/Wellesley Avenue intersection. WHEREAS, pursuant to the provisions of chapter 39.34 RCW, two or more public entities may jointly contract between each other to perform functions which each may individually perform; and WHEREAS, pursuant to the provisions of RCW Section 36.32.120(6), the Board of County Commissioners of Spokane County has the care of County property and management of County funds and business; and WHEREAS, the Parties desire to clearly identify what role each jurisdiction is to have regarding financing, design, and right-of-way acquisition. NOW THEREFORE, for and in consideration of the mutual promises set forth hereinafter, the Parties hereto agree as follows: SECTION 1: PURPOSE The purpose of this Agreement is for the Parties to clearly identify what role each jurisdiction is to have regarding financing, design, and right-of-way acquisition of the Sullivan Road/Wellesley Avenue Intersection Improvement Project. fl Page 1 of 5 SECTION 2: TERM Subject to any other provisions contained herein, the period of performance of this Agreement shall commence on October 1, 2018, and be completed no later than December 31, 2023 unless terminated sooner as provided herein. SECTION 3: TERMINATION Except as otherwise provided in this Agreement, any Party may terminate this Agreement upon 30 days written notification. If this Agreement is so terminated, the terminating Party shall be liable only for performance in accordance with the terms of this Agreement for performance rendered prior to the effective date of termination. SECTION 4: CONTRACT MANAGEMENT The Parties hereby appoint the following individuals, or their designees, as their representatives for the purpose of ensuring that the provisions of the Agreement are satisfied: SPOKANE COUNTY: Spokane County Engineer 1026 West Broadway Avenue Spokane, WA 99260 CITY OF SPOKANE VALLEY: City Engineer 10210 East Sprague Avenue Spokane Valley, WA 99206 SECTION 5: OBLIGATIONS OF THE PARTIES SPOKANE VALLEY: The City shall be responsible for completing the road, drainage, and signal engineering at the Sullivan -Wellesley Intersection and obtaining the required right-of-way for the intersection improvements up to and including exercising the City's power of eminent domain, should it become necessary. The City will complete construction plans and specifications for the intersection improvements. See the attached exhibit for the engineering limits and right-of- way acquisition responsibilities. The City will be responsible for paying back funds if the required right-of-way is not acquired to complete the intersection improvements. SPOKANE COUNTY: The County shall provide the City with $99,625 in funding for the right-of-way acquisition phase of the Project. This shall be a fixed amount and the total deliverable amount of funds from the County to the City regardless of the City's actual expenditures in undertaking this Agreement. Spokane County will obtain the right-of-way required to build the intersection if Page 2 of 5 from East Valley School District. See the attached exhibit for the right-of-way acquisition limits. Funding will be available after January 14th and the execution of this Agreement. BOTH PARTIES Representatives from the County and City agree to meet regularly as needed to jointly decide matters pertaining to the administration of the Project until the Project closure. SECTION 6: INDEMNITY & HOLD HARMLESS Each of the Parties shall defend, indemnify and hold harmless the other participating agencies, its officers, officials, employees and volunteers from and against any and all claims, suits, actions, or liabilities for injury or death of any person, or for loss or damage to property, which arises out of this Agreement, including its officers, agents, or employees, except for injuries or damage resulting from the sole negligence of a jurisdiction. This provision shall survive the termination of this agreement. SECTION 7: INSURANCE Each party agrees to procure and maintain for the duration of this agreement, General Liability Insurance with minimum coverage limits in the amount of $5,000,000 per occurrence and statutory Workers Compensation coverage for their employees & volunteers. Proof of Insurance shall be submitted to each party upon request. SECTION 8: COUNTERPARTS This Agreement may be executed in one or more counterparts, each of which, when so executed and delivered, shall be an original, but such counterparts shall together constitute but one and the same Agreement. SECTION 9: ENTITIES/ PROPERTY A. No new entities are created by this Agreement. B. No real or personal property will be transferred as part of this Agreement. C. No joint board will be created to administer the provisions of this Agreement. SECTION 10: RELATIONSHIP OF THE PARTIES The Parties intend that an independent contractor relationship will be created by the Agreement. No agent, employee, servant or otherwise of a Party shall be deemed to be an employee, agent, servant, or otherwise of any other Party for any purpose, and the employees of a Party are not entitled to any of the benefits that any other Party provides for its employees. Each Party shall be solely and entirely responsible for its acts and for the acts of its agents, employees, servants, subcontractors, or otherwise during the performance of this Agreement. SECTION 11: RECORDS MAINTENANCE Page 3 of 5 The Parties shall each maintain books, records, documents and other evidence which sufficiently and properly reflect all direct and indirect costs expended by all Parties in the performance of the services described herein. These records shall be subject to inspection, review or audit by personnel of the Parties, other personnel duly authorized by any Party, the Office of the State Auditor, and federal officials so authorized by law. The Parties will retain all books, records, documents, and other material relevant to this agreement for five years after expiration and the Office of the State Auditor, federal auditors, and any persons duly authorized by the parties shall have full access and the right to examine any of these materials during this period. SECTION 12: AGREEMENT TO BE FILED The County may either file this Agreement with the Spokane County Auditor or post it on its internet website. The City shall file this Agreement with its City Clerk, and shall either file this Agreement with the Spokane County Auditor or post it on its internet website. SECTION 13: MISCELLANEOUS PROVISIONS A. Non -waiver. No waiver by any Party of any of the terms of this Agreement shall be construed as a waiver of the same or other rights of that Party in the future. B. Entire agreement. This Agreement contains the entire understanding of the Parties. No representations, promises, or agreements not expressed herein have been made to induce any Party to sign this Agreement. C. Modification. No modification or amendment to this Agreement shall be valid until put in writing and signed with the same formalities as this Agreement. D. Assignment. No Party may assign its interest in this Agreement without the express written consent of the other Parties. E. Severability. In the event any portion of this Agreement should become invalid or unenforceable, the rest of the Agreement shall remain in full force and effect. F. Compliance with laws. The Parties shall observe all federal, state and local laws, ordinances and regulations, to the extent that they may be applicable to the terms of this Agreement. G. Anti -discrimination. No individual shall be excluded from participation in, denied the benefit of, subjected to discrimination under, or denied employment in the administration of or in connection with this contract because of age, sex, race, color, religion, creed, marital status, familial status, sexual orientation, national origin, honorably discharged veteran or military status, the presence of any sensory, mental or physical disability, or use of a service animal by a person with disabilities. H. Venue stipulation. This Agreement shall be construed under the laws of Washington State. Any action at law, suit in equity or judicial proceeding regarding this Agreement or any provision hereto shall be instituted only in courts of competent jurisdiction within Spokane County, Washington. SECTION NO. 14: CLAUSES REQUIRED BY CHAPTER 39.34 RCW Page 4 of 5 A. Purpose: See Section No. 1, above. B. Duration: See Section No. 2, above. C. Organization of separate entity and its powers: See Section No. 9, above. D. Responsibilities of the Parties: See provisions above. E. Agreement to be filed: See Section No. 12, above. F. Financing: Each party shall be responsible for the financing of its contractual obligations under its normal budgetary process. G. Termination: See Section No. 3, above. H. Property upon termination: See Section No. 5, above. I. Contract administration: See Section No. 4, above. IN WITNESS WHEREOF, the Parties have caused this Agreement to be executed on the date set forth on page one. City of Spokane Valley: Spokane County: BOARD OF COUNTY COMMISSIONERS: Mark Calhoun, City Manager Josh Kerns, Chair ATTEST: ABSENT Mary K}/ eyy,, Vice -Chair Al French, Commissioner Christine Bainbridge, City Clerk ATTEST: Approved as to form: Office of the City Attorney VrAt 1A—frTh' VasquezClerk of the > innaand Approved as to form: Spokane County Prosecutor's Office Page 5 of 5 av Sikikane j ley ROW ACQUISITION BY SPOKANE COUNTY EAST VALLEY SCHOOL DISTRICT NO. 361 4920 N PROGRESS RD (46354.9026) MATCH INTO SPOKANE COUNTY SULLIVAN ROAD PROJECT ENGINEERING LIMITS ROW ACQUISITION BY SPOKANE COUNTY EAST VALLEY SCHOOL f DISTRICT NO. 361 1 (46354.9028) ROW ACQUISITION BY CITY OF SPOKANE VALLEY 4729N. SULLIVAN RD (45021.5906) ROW ACQUISITION BY CITY OF SPOKANE VALLEY 4719 N. SULLIVAN RD (45021.5907) ROW ACQUISITION BY CITY OF SPOKANE VALLEY 4709 N. SULLIVAN RD (45021.5909) ROW ACQUISITION BY CITY OF SPOKANE VALLEY 4619 N. SULLIVAN RD (45021.5910) SULLIVAN RD ACQUISITION SPOKANE COUNTY EAST VALLEY SCHOOL DISTRICT NO. 361 15711 E. WELLESLEY AVE (46363.9005) WELLESLEY AVE GRAPHIC SCALE (1N mi 11x17 SCALE = BO ft, ROW ACQUISITION BY CITY OF SPOKANE VALLEY 15520 E WELLESLEY AVE (45012 9054) 4622 N. SULLIVAN RD (45012 9129) WELCH-COMER`ff ENGINEERS I SURVEYORS �_Y CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ❑ new business ❑ public hearing ❑ information ® admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Avista Presentation: Smart Meter Technology GOVERNING LEGISLATION: PREVIOUS COUNCIL ACTION TAKEN: NA. BACKGROUND: Avista Regional Business Manager Melanie Rose, and Washington AMI (Advanced Meter Infrastructure) Manager Vern Malensky, will give a brief presentation concerning the upcoming Smart Meter Technology OPTIONS: NA. RECOMMENDED ACTION OR MOTION: NA. BUDGET/FINANCIAL IMPACTS: NA. STAFF CONTACT: Mark Calhoun ATTACHMENTS: Presentation; FAQs; Overview iilSTA Smarter Together Melanie Regional Business Manager al: ky, W..- ; ton /tanager 1 Transformational Change is on the Way... 1U Alf4sres 00000000 1111-11111A111111,1 I, The Utility of the Future Moving Toward Grid Modernization Top Priorities: Safety, Accuracy, Privacy & Security Radio Frequency Output Comparison r smart meter television up to 12x more RF microwave up to 2,300x more RF cell phone* up to 58,000x more RF The chart presents data from the Electric Power Research Institute's Radio Frequency Exposure Levels from Smart Meters: A Case Study of One Model (February 2011), which compares the density of radio-frequency waves emitted by common wireless devices with those from smart meters. Tuesday, January 22, 2019 How it Works to Create Customer Benefits Li Li 24/7 web access n . Tuesday,Anyary 22, 249 00 00 0 0 Key Customer Benefit You'll get information at your fingertips. You'll have more control over your energy dollar. We'II be even more responsiv Tuesday, January 22, 249 You'll receive more personalized service. We'II contribute to a more sustainable community. 7 Smart Meter Deployment - A Phased Approach Phase 1 in 2018 Airport / Geiger Clear Lake Tuesday, daryuary 22, 209 Downtown Spokane City of Spokane Phase 2 2019 - 2020 Colville. ry ne Mile Falls Deer ark 5 fhatteroy -/' 3 Spokane t.Ljberty Lake Spokane Valley 6‘,/ 7 . Steptoe Palouse. .1 Colfax Pullman Smart Meter Deployment -City of Spokane Valley AMIlDep oyment Area #2 (6/2019 - 11/2019) Spokane Valley (Zone 6) (6/2020- 10/2020) Tuesday, J nuary 22, 249 We'll be even more Pince smart meters ourntouriwte directly.. WOO, well be able ta detect- and restore- power out.. ono more puilk learn mare visit niyavista.caniontartnisters ..it"411157a Learn more at myavista.com/smartmeters Smart Meters How They Work MOO the!, hall 01 Oe 150 eleP,P Oaten In the LI 5. aW Prna IPPPeld Opp' W POTO,WVar OPO aPOOPtely PrleaSuPeaP.1 PPOS...reptiOn data tt. ' eS moaner DPIYILP Smao mete. enove mourner. rewNe mote. acurate hdro and enable us w propbe protowf meow wow data w con.. or Enid tleme to he. arsowd and now.. vvvertVW-o, 'Oran rre.ery measur. wog, evre n.elon avid Iron .11 Ox MFIPIS liorarea tranumt that data ovum', vo kralwaa secs...Pular tea nearby MT.. tooter polb Twerp .belp o on a imPly ...Owe. and resciva ppm, pole proWerns more quip., To learn more 'disk myargista.comtsmartmeters Tuesdayd*ary 22, 249 Smart Meters Overview & Benefits mit The- new smart owtors we part of an New oed vvstem dePigroP Pnalw u. solo to Mgethev. Powered by sever, two-way tom -Punka -1,o betweeo your .wo !rot, and Pwolo voill be able to better mon. awl manage your woow rag,- bv. able to Prprww 00Pa., rOPPOlitv, avid ,POP, of ow, dPliPev, tor PY 0,0111,1$ You'll get information et pear fingertipe Onliro access...rho. and watplo mpiPe rears irtight in. the arteiOY Yno es. Vorall receive more Our reppesentatoes love more Amman. available. provide salutions oropve toy, Avecific needs. Vwellinive moverni It% more personaWed irrlormaien, mewls youl haw abifity to better mana,your montfily We'll contribute to a mwe WI. Wm technology. vvell he able to rotagrate more renewahles onto the system - and beM reduce our regrew, carton lop... • `Paull get info graphs will give • You'll have mo personalized Int manage your In • We'll be even directly with A outages even m 1E111.111111 JAPISTIS 00000000 • You'll receive have more Infos —_ specific needs. Please be sure that your existing electric and/or natural gas meter is free from obstessrtinnc all noir. Ara carlire. And acci,======_ • We'll contribut technology, we' and help reduce See you soon. Is scheduled to he at the following addressiesi Irt a few weeks: Your about to gel a new smart meter, n's pan of an integrated cyst designed 0 make us smarter together Powered by secvre, communications between your new meter and Avista, you'll be able xi monitor and manage your energy usage - and we'll be able to improve the safety. reliability, and efficiency oi energy delivery for at of our customers If you have special needs or circumstances that require you to schedule your installation for a specific time, please call 1-866-671-1001 for an appointment 1rJ Smart Meters Frequently Asked Questions What is a smart meter? It's a meter that communicates using digital technology — similar to your smartphone. Smart meters allow for two-way communication between your meter and Avista. The meters record your energy use information, which is then safely and securely sent to our computer data center. We use the data from smart meters to generate bills, to run a more reliable and efficient power grid, and to deliver a higher level of service to our customers. Why smart meters? Smart meter technology allows you to better monitor and manage your energy usage. With the same type of access to your billing and usage information that you currently have with your bank or credit card company, you'll know how much energy you use — and what it costs — so you can make simple changes that can save you money on your energy bill. Instead of only receiving a monthly bill, you'll have access to daily — and even hourly — usage information. The Edison Foundation Institute for Electric Innovation states that approximately 76 million smart meters have currently been deployed in the United States, which means that about 60 percent of U.S. households now have them. By 2020, smart meter deployment is expected to reach 90 million in the U.S. In fact, analog meters are no longer being manufactured. Who's receiving a smart meter? Most Avista residential and commercial customers in Washington State. If we provide your electric service, you'll receive a new smart electric meter; if we provide your natural gas service, you'll receive a smart module on your existing gas meter. Who is installing my meter? The meters will be installed either by Avista personnel or by our installation vendor, Wellington Energy. Please be aware that all of our installers will be carrying proper identification. If the installer cannot show you an identification card, or if you have a concern about that person's identity, please call Wellington Energy at 1-866-671-1001. 4iuVISTA° V 1: 05/07/18 When am I getting my smart meter? The majority of installations will occur Monday — Friday during business hours, though there may be cases when evening or weekend installations are necessary. You'll receive at least two notices by mail — several months before and then a few weeks prior to your installation — letting you know when we'll be in your area. Visit myavista.com/smartmeters to view a map outlining our deployment plan and timeline. Do I have to be home when my smart meter gets installed? No. On the scheduled date of installation, just be sure that your existing electricity and/or natural gas meter is free from obstructions, all pets are secure, and access to your property is safe and dear. This will ensure the meter can be changed and/or the gas module upgraded. You will receive a door hanger notice to confirm a successful exchange. If the technician cannot access your meter, a door hanger will be left requesting that you call to schedule an appointment for installation. We'd appreciate it if you called as soon as possible to schedule your appointment so we can return while we're still in your area. Will my electrical service be interrupted? For homes, there may be a brief interruption of electric service for a few minutes as the meter is being installed. We apologize for any inconvenience this may cause. For businesses, your power might be interrupted during installation. When we arrive onsite, we'll assess your situation. If we can install your new meter without interrupting service, we'll take care of it then. If it requires a power outage, we'll work with you to schedule a time that's least disruptive to your business. Will I own the meter and/or module? Meters and modules are part of the grid infrastructure — much like power poles and transformers — and are therefore owned by Avista. What if I operate medical equipment? If you operate life-support medical equipment at your home or business, please call us at 1-800-227-9187 to let us know if you have special needs or circumstances that require you to have advanced notice of the meter exchange. V 1: 05/07/18 Whom do I call if I have questions about the meter installation? Please call Wellington Energy toll-free at 1-866-671-1001. How can I see my energy data from my new smart meter? You will be able to view your daily and hourly energy usage data once your smart meter has been validated. This process usually takes several weeks after your meter is installed. We'll send you a letter to let you know when your meter has been validated. After the smart meter has been installed, the functionality of the meter will be implemented over time — meaning we are gathering your energy usage information and will also evaluate and certify its accuracy prior to using that information for billing. As a result, you may still see Avista employees reading your meter after your smart meter has been installed. Once your smart meter has been validated, just log in to your MyAvista account to view your daily energy usage data from your new smart meter. If you don't have a MyAvista account, please register for one online at myavista.com/register-account. The registration process is simple and takes only a few minutes. Just be sure to have your account number available. Is my information protected? Yes. Your privacy is important to Avista. We maintain strict confidentiality and privacy policies and use state-of-the-art technology to safeguard your information. AH meters, communication, and information management systems are subject to the same security standards that have kept the energy grid safe for years. The energy usage information coming from our meters is encrypted, and the meters do not collect, store, or transmit personally identifiable information. Are radio frequency (RF) emissions coming from the smart meter? Yes, but those radio frequency emissions are well below the RF levels produced by other common household devices like mobile phones, baby monitors, microwaves, and TV systems — and are a small fraction of the limits set by the Federal Communications Commission, the agency that enforces the safety limits of RF emissions. To learn more visit myavista.com/smartmeters V 1: 05/07/18 � uVISTA° Smart Meters Overview & Benefits The new smart meters are part of an integrated system designed to make us smarter together. Powered by secure, two-way communications between your new meter and Avista, you'll be able to better monitor and manage your energy usage — and we'll be able to improve the safety, reliability, and efficiency of energy delivery for all of our customers. You'll get information at your fingertips. Online access to charts and graphs will give you more insight into the energy you use. You'll have more control over your energy dollar. It's more personalized information, which means you'll have the ability to better manage your monthly bill. You'll receive more personalized service. Our representatives will have more information available to provide solutions unique to your specific needs. V1: 05,07„8 We'II contribute to a more sustainable community. With this technology, we'll be able to integrate more renewables onto the system — and help reduce our region's carbon footprint. We'II be even more responsive. Since smart meters communicate directly with Avista, we'll be able to detect — and restore — power outages even more quickly. To learn more visit myavista.com/smartmeters �iuVISTA" CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: El Check all that apply: ❑ consent ❑ old business ❑ new business ❑ public hearing ❑ information ® admin. Report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: Northeast Industrial Area, Planned Action Ordinance (PAO) GOVERNING LEGISLATION: SVMC 17.80.150; SVMC 19.30.040; RCW 36.70A.106; RCW 43.21C.440; WAC 197-11-164; WAC 197-11-168; WAC 197-11-172. PREVIOUS COUNCIL ACTION TAKEN: None BACKGROUND: In December of 2016, the City was awarded a competitive grant by the Washington State Department of Commerce for $114,200 to develop a PAO for the Northeast Industrial Area (identified in Planning Commission materials as Centennial Business Park). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). See page 7-129 of the Comprehensive Plan. The PAO is a tool that may be used by developers to streamline the permitting process for industrial development in the Northeast Industrial Area. The City has been working with a Technical Advisory Committee (TAC) since 2017 to develop a Draft Supplemental Environmental Impact Statement (DSEIS) that supports the adoption of the PAO. The TAC is comprised of state and local agencies with technical transportation expertise, property owners, utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. The transportation analysis was thoroughly vetted by Spokane Regional Transportation Council to ensure future land use assumptions were consistent with the regional model. Neighboring jurisdictions examined the modeling effort in substantial detail to ensure impacts of future development were accounted for in the PAO area. The Planning Commission conducted a study session on the proposed amendment on November 15, 2018. The PAO code text amendment identifies the procedure for designating projects as Planned Actions consistent with the DSEIS and State Environmental Protection Agency (SEPA). Projects that meet the PAO criteria have the option to use the environmental analysis and mitigations identified. Being designated a Planned Action is strictly voluntary and provides predictability and time savings for projects because projects that meet the criteria and qualifications for a planned action shall not require an additional SEPA threshold determination, an EIS, SEPA appeal, or any additional review pursuant to SEPA. If the decision is made to not use the PAO, they will proceed through the existing permitting process. The adoption of the PAO code text amendment for the Northeast Industrial Area supports the industrial development envisioned in the Comprehensive Plan, and the mitigation measures identified in the DSEIS adequately supplement the environmental issues not addressed in the Comprehensive Plan and FEIS. The adoption of the PAO code text amendment provides a thorough analysis of the impacts of development in the area and provides a more predictable and efficient permit process. On November 15, 2018, the Planning Commission conducted a study session to review PAO and related DEIS. On December 13, 2018 the Planning Commission conducted a public hearing, voting 6-0 to recommend the City Council adopt the amendment. On January 10, 2019 the Planning Commission adopted Findings and Recommendation. OPTIONS: Discussion. RECOMMENDED ACTION OR MOTION: No action recommended at this time. BUDGET/FINANCIAL IMPACTS: Development of the PAO was in -part financed with a $114,200 grant from the Washington State Department of Commerce. Assuming the adoption of the PAO, and full participation throughout the Northeast Industrial Area this could generate as much as $3.65 million over time, the proceeds of which would be used to offset infrastructure improvement expenses. STAFF CONTACT: Chaz Bates, Economic Development Specialist; Mike Basinger, Economic Development Manager ATTACHMENTS: • Presentation • Draft SVMC 21.60 Northeast Industrial Area Planned Action Ordinance • Planning Commission Findings and Recommendation (approved Jan 10, 2019; signed findings will be provided at 1St ordinance reading) • Planning Commission Minutes of November 15, 2018, December 13, 2018; January 10, 2019 • Staff Report CTA -2018-0004 PC • Planned Action Ordinance SEPA Analysis Administrative Report Northeast Industrial Area Planned Action Ordinance January, 29 2019 Chaz Bates, AICP, Economic Development Specialist Spokane Dalley Setting the Stage Sewer Water w I 8 Garland Avenue 4 III T — o IL I I i • Community Priority • Staff focus since 2013 563 Undeveloped Acres Zoned Industrial 01/29/2019 ud Av@nue l I I11 . !- il IL City Council - Administrative Report Northeast Industrial Area PAO 2 Project Overview 01/29/2019 Adopt an amendment to SVMC Optional code provisions More efficient permit processing Within limits set by Comprehensive Plan Impacts analyzed holistically Impacts analyzed and in greater depth Mitigations right -sized and proportionate Predictable costs and requirements City Council - Administrative Report Northeast Industrial Area PAO Comprehensive Plan and Planned Action If PAO is NOT adopted: Land Use/Zoning Industrial/Industrial Forecast Growth 3,200 employees Traffic Impacts Regional Model Stormwater Stormwater Manual Air Quality Spokane Clean Air Transportation improvements Unknown; analyzed project -by - project 01/29/201, City Council - Administrative Report Northeast Industrial Area PAO If PAO IS adopted: Land Use/Zoning Industrial/Industrial Forecast Growth 3,200 employees Traffic Impacts Regional Model Stormwater Stormwater Manual Air Quality Spokane Clean Air Transportation Improvements Identified and funded Planned Action Ordinance...what a Focused environmental analysis Supplements the Comp Plan EIS Adopted by ordinance Limited to identified area Limited to analyzed projects Voluntary Qualifying projects no additional SEPA required City Council - Administrative Report Northeast Industrial Area PAO Planned Action Ordinance...why 01/29/2019 Data -driven comprehensive plan driving future strategic economic investment Supports economic opportunities and employment growth Provides an incentive for future development Leverages federal, state, and regional resources Reduce risk and create predictable permitting procedures reduces permit times by a minimum of 6 -weeks Makes costs and expected requirements known early Industrial improvement area Identifies needed capital improvements that are right -sized Greater Goods - BIG 5 Promotes industrial areas ripe for development/investment City Council - Administrative Report Northeast Industrial Area PAO 6 A Word about Permit Processing Existing Permit Process Submit Pre -application Pre -application meeting Start SEPA Process Submit permit SEPA Threshold Comments by staff Response to comments End SEPA appeal period Permit issued 01/29/2019 2 weeks 6-8 weeks (not including special studies needed) 2 weeks 2 weeks Optional New Permit Process • Submit Pre -application f• Pre -application meeting • Planned Action determination • Submit permit Comments by staff • Applicant response to comments • Permit issued City Council - Administrative Report Northeast Industrial Area PAO Planned Action Ordinance...where Planned Action Ordinance...why -Part 2 01/29/2019 Economic Specific Impacts* $2 billion in total economic output in Washington State ($980 million in direct impacts) 9,800 new jobs supported in the state (3,300 direct job impacts) $12.3 million in new general fund tax revenues to the City $50.8 million in new general fund tax revenues to Washington State *ECONorthwest — over 25 years following full buildout. City Council - Administrative Report Northeast Industrial Area PAO Process to Date 12/2016 - $114,200 grant awarded 03/2017 - DS and Scoping Notice 03/2017 -1st TAC meeting 10/2017 - TAC review draft 11/2017 - Draft reports and analysis 11/2017 - 2nd TAC meeting 12/2017 — TAC reviewed DSEIS 04/2018 - Traffic model update 06/2018 - Infrastructure fee comparison 10/2018 - WSDOT and County Comments 11/2018 - Adoption process 01/29/2019 City Council - Administrative Report Northeast Industrial Area PAO Spoken gri 44T..k' Fennf P[[n Spokane Val Comprehen• 2017-2037 ADOPTED: DECEMBER 2016 ORDINANCE NO. 16-018 KlcI -Off Meeting Northeast lndostrial Area Planned Action Ordinance SEPAAnalysis 10 Planned Action Ordinance - Project Outline FEHR PEERS Siokane Valley Spokane County WRLHINf TON Spokane Clean AirAgency 04<((Y4Y CITY OF LIBE Y LAKE 01/29/2019 Department of Commerce „ow, ISTA Corp. • Existing Conditions Analysis • Environmental Analysis • Infrastructure Plan • Planned Action Ordinance 100KUMW I I PetFt`l UTC Washington Utilities and Transportation Commission Washington State Department of Transportation City Council - Administrative Report Northeast Industrial Area PAO 11 Existing Conditions Takeaways Limited internal street connectivity Vacant No Critical Areas Zoned Industrial Limited infrastructure Good access to rail & truck routes Barker Road is key for growth City Council - Administrative Report Northeast Industrial Area PAO Elements of the Supplemental EIS PRn.Ircr\ AN, Te,eee.e...... r.rsr RIPTR>N ni ,,, Section 1.0: Summary .... ...... . _. ._ _ .. ...... 6 1.1 Introduction »._».�� 6 2rr�i �roim,�"t ml 1.2 Proposed Action and Location 6 1.3 Discussion of Alternatives and Phasing 7 1.4 Summary of Potential Imparts and Mitigation Measures 7 1.5 Issues to be Resolved 8 1.6 Significant Unavoidable Adverse Impacts 8 Notice ofDet€rZn"a'i n of5y valley Regne9 for CommentgonfScope nce rr ana DS Supplemental Y:nvirm,meetal Impact Statement (SE ISI • Iain„.,.,. Section 2.0: Description ofproposal._..__.__.__.__.__.____..________._9 n, i,bTM i. 2.1 Infraduction 9 2.2 Planned Action Process 9 l n, lod 1,1 t°C2„` "'° F 2.3 Environmental Review n.r<r„rllai,” T,k 9 I ,„i IL.: r,,,�,,,, r, 2.4 Proposed Action 10 l°'°l °nvj""e",„ «u 2.5 Benefits and Disadvantages of Delaying the Proposed Action 10 nPPucnnT: n„ „r- 2.6 Major Issues to be Resolved 10 Ra� t a n r, , Rau/ , e n DPT n I -:;f E Setion 3.0: Affected Environment, Impacts, and mitigation.._.._..__.11 -` r'k,. a 3.1 Air Quality t1 ' In, o,,,,.,„. n Affected Environment 11 Impacts 12 s o ^ + nt nno Mitigations 13 ro l," ”-n,- aleF ,.ah phi°,`a" 3.2: Surface Water and Water Runoff 14 SUI' `, ,,,m,<es;, Affected Environment 14 SI an °�1 oa,a Impacts 15 0. 111 FC � a n,:.,� �°� Mitigations 15 w" er sf2,ra„ \shop c:n 3.3 Historic and cultural preseryation 15 s '''it °O"12O1Affected Environment 15 RRP)S IR cevv()n rl(i Impacts 16 vl u.v Mitigations 16 lll TS :,,t ) , 2 v . , ani.,, l DI 111 3.4 Utility Provision and Supply 17 ov ,"i,"n„,r1..,.11. r m , Affected Environment 17 v1,n,.ie dolen"<�n=" a Impacts . 19 \4MomJ r„n,:,nih�„ Mitigations 20 'm c-�n11aom;, cTc 3.5 Transportation 22 stAane Palle)Depap. Affected Environment 22 PUQLI317: 03-03-2917 Impacts 27 Mitigations 38 4.1 Determination of Significance and Scoping 43 4.2 Draft EIS and Document Availablity 45 4.3 Distribution List 47 3.4 Final EIS and Document Availablity 48 Comp Plan FEIS Economic Welfare Land Use Transportation Housing Natural Environment SEIS (supplements the Comp Plan) Air Quality Surface Water and Water Runoff Historic and Cultural Preservation Utility Provision and Supply Transportation Section s.OResponsetoComments ...............__.__.____ 49 City Council - Administrative Report Northeast Industrial 01/29/20” _ 13 Area PAO Affected Environment -Air Quality Impacts: Increased industrial development will likely impact ambient air quality, point source impacts, and increased motorized transportation emissions 01/29/2019 Mitigations: Use existing regulations for ambient air quality and transportation related emissions Provide notice to agencies responsible for point source pollution permits City Council - Administrative Report Northeast Industrial Area PAO Affected Environment -Surface Water Impacts: Increased development on vacant land will increase impervious surface from rooftops, parking area and access drives 01/29/2019 Mitigation: City Council - Administrative Report Northeast Industrial Area PAO Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater Affected Environment -Cultural Resources Impacts: Increased development will increase land disturbance activities. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development 01/29/2019 Mitigations: Require an inadvertent disturbance plan that includes procedures for the discovery of cultural materials and human skeletal material City Council - Administrative Report Northeast Industrial Area PAO Affected Environment -Utilities Impacts: Increased development will require water, sewer, telecommunication, natural gas, and power 01/29/2019 Mitigations: Various improvements already identified in respective improvement programs (water & sewer). Ensure adequate notice for potential projects during land use or building permit action. City Council - Administrative Report Northeast Industrial Area PAO Affected Environment -Transportation Impacts: Mitigations: Increased industrial development will require improvements to t h e transportation network. 01/29/2019 Wellesley Av Heroy Av 2 Broad Av Rich Av Trent Av 1 Industrial Park;at_ . ilm - Industrial Park B St1 m a1 Industrial-Pai•k-c'St-,-n-1 1 _ na 1 . . . 1 ilS 1 Euclid Av -4 1 _ 1 Marietta Pv Montgomery Av io 9�, A Buckeye Av Mission Are Sinto Av Sharp Au t? BaoPa Pv Broadway Av dValleyway 4v 0 2 a5 I Alki Av Py ay a4 C.04'°"vory PP'�' w ;ynn Av s ,frame 1. .1 Study Area (PAC} Spokane Valley City Limits. Intersection Improvement City Council - Administrative Report Northeast Industrial Area PAO Street Improvement Other Connection Proposed Amendment - SVMC 21.60 (new) 21.60.010 Purpose 21.60.020 Findings 21.60.030 Procedures and criteria 21.60.040 Monitoring and review 21.60.050 Conflict 21.60.060 Expiration date Spokane Valley Municipal Code Heip Bookmark Text Size: -A HA Hide TOC Print Doc Browse Mobile Version ]Pmysavesd«anons] Hely I dear all onidpI Code nic PROVISIONS TMe 2 ADMINISTRATION AND PERSONNEL + 1 T�de 3 NUE AND ENANE - 1i I Title 4 (Reserved) +._l MN 5 BUSINESS LICENSES AND REGULATIONS + 1 Thle 6 PARES Title HEALTH AND SAFE, +13 TRIC WMINAL CODE THe9uEmaESAND TRAEFIC • TNe 10 GOMMHRE TRIP REadc-TION TRIC 17 GENERAL PROVISIONS +. 1I TRIC 18 BOARDS AND AUTHORITIES 1 TRIC 1S EOM. REGULATIONS - L T1d ZLENV]RONME A ON ROLS chaper21.a0 AUTHOR, 1 chapter 21.20 STATE ENVIRONMENTAL POLICY ACT +-I Chapter 21.30 FLOODPWN REGULATIONS _1 draper 21. CRITICAL AREAS 1 Chapter 21.50 SHORELINE REGULATIONS + 1 TRIe 2asGed) D OEVELCPMENT STANDARDS -._1 TRU 23 ( . • SPOKANE VALLEY MUNICIPAL CODE A Codification of the General Ordinances of the City of Spokane Valley, Washington CODE PUBLISHING COMPANY 1 Seattle, Washington *Wan — The spokene Valley Municipal code is current through Ordinance No. 111-022, passed October 23, 2018. Disclaimer: The City Clerics Office has the othceal version of the Spokane Valley Mnnklnal Cod. Users should contact the City Clerk's O(hce for ordinances passed subsequent to me ordinance cued above. city websbe hnpLWww_spokanevaltey erg; cav Telephone, (589) 120.5182 Cade Publishing Cor imv 01/29/2019 City Council - Administrative Report Northeast 19 Industrial Area PAO Amendment Summary - SVMC 21.60 (new) • PAO Boundary 01/29/2019 Applies to limited area Primary use industrial Estimate of trip generation Pay a proportionate share of off- site traffic impacts Work with Environmental Services Impacts adequately addressed in SEIS City Council - Administrative Report Northeast Industrial Area PAO Traffic Fees - SVMC 21.60.030 $7,000 $6,000 $5,000 $2,831 $3,000 $2,000 $1,000 $- v 01/29/2019 Richland -Zone 2 . COS - Northwest COS - Northeast PM Peak per Trip Transportation Fee COS - South COS - Downtown - COSV NIA -Total 11 c > E - c w c L a w o C • w = Y a w 2 Local Area West WA i West WaAvg theast Pay a proportionate share of off-site traffic impacts $2,831 / PM peak trip For projects needed to support growth Covers traffic related costs Only pay for their impacts Voluntary Full participation could generate $3.65 million Sewer Form - SVMC 21.60.030 GEN ,RAL SEWER SI for Planned I .top 01 till. e��uira;F�ir-• ENV IR( )»-1\t( (21,. lav n K. 1 x>t:c I'-, Spokane county -ns 000EI Presents Spokane courts Environment the.5E e 0x-10-`. 100 devalopm P,nl water) the City 0i -lye Chi a'- Spokane Valleys MIA is within Speltatte en_ u'del-51amp this letter. so plan review and perrll Saw. Plannit R irements Farm for Planna { Ins 07ached (0001 01000133 R8q The 0"e c j e Counts Eno ronnental 8 the n ersagent and protect regarding the sp do reel, cor�•s a each protect Thsdlscusston will helps SE s6' ex'ten9 Pits eon greatly ',toast both cosi are Pree.t S vas PI R view &Asomata furl Cm- Sm t s fix the sewage 00 taE 5 M s mese plans will d Generaks htt 0 0.2 ,I1011 require pdbtie le re 010001100 as a separate sewer submittal a d t for any spa dic protect C00 al p07015 The eed to be a ( tlgl drawings n Imre ou000 Sever inslelinson- the develop 'SICm2e COnelittCon inspection and reoard ham/Vince of the ('12111101 c1ISStruc0 an. ff P that require a private 6' F i vie ordtles ore not required deanoal [0.11110.0111001elevation/ neve 10 bee deery Sten2ael plans ratty b6 en, 1t s'seta. 'CSIata9an 01 all 4` and 6' sanitary an_ inssedef b; an Environmental SeMe tal The attached Commercial Water tisane( o0101ll l to Encs - ental Seances 11 sewer 00000010n early. rod to the pent tong phase.0 Also'c to ccluded with the brat subral Form S00cy ct idonre5idenfiel Estabh 510 2`0 emcee will be required poor $3 (3733301(813340 PHONE: (50914773 Page 1014 /2019 SEWER PLANNING REQUIREMENTS FORM for Planned Action Ordinance Applications ENVIRONMENTAL SERVICES DEPARTMENT Kevin a. Code RE, iknormaralg 9erelors IHreerm Pitgart Name General Project Descnpuon:_ The City cd Spolaroa Valley's 3131000 lndes11 al Arse is en hin Spokane Canny s sewer service ata_ PLEASE NOTE; Form m4sr bei rnldrd odd rlgned 8o S103 -roe 13000{l' 1`m4ronrneniat Servires leis sewer ei rllelly available, 1 i111 . a the propatadds I p =tl i'y 0s,c -1 +am block 11rw ;. `,ti `a' 3 the site within the Spokane Crony &Year 3euet Co11Nracton Capital Improvement Proposing (lfyes, 0010 :h. €Prlo, go u030 26 will the developer design, fil'0 cOneruse & provide financial misty for the necessary systems to provide DtYlue Sewer 3011003 Doable Plambing Dr7 Side Sewers as required (If as, go to 3) .3. win the developer de Rn fond. a men N��, sy0 to . et and the al financial 5t mthly a the Laos es required/ s+W sewer service !a the le and povide srni[e }❑ N� Tree w plwrnang tomo odrassfer 3 to other pno(eq airs naive end modified F'olaOa and shall be valid as long mthe referenced Additional Sewer Reglareits: Sign ours ofCrnad1 Staff _ Prepared !3y' l 0311/ lhaas read -- _ Date:_ and will comply with the. kil - s ofk onydalert form and the County awes regnirem. rte presented in the 'General Sewer : umry 1nntaker' r Signature of Owner/Owner's Agent/Developer. Data taw west a roadway Ave. 4'" Floor. Spokane, WA 092600330 PHONE (5,19) 47, 3G01 F51: f 509)4774]1 S 10U' 003) 477.7133 Sewer planning eegaireme els Form, Revised 4112/18 City ounc Work with Environmental Services Submit Sewer Requirements Form Standards are the same Early/up front coordination Replaces the current process of seeking this information at SEPA Streamlined process ative Report Northeast Industrial Area PAO Adoption Process Adoption process 11/15/2018 — Study Session 12/13/2018 — Public Hearing 01/10/2019 — Adoption of Findings a .0Ao a N ca E o U 1/29/2019 — Administrative Report 2/5/2019 —1St Reading 2/26/2019 — 2nd Reading 01/29/2019 City Council - Administrative Report Northeast Industrial Area PAO Spokane Val Iey ,'I YALT Y PPrrati Klck-Cff Mee[ i6 Spokane Val Comprehen• 2017-2037 ADOPTED:DECEMBER2016 ORDINANCE NO. 16-018 Northeast lndostrial Area Planned Action Ordinance MPA Analysis 23 Questions? SCITYokane Valley O1/29/2v� Chaz Bates, AICP Economic Development Specialist 509.720.5337 - cbates@spokanevalley.org City Council - Administrative Report Northeast Industrial Area PAO vwx-rw Chapter 21.60 NORTHEAST INDUSTRIAL AREA PLANNED ACTION ORDINANCE (NIA-PAO) Sections: 21.60.010 Purpose of the Northeast Industrial Area Planned Action Ordinance 21.60.020 Findings. 21.60.030 Procedures and criteria for evaluating and determining projects as planned actions. 21.60.040 Monitoring and review 21.60.050 Conflict 21.60.060 Expiration date. 21.60.010 Purpose of the Northeast Industrial Area PAO. The purpose of this chapter is to: A. Set forth a procedure designating certain projects within the boundaries of the geographic area described in SVMC 21.60.030 as "planned actions" consistent with RCW 43.21C.031; B. Streamline the land use permit review process for projects which qualify as planned actions within the Northeast Industrial Area (NIA) by relying on the Supplemental Environmental Impact Statement (SEIS) completed for the NIA; and C. Ensure that projects designated as planned actions are appropriately mitigated and conditioned so that no adverse impacts to the environment will occur as a result of development approval; 21.60.020 Findings. A. The City is subject to the full requirements of chapter 36.70A RCW, the Growth Management Act, located within an urban growth area, and has an adopted comprehensive plan in compliance with the Growth Management Act; B. The NIA- SEIS is consistent with the comprehensive plan and has been prepared and adopted under the provisions of the GMA and SEPA; C. The NIA-SEIS identified and addressed all significant environmental impacts associated with land uses as described in the SEIS; D. The thresholds described in the SEIS are adequate to identify significant adverse environmental impacts; E. The mitigation measures contained in SEIS, together with applicable City development standards, are adequate to mitigate the significant adverse environmental impacts anticipated from development in NIA; F. The expedited permit review process, as set forth in this chapter 21.60, will benefit the public, adequately protect the environment, and enhance the economic development of the Northeast Industrial Area; G. Opportunities for public involvement and review have been provided, and comments considered as part of the preparation of the draft and final supplemental environmental impact statement; DRAFT—January 10, 2019 Page 11 H. The uses allowed by the City's industrial zoning classification will implement the Comprehensive Plan; I. The NIA planned action is not an essential public facility as defined by RCW 36.70A.200(1). J. Chapter 21.60 SVMC shall be known as the "Northeast Industrial Area Planned Action Ordinance." 21.60.030 Procedures and criteria for evaluating and determining projects as planned actions. A. To qualify for a planned action designation, a project application shall comply with the following: 1. Be located entirely within the planned action area, as defined in Figure 21.60-1. Figure 21.60-1— Northeast Industrial Area Planned Action Area 2. Have primary uses that meet the definitions of light industrial; heavy industrial; or warehouse, wholesale, and freight movement use categories as set forth on Appendix A Definitions SVMC. 3. Submit an environmental checklist or other project review form pursuant to SEPA; 4. Submit estimates of total building gross square footage and/or number of employees to provide sufficient information for the City to estimate the number of PM Peak hour trips for the project. 5. Not exceed a cumulative PM peak trip count of 1,340 trips from all development within the NIA from the effective date of chapter 21.60 SVMC. 6. Meet density and dimensional requirements for non-residential standards pursuant to SVMC 19.70.030 7. Pay a proportionate share of off-site improvements based on PM peak hour trips as provided in the NIA- SEIS to mitigate transportation related impacts; i. The fees. The fee is $2,831 per PM Peak hour trip. DRAFT—January 10, 2019 Page 12 8. Submit a signed "Sewer Planning Requirements Form" as specified by Spokane County Environmental Services; and 9. Project impacts may be mitigated through the application of the mitigation measures detailed in NIA-SEIS; as well as other City, state, and/or federal regulations; B. Planned Action Review Criteria. 1. The City shall base its decision to designate a project a planned action through review of an environmental checklist or other project review form pursuant to SEPA and the review of the application and supporting documentation; 2. The City shall designate a project as a planned action, pursuant to chapter 21.60 SVMC and SEPA , if it meets the following conditions: a. The project is not otherwise exempt from SEPA; b. The project is consistent the NIA-SEIS and the adopted city of Spokane Valley Comprehensive Plan. c. The project has had its significant adverse environmental impacts adequately identified and addressed in the NIA-SEIS; d. The project impacts may be mitigated through the application of the mitigation measures detailed in NIA-SEIS; as well as other City, state, and/or federal regulations; e. The project complies with all applicable City, county, state and federal regulations, and where appropriate, the project complies with needed variances, modifications, or other needed permits and conditions; f. The project meets all the planned action qualifications pursuant to SVMC 21.60.030(A). g. The project is not an essential public facility as defined in RCW 36.70A.200; 3. A project that meets the criteria and qualifications for a planned action shall not require a SEPA threshold determination, preparation of an EIS, SEPA appeal, or any additional review pursuant to SEPA 4. Should environmental conditions change significantly from those analyzed in the NIA-SEIS, the City may determine that the planned action designation is no longer applicable until an environmental review is conducted. C. Planned Action Permit Process and Application. 1. Applications for planned actions shall be reviewed pursuant to the following process: a. Application shall be made on forms provided by the City and shall include a SEPA checklist, or approved planned action checklist. b. The department shall determine whether the application is complete pursuant to chapter 17.80 SVMC. DRAFT—January 10, 2019 Page 13 c. After the City receives a complete application, the responsible SEPA official shall determine, pursuant to the criteria and procedures of chapter 210.60 SVMC, whether the project qualifies as a planned action. Once a project is determined to quality as a planned action, the City shall: i. Notify the applicant, and the project shall proceed in accordance with the applicable permit review procedures specified in Chapter 17.80 SVMC; and ii. Notify utility providers in the area, such as: sewer, water, power, natural gas, and telecommunication of a pending development under the NIA PAO. Notice shall also be provided to Spokane Clean Air or their successor. The notice required by this section may be combined with the public notice required or provided with the underlying permit and may take the form of the environmental checklist or other project review form. Notice provided shall not be less than 14 days. d. If a project does not qualify as a planned action, the City shall notify the applicant. The notice shall describe the elements of the application that result in failure to qualify as a planned action. The notice shall also prescribe a SEPA review procedure consistent with the City's local SEPA regulations and the requirements of state law. e. Projects that fail to qualify as planned actions may incorporate or otherwise use relevant elements of the NIA-SEIS or other relevant environmental review documents, to meet SEPA requirements. The City may limit the scope of SEPA review for the non -qualifying project to those issues and environmental impacts not previously addressed in the NIA-SEIS. f. The decision regarding qualification as a planned action shall be final. 21.60.040 Monitoring and review. A. The City shall monitor the progress of development within the designated planned action area to ensure that development is consistent with the assumptions of chapter 21.60 SVMC and the NIA-SEIS. Development shall be monitored regarding the type and amount of development, the associated impacts of that development, and the adequacy of the mitigation measures identified in chapter 21.60 SVMC and the NIA-SEIS. B. The total number of PM peak trips available at the time chapter 21.60 SVMC becomes effective is 1,340 PM Peak hour trips. The City shall have an internal tracking system for the number of PM peak trips available within the planned action boundary. The tracking system shall reduce available PM peak trips at the time an application is deemed complete. Trips shall be re -introduced if the building permit expires without construction of the project. C. This planned action ordinance shall be reviewed no later than six years from its effective date to determine the continuing relevance of its assumptions and findings with respect to environmental conditions in the DRAFT—January 10, 2019 Page 14 [insert adoption date] planned action area, the impacts of development, and required mitigation measures. The City, based upon this review, may propose amendments to this chapter and/or may supplement or revise the NIA-SEIS. 21.60.050 Conflict. In the event of a conflict between chapter 21.60 SVMC or any mitigation measure imposed thereto, and any other adopted regulation of the City, the provisions of chapter 21.60 SVMC shall control. 21.60.060 Expiration date. The planned action adopted pursuant to chapter 21.60 SVMC shall expire 20 years from the date of adoption, unless otherwise repealed or readopted following a public hearing. DRAFT—January 10, 2019 Page 15 FINDINGS AND RECOMMENDATIONS OF THE SPOKANE VALLEY PLANNING COMMISSION CTA -2018-0004 — Proposed Amendment to Spokane Valley Municipal Code (SVMC) Pursuant to SVMC 17.80.150(E) the Planning Commission shall consider the proposal and shall prepare and forward a recommendation to the City Council following the public hearing. The following findings are consistent with the Planning Commission recommendation that City Council adopt the amendment. Background: 1. Pursuant to RCW 36.70A.130, Spokane Valley adopted its Comprehensive Plan Update and updated development regulations on December 13, 2016, with December 28, 2016 as the effective date. 2. CTA -2018-0004 is a City -initiated text amendment to Title 21 SVMC. The proposed amendment will create a new chapter 21.60 SVMC Centennial Business Park Planned Action. The code text amendment identifies the procedure for designating projects as planned actions consistent with the State Environmental Policy Act analysis completed for the project. Projects that meet the criteria have the option to use the environmental analysis and mitigations identified. Being designated a planned action is strictly voluntary, and projects that meet the criteria and qualifications for a planned action shall not require an additional State Environmental Protection Agency (SEPA) threshold determination, an Environmental Impact Statement (EIS), SEPA appeal, or any additional review pursuant to SEPA. If applicants chose to not use the new chapter 21.60 SVMC, they will proceed through the existing permitting and environmental review process. 3. The Planning Commission held a properly noticed public hearing and conducted deliberations on December 13, 2018. The Commissioners voted 6-0 to recommend that the City Council adopt the amendment. Planning Commission Findings: 1. Recommended Modifications The Planning Commission recommended approval of the proposed amendments presented by staff and attached in Exhibit 1. 2. Compliance with SVMC 17.80.150(F) Approval Criteria a. The proposed text amendment is consistent with the applicable provisions of the Comprehensive Plan: Findings: The proposed text amendment is consistent with the following goals and policies of the Comprehensive Plan. ED -G1 Support economic opportunities and employment growth for Spokane Valley. ED -G3 Balance economic development with community development priorities and fiscal sustainability. ED -G6 Maintain a positive business climate that strives for flexibility, predictability and stability ED -P3 Encourage businesses that provide jobs and grow local markets. ED -P4 Promote key retail, office and industrial opportunity sites, as identified in the City's economic development studies and other planning documents (e.g. Certified Sites). ED -P6 Promote the development or redevelopment of vacant and underutilized properties, particularly those with potential to serve as a catalyst for economic development. ED -P8 Provide and maintain an infrastructure system that supports Spokane Valley's economic development priorities. Findings and Recommendations of the Spokane Valley Planning Commission CTA -2018-0004 Page 1 of 2 ED -P11 Leverage federal, state, and regional economic development resources and programs for City economic development purposes. LU -G4: Ensure that land use plans, regulations, review processes, and infrastructure improvements support economic growth and vitality. LU -P9: Provide supportive regulations for new and innovative development types on commercial, industrial, and mixed use land. T -G1 Ensure that the transportation system and investments in transportation infrastructure are designed to improve quality of life or support economic development priorities. T -G2 Ensure that transportation planning efforts reflect anticipated land use patterns and support identified growth opportunities. T -P9 Provide and maintain quality street, sidewalk, and shared -use path surfaces that provide a safe environment for all users. CF -P6 Ensure that facilities and services meet minimum Level of Service standards. b. The proposed amendment bears a substantial relation to public health, safety, welfare and protection of the environment. Findings: The code text amendment and supporting environmental analysis identifies the potential impacts that may result from increased industrial development in a specified geographic area. Under existing regulations and standards industrial development would occur at the same intensity and location but development would be evaluated and potentially mitigated on a project -by -project basis. The proposed amendment articulates the anticipated location and intensity of industrial development in the area and provides appropriate mitigation measures to protect the public health, safety, welfare, and protection of the environment. 3. Conclusion: The proposed text amendment is consistent with Comprehensive Plan and bears a substantial relation to public health, safety, welfare, and protection of the environment. 4. Recommendation: The Spokane Valley Planning Commission therefore recommends the City Council approve CTA -2018- 0004. Attachments: Exhibit 1— Proposed Amendment CTA -2018-0004 Approved this 10th day of January, 2019 Planning Commission Chairman ATTEST Deanna Horton, Administrative Assistant Findings and Recommendations of the Spokane Valley Planning Commission CTA -2018-0004 Page 2 of 2 Special Meeting Minutes Spokane Valley Planning Commission Council Chambers — City Hall November 15, 2018 I. Chair Rasmussen called the meeting to order at 6:00 p.m. Commissioners, staff and audience stood for the pledge of allegiance. Secretary Deanna Horton took roll and the following members and staff were present: Jaynes Johnson Danielle Kaschmitter, absent — excused Timothy Kelley Michael Phillips, absent - excused Michelle Rasmussen Suzanne Stathos Matt Walton Erik Lamb, Deputy City Attorney Mike Basinger, Economic Development Manager Ray Wright, Senior Traffic Engineer Chaz Bates, Economic Development Specialist Deanna Horton, Secretary to the Commission Hearing no objections, Commissioners Kaschmitter and Phillips were excused from the meeting. II. AGENDA: Commissioner Johnson moved to accept the November 15, 2018 agenda as presented. The vote on the motion was five in favor, zero against, and the motion passed. III. MINUTES: Commissioner Walton moved to approve the October 11, 2018 minutes as presented. The vote on the motion was five in favor, zero against and the motion passed. IV. COMMISSION REPORTS: Commissioner Johnson stated he had attended City Council meetings and the human rights task force. He had heard an interesting presentation on the Jonah Project regarding child sex trafficking in Spokane County at the human rights task force meeting. V. ADMINISTRATIVE REPORT: Economic Development Manager Mike Basinger informed the Commissioners that the City Council had an administrative report November 20, 2018, regarding the docket for the annual Comprehensive Plan amendments. Mr. Basinger reported on the many economic development efforts his department had been working. Some of the highlighted items were: updating the bike and pedestrian plan, adding annexation goals and policies to the Comprehensive Plan, streamlining and improving the Northeast industrial areas to foster more manufacturing business development, working on a 20 -year transportation plan, updating the city newsletter, looking at social media as a way to inform citizens and more. VI. PUBLIC COMMENT: Pete Miller, 18124 E Mission Avenue: Ms. Miller stated she felt developers have taken advantage of the City code by developing duplexes in the R-3 single family residential zone. Ms. Miller said there are 16 new developments currently being built or planned in her neighborhood, 14 of them are duplexes developments. Many of these developments, she stated are purchased by out of state developers for investment purposes. Ms. Miller pointed out that she felt this was not a Greenacres problem but a citywide problem, affecting the entire R-3 zone. She pointed out the R-3 zone encompasses most of the city. She said that developers are using the duplex regulations in order to increase the density beyond what is allowed in the R-3 zone. She is very concerned that many of these duplexes are not going to be owner occupied and will be left to fall into disrepair. Ms. Miller supplied a map of the Greenacres neighborhood showing the developments in her area and an article from Realtor.com which states among other things that a high concentration of renters will drag down home values. She is requesting the Commission make a change to the code to restrict duplexes in single family residential zones, Stephanie Woodruff, 17501 E Boone Avenue: Ms. Woodruff stated she had read an article that morning citing Spokane Valley as the second best place to buy instead of rent. She said the rankings were based on a 2017 census bureau ranking. She said she moved to the valley because.it was peaceful but three years later all of the new development has brought many duplexes, increased traffic and drug deals to the neighborhood. She feels these duplex developments are ruining the ambiance of the valley. She asked the commissioners if they wanted to live in duplexes. She stated it would ruin the valley if these duplex developments were allowed to continue. 2018-11-15 Planning Commission Minutes Paget of5 Nancy Purcell, 2531 S Adams Road: Ms. Purcell stated she agreed with what Ms. Miller and Ms. Woodruff had to say however, driving around a person could see many signs saying for lease or for rent, but not a lot of for sale signs. She said this is not what we want for our valley. The R-3 zone is for single family homes and it needs to be made clear that what that means. After the public testimony, Commissioner Johnson stated home ownership was something the Planning Commission discusses often. Deputy City Attorney Erik Lamb said staff had made an administrative report to council October 2, 2018, regarding the duplex densities. The direction from council at that time had been to wait and see what changes Spokane County was making to its municipal code before proposing any changes to the City's code, He said he would check with staff to see if they could make the same presentation to the Planning Commission. VII. COMMISSION BUSINESS: i. Study Session: CTA -2018-0004 A city -initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60 Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist. Chaz Bates gave a presentation to the Commission explaining the proposed amendment to SVMC Title 21 by adding a new chapter 21.60 Centennial Business Park Planned Action Ordinance (PAO). A planned action ordinance is focused environmental analysis. The City's is for the area located in the northeast industrial area of the City located primarily between Hodges Road, Euclid Avenue, Trent Avenue and Flora Road. It is a supplement to the Comprehensive Pian Environmental Impact Statement (EIS). The PAO is limited to the specific identified area for limited analyzed projects in that area. It is voluntary to participate in the PAO. This process will reduce the permitting time for applicants. The City has calculated impact fees for participating in the PAO, of$2,831.00 based on per trip basis. This number is based on peak PM hour trips. Mr. Bates covered the elements, which were updated in the supplemental EIS: air quality, surface water, water runoff, historic and cultural preservation, utility provision and supply and transportation. In summary, Mr. Bates stated the amendment applies to a limited area in the northeast portion of the City, for primarily industrial uses. The City has done a traffic study to anticipate future traffic itnpacts. Participation is voluntary, participants will pay a proportionate share of off-site traffic impacts, it will reduce permit processing times, City has worked with Spokane County to extend sewer to the area, and impacts have been addressed in the supplemental EIS. Commissioner Kelley asked what plans were for the I -90 -Barker interchange. Senior Traffic engineer Ray Wright explained the 1-90 Barker interchange was a Washington Department of Transportation project, which is not part of the PAO. The bridge over the freeway is not expected to be replaced until 2027. An interim solution is being developed with a single lane roundabout for the east and westbound on and off ramps. WSDOT believes this would allow seven to eight years lead time, in order to find a funding solution for the bridge replacement. Commissioner Walton clarified the agency commenting time in the presentation. He asked how streamlining the process would allow the agencies to comment in a timely manner. Mr. Basinger stated this process would eliminate the SEM process for participants, The City would have already completed it ahead of time for the applicant. Agencies would have already commented on future development. However, in 21.60.030(C)(1)(c)(ii) allows for the notification of all utility providers and Spokane Clean Air at the time of development. Commissioner Johnson asked about any other future improvements. Mr. Basinger stated the City would improve Garland Avenue to Barker Road. He also commented the City worked with Centennial properties regarding Boundary Line Adjustments to create l0 -acres parcels, but did not see any other future road improvements. Mr. Bates said any other improvements, which are identified in the infrastructure plan, are projects the City is currently perusing grant funding for especially along Barker, because it has been identified as a critical component. Commissioner Rasmussen confirmed the public transportation in the area is virtually non-existent. • Commissioner Kelley asked about the classification of the jobs that would be added to the work force. He was thinking the job classification would be entry level positions which would be hired,. 2018-11-15 Planning Commission Minutes Page 3 of 5 Commissioner Walton noted Ile had several questions regarding the documents and would like to discuss them. They are as follows: • He did not see any additional projections for housing or population as it relates to additional manufacturing jobs. Mr. Bates noted the Final EIS which was done for the update of the Comprehensive Plan had addressed impacts to housing and population. • Chapter 21.G0.030(A)(4) and (5) discuss PM peak trips but other areas discuss AM trips. When discussing impacts why are only the PM trips taken into account? Mr. Wright stated standards use peak PM trips, which usually come in as a higher number. Some people might arrive for work at a different time of day, but generally they leave at the same time. • There is a discussion of AM peak trips impacting schools. Mission would have significant school impact, from the new school. What impacts did school or future schools in the area have on the traffic analysis? Mr. Wright stated the traffic analysis firm Fehr & Peers did an growth projection to the year 2040 to establish a trip count in order to design the mitigation. In the modeling they have projected what the traffic would be for the schools up to 2040. They have accounted for the impacts to the surrounding schools. Mr. Bates offered this analysis is not projecting any new growth, or new development. This is development which had already been analyzed during the Comprehensive Plan horizon. This is simply allowing people to have a more streamlined permitting process within the existing bounds that we have analyzed. • 21.60.060 states the decision for qualifications shall be final. He commented that in other places in the code there is an appeal process. Why was none offered here? Mr. Lamb stated this is a specific area, with specific criteria and the participation in this process is voluntary. If participation is voluntary, there is no appeal to consider. The appeal for the PAO would be when the PAO was adopted. If an applicant did not like the qualification requirements, then they can choose to not participate in the process. • The draft Northeast industrial Area report, page 8, 6.1. It states it would improve traffie to an acceptable level. He wanted to know what was an acceptable level and how is that defined. Mr. Bates stated in the adopted Comprehensive Plan there stated level of service for traffic intersections, • On page 12 of the same report, it states Spokane Clean Air maintains a list of uses which require permits. He asked if there was going to be a way for people to get the list other than reaching out to Clean Air. Mr. Bates said he would reach out to Clean Air and find out.. • On page 15 of the same report, it talks about hydrologic impacts and best management practices that a stormwater facility must be able to treat up to a 10 -year 24-hour storm event. He asked why something more catastrophic event was not used. Mr. Bates commented he was not aware, but the information was supplied by one the City's senior hydrologic engineers. The requirement more than likely met the standards in the Spokane Regional Stormwater Manual. Ms. Horton, Certified Floodplain Manager for the City, also commented this area was not located in a FEMA floodplain, so would not be required to meet the standards of a larger event. • On page 19 of the same report, talks about the water system plan and not meeting fire flow in the northeast industrial area. What is being done to address this issue? Mr. Bates stated staff coordinated with Consolidated Water District's water system plan and have spoken to them regarding this issue. He commented on the next page there are improvements necessary to support the growth in this area, Mr. Walton stated there is a mitigation plan and • Please walk through the methodology of the traffic study. Mr. Wright stated the traffic impact analysis was done by the City's traffic consultant Fehr & Peers. It performed based on American Association of Highway and Transportation Officials (AASHTO) standards looking at the intersections, crash data, peak travel times, and traffic counts. 2018-11-15 Planning Convnission Minutes Page 4 of 5 • Is the suggested rail spur the one which was already been installed? Mr. Bates stated the one suggested in the report is another spur which has been suggested, further north. Would there be a grade separation project for this spur line. None has been considered for this spur. A grade separation project for the spur would have to go to the Utility Trade Commission. • How were costs for the impact fees worked out? Mr. Walton stated he came up with a different number than the report reflects. Mr. Wright stated there were mitigation factor's involved, the difference in the cost of a roundabout vs. a signalized intersection over a 4 - way stop. It is not a straight-line charge, it is a mitigation fee based on over all impacts to the system. Mr. Basinger and Mr. Lamb explained the process of imposing impact fees in advance of development so everyone coming in pays a portion. Instead of the last person coming in and having to pay for all the improvements when they trigger the need for them. • Appendix A, page 8, why would we allow a system, which might already be broken or strained, to continue to fail. Mr. Lamb stated it was a chicken and the egg problem trying to improve infrastructure. You have to show the system failing before anyone wants to fix it. If the fix comes before the failure, where do you come up with the money when it might be needed somewhere the infrastructure is already failing. • Appendix B, page 3, trip distribution, how was this calculated? Where slid they get the methodology? Why do they feel this would impact Trent more than the I-90 corridor? Mr. Wright stated there are several ways to get the information, cell phones, the changes of zoning, WSDOT can track where traffic is going, where the density is, similar land uses, how the industrial park traffic moves, etc. • Appendix B, page 7, it is not recommended to have a left hand turn lane. Why would no one recommend a left hand turn lane in this location for Phase 1? Mr. Basinger stated staff communicated with the users. There will only be one property owner on the east side and there would not be a lot of left turn traffic so the need for the left turn lane did not seem necessary. Mr. Basinger commented this is a specialty area. These analyses were vetted by Spokane Regional Transportation Council (SRTC), and Spokane County DOT and they all agree with the results in the study. • Appendix B, page 9, vehicle cueing lengths, is this long enough for turning onto Barker? Mr. Bates explained that after the Barker Grade Separation Project, there will no longer be a road crossing, so this will not be relevant. • Appendix B, page 12, it states changes to the I-90 interchange would be constructed by 2020, but would occur by 2040. Is that referring to the bridge replacement? Mr. Wright stated the 2040 assumption was with the bridge replacement. The interim solution is two one -lane roundabouts by 2027 and when the bridge is replaced there will be two, two-lane roundabouts. Mr. Walton would like to know the timing of this before the public hearing. • In the memorandum from Fehr & Peers, Page 6, Figure 5, it has assumed truck trips in 2040 would be the same as observed trips in 2017. How is this possible? Mr. Bates responded it would be proportionate. The percent of truck traffic will increase at the same percentage as it was increasing in 2017. The truck traffic will increase, at the same rate it is increasing now. Commissioner Walton stated he understood this concept, however currently there is no truck traffic coming from this area. Commissioner Kelley stated currently Old Dominion is there and many trucks use Euclid to get to Barker instead of hying to use Sullivan. Mr. Bates offered that on Page 12 of the Existing Conditions report accounts for where the truck traffic is currently coming from. • In the memo, page 6, it discusses the realignment of Cataldo and Boone. However, it does not indicate how this would be accomplished, how property would be acquired, or how it would be paid for. Mr. Bates replied there were some assumptions made, but this was considered as part of the fee in the infrastructure plan on page 7, figure 6. 2018-11-15 Planning Commission Minutes Page 5 ors • Why was Caltrans (California Department of Transportation) used for cost assumptions? Mr. Bates stated that the Engineering department reviewed the costing estimates as to what the City would expect to pay for infrastructure costs. Mr. Wright said that Caltrans was not a standard but since they do so much work, from a unit cost standpoint, there is good uniformity in their numbers. VIII. GOOD OF THE ORDER: There was nothing for the good of the order. IX. ADJOURNMENT: Commissioner Kelley moved to adjourn the sleeting at 8:22 p.m. The vote on the motion was unanimous in favor and the motion passed. /' litt Litt£:e.a.0 D Michelle Rasmussen, Chair Deanna Horton, Secretary Date signed Regular Meeting Minutes Spokane Valley Planning Commission Council Chambers -- City Hall December 13, 2018 1. Chair Rasmussen called the meeting to order at 6:00 p.m. Commissioners, staff and audience stood for the pledge of allegiance. Secretary Deanna Horton took roll and the following rnembers and staff were present: James Johnson Erik Lainb, Deputy City Attorney Danielle Kaschmitter Mike Basinger, Economic Development Manager Timothy Kelley Ray Wright, Senior Traffic Engineer Michael Phillips, absent - excused Chaz Hates, Economic Development Specialist Michelle Rasmussen Suzanne Stathos, absent — excused Matt Walton Deanna Horton, Secretary to the Commission Hearing no objections, Chair Rasmussen excused Commissioners Stathos and Phillips from the meeting. II. AGENDA: Commissioner Johnson moved to accept the December 13, 2018 agenda as presented. The vote on the motion was five in favor, zero against, and the motion passed. III. MINUTES: Commission Secretary Deanna Horton noted it had been brought to her attention there was mistake in the September 27, 2018 minutes regarding the wording of a motion. She explained the motion was written as `which would require multifamily developments of 10 units or less to provide open space.' This should have said `which would approve the presented changes to 19.70.050 but adding back the exemption for multifamily developments of 10 units or less to provide open space.' Commissioner Kelley moved to amended the previously adopted minutes from September 27 to read `which would approve the presented changes to 19.70.050 but adding back the exemption for multifamily developments of 10 units or less to provide open space,' and striking the words `by staff' from the end of the sentence which approved the motion to recommend approval of CTA -2018-0003. The vote on this motion was five in favor, zero against, and this motion passed. IV. COMMISSION REPORTS: Commissioner Johnson reported he attended the City Council meetings on December 4 and 12, 2018, the Spokane Home Builders Association government affairs meeting on December 6, 2018 and the Human Rights Task Force meeting on December 11, 2018. Commissioner Johnson noted that the City Council decided to shrike the section of code which refers to providing any open space in a mixed-use zone. They will be holding a public hearing. Commissioner Kelley asked if he thought the change to the minutes would make any difference, Commissioner Johnson said the minutes would not change anything. V. ADMINISTRATIVE REPORT: There was no administrative report. VI. PUBLIC COMMENT: There was no public eminent. VII. COMMISSION BUSINESS: Public Hearing: CTA -2018-0004: A city -initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60, Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist Chaz Bates gave a presentation to the Commission explaining the proposed amendment to SVMC Title 21, which would add a new chapter, 21.60 Centennial Business Park Planned Action Ordinance (PAO). The area is located in the northeast industrial area of the City, bordered primarily by Hodges Road, Euclid Avenue, Trent Avenue and Flora Road. A planned action ordinance is a focused environmental analysis that allows for a more efficient permitting process, Impacts to the area can viewed holistically and in greater depth. Mitigation measures are right -sized for the area and proportionate to the industries that will locate 2018-12-13 Planning Commission Minutes Page 2 of 4 there. Traffic is the biggest mitigation factor. Those impacts can be identified and mitigation factors funded with this plan. It is voluntary to participate in the PAO. This process will reduce the permitting time for applicants. The City has calculated traffic fees for participating in the PAO, of $2,831.00 based on per trip basis. This number is based on peak PM hour trips and the evaluation of what we believe those infrastructure improvements would cost the City to put in. Mr. Bates said the City decided to undertake this project because the Comprehensive Plan was a data driven product, which requires data driven strategic economic investments to support opportunities and growth. This action provides an incentive for future development by leveraging federal, state and regional resources. This PAO will reduce risk, create a predictable permitting process and reduce the permit time line for new businesses. It makes the costs and expected requirements known earlier in the permitting timeline.. It identifies the capital improvements that are right -sized for the area. This also happens to be one of the Greater Spokane Valley Chamber's BIG 5 initiatives, building a greater vision of an enterprising identity The PAO process started in 2016 with a grant to begin the studies necessary to supplement the Environmental Impact Statement (EIS) done for the 2016 Comprehensive Plan update. The Technical Advisory Committee had members from Spokane County, Spokane Regional Transportation Council (SRTC), Avista, Department of Commerce, City of Liberty Lake, Spokane Regional Clean Air Agency, Washington State Department of Transportation (WSDOT), Union Pacific railroad, Utilities Trade Commission (UTC), and Fehr & Peers. Fehr & Peers are the transportation consultants hired by the City to help conduct the studies necessary to supplement the Comprehensive Plan EIS. The existing conditions reports showed the area had limited connectivity, the land was vacant, there were no critical areas, it was zoned industrial, there was limited infrastructure, good access to rail and truck routes and Barker Road is key for growth in the area. The EIS that was completed when the Comprehensive Plan was updated looked at the economic welfare of the City and addressed land use, transportation, housing and the natural environment. The supplemental for this area looked at air quality, surface water and water runoff, historic and cultural preservation, utility provision and supply, and transportation. It also looked at the mitigation factors that need to be addressed for each of these areas. It was determined that during the permitting process, a notice would need to be sent to Spokane Clean Air and Spokane County so that air quality and sewer can be taken into account when a new business moves into the area. Surface water will be addressed by the Spokane Regional Stormwater Manual regulations. An inadvertent disturbance plan includes procedures for the discovery of cultural materials at the time a new building is constructed. Transportation improvements will be necessary to support the increase in industrial development in this area. Improvements to the road system will be needed at Flora and Trent, Barker and I-90, along Barker, extending Garland Avenue to Barker, and the Grade Separation Project at Barker and Trent to move the traffic above the rail lines. By looking at these things ahead of time and planning for them, the items can be improved to support the growth that we know will come. A traffic fee has been generated based on the infrastructure improvements needed to support the growth of the PAO area. For our jurisdiction, it will be $2,831.00 per PM Peak hour trip. Incoming businesses will not have to pay for traffic analysis or frontage improvements, because these will already be done. Spokane County created new forms for applicants applying for building permits to use to inform Spokane County regarding sewer installations. Commissioner Kelley confirmed Consolidated water district were not concerned with the ability to provide water to incoming businesses. Mr. Bates noted the in the future Consolidated plans to replace the Campbell Road line, a line from Euclid to Wellesley, from Barker to Tshirley build a loop and replace the north side of Trent frotn Tshirley to Flora. Consolidated funds improvements through development. It was also confirmed a sewer line runs under Euclid out to where the Katerra plant was built. Commissioner Kelley asked about road improvements being proposed. Mr, Bates discussed the improvements to the intersection at Flora and Trent, Barker improvements from Mission to Trent, and the Barker Grade Separation Project. Commissioner Walton confirmed that the land is currently zoned industrial and Barker is currently expected to handle truck traffic without this PAO. 2018-1213 Planning Commission Minutes Page 3 of 4 Commissioner Johnson asked if the PAO could be expanded. Mr. Bates stated it was possible to expand it; however, the EIS would need to be further supplemented in order for it be expanded. The environmental elements would need to be looked at for each area that one wanted to incorporate into the PAO, Commissioner Rasmussen noted in one place in the report it states no increase in rail traffic. However, in another place it states growth could be 50 to 100%. How will this be handled for emergency traffic tying to cross Trent? After considering where emergency facilities were located, Mr. Bates said he would look at the discrepancy in the report however, with the future grade separation projects it would reduce the worry. Any attempts to control traffic with paint on pavement concerns Commissioner Rasmussen as she sees them as ineffectual in her business of parking enforcement at Eastern Washington University. Mr. Bates stated the suggestion in the report is just one way to mitigate the traffic, but it would require an enforcement effort if this method of mitigation were used. Commissioner Kasehmitter and Johnson asked about the spur and train traffic. Mr. Bates responding saying Katerra could increase the train traffic, but that has yet to be seen. A future spur would not be installed by the City but would have to be added by whichever company had the need for it. There would not be a grade separation project for the spur because most of the traffic would be routed to the larger grade separation project for Barker as a whole. Commissioner Rasmussen opened the public testimony at 6:53 p.m. John Patrouch, 18009 E Riverway Avenue: Mr. Patrouch stated he read the PAO and feels Mr. Bates and Mr. Basinger had done a great job. His issue is light pollution. He said when Old Dominion moved in on the north side of the river, their lights are so bright that he can read at night on his deck on the south side of the river. Wassa is in the old Bayliner building and all of their lights are pointing straight out. He offered that with an industrial area, light trespass to residential areas is still important and something that needs to be considered when permitting projects. The light trespass can travel and it does impact people's property ways a way. He also commented he did not feel there was enough protection for ground water. He was impressed with permit fast tracking, but would like to see the light trespass and ground water protections added. Mr. Basinger commented the City does have lighting standards, which address light trespass. Seeing no one else who wished to testify Commissioner' Rasmussen closed the public hearing at 6:59 pm. Commissioner Walton stated he had spent time going through the documents, and the responses to his questions from the study session and he has found this to be a well-crafted proposal. He has concerns about the transportation growth strategy as it relates to Barker Road. He stated he felt the City should be more proactive elevating some of the transportation issues in relation to Barker traffic increases. He also understands that there are funding issues that go along with attempting to be proactive. Again, he stated he felt happy with the way the document was laid out and he would be supporting the proposal as presented. Commissioner Johnson said he agreed with Commissioner Walton and stated this was how proposals were supposed to work. He commended staff on a fantastic job, stating he would be supporting it. Commissioner Kaschmitter stated the she felt the document was well written. Her only concern was regarding the transpo►dation. She would like to see bus service improved in the area. She also said she would like to see the lighting standards enforced for the residential areas surrounding the proposal. She said she would be supporting the proposal. Commissioner Rasmussen said she felt the document was a great collaborative effort. She was glad to see so many stakeholders had been involved in the development of the project. She stated it was commendable and she would be supporting it. Commissioner Walton commented growth would happen in this area regardless of any actions the Commission takes, water, transportation, sewer will all be issues whether this proposal is passed or not. In his mind, getting this PAO in place is going to allow the City to remain extremely 2018-12-13 Planning Commission Minutes Page 4 of4 competitive and bring in the industry in a way that is going to allow the City to address some of the concerns every Commissioner has voiced at some point regarding the Barker corridor. This is an excellent step in taking the grant money to study the area, to get the ball rolling to put these other processes in place to streamline the permitting process. Commissioner Johnson moved to recommend approval of CTA -2018-0004, the Planned Action Ordinance Chapter 21.60 Centennial Business Park to the City Council. Commissioner Kelley stated he felt the location was excellent being on the northeastern edge of the City. He said there were several ways to handle the traffic, none of which was too difficult to overcome. He commented that he had asked about what kind of jobs would be corning to the area, wondering what kind of other jobs it brings in peripherally. I -Ie said we want industry to bring money back to our community, as well as share it around the country. He is supportive of this proposal. Commissioner Johnson said the largest traffic obstacle had already been funded; the rest of it is in the planning stages. He feels the City is ahead of the game in preparing for this. The vote on the motion to move CTA -2018-0004 forward was five in favor, zero against, and the motion passed. Mr. Basinger shared the City has an interactive map on its website which lays out which transportation projects the City is working on, in which order. The City purposely focused on Barker because of the economic impacts. Pines, also needs a grade separation project, but we knew that this area would bring in high paying manufacturing jobs so we wanted to focus on that first. The next focus will be Pines Grade Separation project. VIII. GOOD OF THE ORDER: Commissioners thanked each other for hard work in 2018 wished each other well in the New Year. IX. ADJOURNMENT: Commissioner Johnson moved to adjourn the meeting at 7:12 p.m. The vote on the motion was unanimous in favor and the motion passed. LILL Wao,,vyt,44.,D I °I Michelle Rasmussen, Chair Date signed Ok% Deanna Horton, Secretary L Chair Rasmussen called the pledge of allegiance. present: James Johnson Danielle Kaschmitter Timothy Kelley Robert McKinley Michael Phillips, absent - excused Michelle Rasmussen Matt Walton Regular Meeting Minutes Spokane Valley Planning Commission Council Chambers — City Hall January 10, 2019 the meeting to order at 6:00 p.m. Commissioners, staff and audience stood for Secretary Deanna Horton took roll and the following members and staff were Erik Lamb, Deputy City Attorney Lori Barlow, Senior Planner Jenny Nickerson, Building Official Chaz Bates, Economic Development Specialist Robin Hutchins, Office Assistant Deanna Horton, Secretary to the Commission Hearing no objections, Chair Rasmussen excused Commissioner Phillips from the meeting. II. AGENDA: Commissioner Johnson moved to amend the January 10, 2019 agenda. He offered to move exchange the study session for CTA -2018-0005 with the annual public records training in order to accommodate the waiting audience. The vote on the motion was six in favor, zero against, and the motion passed. III. MINUTES: Commission Secretary Deanna Horton noted there was a mistake in the October 11, 2018 minutes regarding the outcome of a motion. She explained the vote on the motion for the Findings of Fact for CTA -2018-0003 needs to be corrected from five in favor and zero against, to four in favor, one against with Commissioner Rasmussen dissenting. The Findings will also be corrected to reflect this change. Commissioner Walton moved to amended the previously adopted minutes from October 11 to change the outcome of the vote on the Findings of CTA -2018-0003. The vote on this notion was six in favor, zero against, and this motion passed. Commissioner Johnson moved to approve the minutes from November 15 and December 13, 2018 as presented. There was no discussion. The vote on this motion was six in favor, zero against and the motion passed. IV. COMMISSION REPORTS: Commissioner Johnson reported he attended the Pines Grade Separation Project meeting on November 13, 2018, the City Council and the Human Rights Task Force meeting on January 8, 2019. V. ADMINISTRATIVE REPORT: Senior Planner Lori Barlow reported the advanced agenda was looking to be very busy for the beginning of the year. She stated the Comprehensive Plan amendments would not be on the agenda until February, due to staff needing more time for review and evaluation of the proposals, VL PUBLIC COMMENT: There was no public comment. VII. COMMISSION BUSINESS: Election of Officers: Ms. Horton informed the Commission that according the rules of procedure, Commissioner Johnson had reached his term limit as Vice Chair and would not be able to be elected to that position again. However; Commissioner Rasmussen had only served one term as Chair. She then accepted nominations for the position of Chair of the Planning Commission. Commissioner Rasmussen and Commissioner Johnson were nominated for the position of chair and both accepted the nomination. The vote on this position was as follows: Commissioner James Johnson Danielle Kaschmitter Timothy Kelley Vote Rasmussen Rasmussen Rasmussen 2019-01-10 Planning Commission Minutes Page 2 of4 Robert McKinley Johnson Michelle Rasmussen Johnson Matt Walton Johnson With the vote ending in a tie, Commissioner Rasmussen stated she would step aside and allow Commissioner Johnson to take the chair position. Commissioner Johnson stated he would accept this proposal. Commissioner Walton and Commissioner Rasmussen were nominated for the position of vice chair. Commissioner Rasmussen declined the nomination, Commissioner Walton accepted. There was consensus from the entire Commission to accept Commissioner Walton as the vice chair for the 2019 year. ii. Findings of Fact: CTA -2018-0004: A city -initiated amendment to Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60, Centennial Business Park Planned Action Ordinance (PAO) Economic Development Specialist Chaz Bates explained the Findings of Fact reflected the process and decision the Commission had made regarding CTA -2018-0004, the Planned Action Ordinance, Centennial Business Park. Commissioner Johnson moved to approve the Findings ofFactfor CTA - 2018 -0004. There was no discussion. The vote on the motion was six in favor, zero against and the motion passed. iii. Study Session: CTA -2018-0005: A privately initiated amendment to SVMC 19.60.050 Permitted Use Matrix, 19.40.060 Development Standards — Duplexes, and 19.40.050 Development Standards — Cottage Development. Ms. Barlow gave the Commission a presentation explaining the privately initiated code text amendment CTA -2018-0005 which proposes to amend SVMC 19.60.050 Permitted Use Matrix, 19.40.060 Development Standards -- Duplex, and 19.40.050 Development Standards — Cottages. She stated that all of the changes relate to the R-3 zoning district only. She continued in the Permitted Use Matrix the amendment proposes to change in the line for Duplexes from a 'P' for permitted under the R-3 zoning district to an `S' which would signify that there are additional regulations. On the line for townhomes it would strike the 'P,' and make them prohibited in the R-3 zone. In SVMC 19.40.060 Development Standards -- Duplexes, language would be added which states `Duplexes shall be limited to one duplex per acre. Duplexes shall have separate parcel numbers per each dwelling unit, be non -adjacent across the street from or on opposite corner.' Ms. Barlow stated that when planners are looking at the Permitted Use Matrix and see the 'S' instead of the P they would then look to this language to see these additional regulations to govern where a duplex could be placed in a development. She said the currently duplexes are allowed in the R-3 and the multifamily zones. The proposal does not ask to change any of the other standards for a duplex. She then showed the Commission how it might look if a development were proposed to have a duplexes and where they could be placed. Commissioner Walton asked what would happen if a developer sold the lots in the plat, and someone wanted to come in and build a duplex on one of the lots, outside of the larger development. Would this be a way to get around the intent of the proposal? Ms. Barlow stated that in the past dedication language has been used but the City is reluctant to use this, because the only way to remove that language should the regulations change in the future would be through another process. There would have to be discussion internally as to how to implement the proposal should it be adopted. She hoped to look at these applications further in the staff report for the public hearing. Commissioner Kelley confirmed that it did not matter who owned the lots, it would only allow one duplex per acre. If the land was divided into four lots, and one person built a duplex, the other three would not be able to do so. Commissioner Rasmussen asked how many parcels of land this would affect. Ms. Barlow stated she did not know, but would try and work to figure it out, but it might not show what is completely under utilized. 2019-01-10 Planning Commission Minutes Page 3 of 4 Commissioner Walton asked if there are other jurisdictions had these same types of restrictions. Ms. Barlow said she could look to some jurisdictions lying further away from the City, however she had looked the surrounding jurisdictions and did not find any regulations built into those codes which were similar to this. Spokane County had used plats in the past to keep the density to a certain number, which they felt was not an effective way to manage density. In fact, Spokane County was changing their regulations to eliminate barriers in order to make it easier to develop duplexes, and they are increasing the density in some of their urban districts. Commissioner Rasmussen asked how the proposal affected the City's Comprehensive Plan in respect to the Growth Management Plan and capacity to handle population growth. Ms. Barlow stated in theory it should not have any effect, because our density is six units per acre, it does not matter if it is single family homes or duplexes, six structures verses three structures, the density is still six units. Ms. Barlow continued explaining the proposal looks to add language SVMC 19.40.050 (C) `In - whole purchase of any development by one entity in the R-3 zone is prohibited.' This would prohibit a single owner from owning all of a cottage development. Commissioner Walton asked if this would apply to the cottage structure, meaning the entire area developed into cottages or would it apply to the land someone would purchase and create for development into that purpose? Would it be prohibited for a developer to come in, buy the land, develop a cottage development and then sell off the individual cottages as separate pieces? Ms. Barlow said the way the language is written it would prohibit the entire development being owned by a single entity. Someone could own the underlying land and common areas, but individuals would own the separate living structures. This would insure that the cottages would be owner occupied and not a rental community. After Commissioner Kelley tried to clarify how someone could develop a cottage development, Ms. Barlow said she would have to have more discussions with other staff members in order to try and work through this, because as it written this would prohibit a cottage development. Ms. Barlow stated the public hearing for this amendment has been scheduled for January 24, 2019. iv. Annual Training: Public Records Act, Open Public Meetings, Appearance of Fairness. Deputy City Attorney Erik Lamb gave the Commission and staff in attendance training on how to handle public records, the Public Records Act, public meetings, and the appearance of fairness. VIII. GOOD OF THE ORDER: Commissioner Johnson stated he would not be able to attend the January 24, 2019 meeting. Commissioner Walton said he would like to reflect on the work the Commission put into CTA -2018- 0003, which was the city initiated amendment regarding open space requirements in mixed use zones. He said he felt like the Commission put in a tremendous amount of work, reflection and it reflects tremendous on this body. Especially when you consider the amount of regarding the subject, the very vague nature of the proposal that City Council submitted to us, in terms of having us look at this subject. I felt we created a very reasoned approach to not only addressing the concern Council brought to us, in the fee -in -lieu of but also in terms of helping to define for future development what mixed use really means. After reviewing the January 8, 2019 City Council video and looking at their decision to go against the Planning Commission, I am personally extremely disappointed in the direction the City Council chose to take. It disregards the hard work the Commission put in that. Each of you individually spent a lot of time, not only addressing the information we had, but in providing guidance to the planners. I just wanted to recognize that again. It is difficult not to take it personally when you have a lot of work you put into something and then have it disregarded by a different body, but in this case, I understand the direction the City Council chose to take, but I very strongly disagree with it. The entire intent of an elected body, as well as a body appointed by that elected body, is to govern on behalf of the people. In terms of what we have seen for public comment, from members of the community showing up at public meetings, and being engaged the public very clearly cares about maintaining the character of Spokane Valley. Simply saying we wish to take government out of actions so we can maintain the maximum amount of freedom, in my view is an abdication of our responsibilities to the community and to the citizens who elected the City Council, who appointed us as a Commission. While I understand the City Council had a role to play, and that role for their own individual sakes meant they 2019-01-10 Planning Commission Minutes Page 4 of 4 had to exercise their conscious to make a decision that went against the Planning Commission. I truly feel the Planning Commission created a legislative action for consideration by the elected individuals which would truly create a situation that was pro -growth and pro -character of Spokane Valley. It would have satisfied both sides of an ongoing and heated discussion that continues and was evident from watching the videos from January 8, 2019 and the meetings previous to that. I wanted to go on the record that 1 feel the City Council erred in making the decision they did and that this body made the correct determination by explaining what mixed use was and by also basically creating a scenario that allowed both residential and mixed use development while still discouraging the strictly residential that members of the City Council indicated they were not necessarily for, but then voted to affirm that particular stance. Commissioner Rasmussen thanked the Commission members for their support while she chaired the Commission in the last year. IX. ADJOURNMENT: Commissioner Johnson moved to adjourn the meeting at 7:12 p.m. The vote on the motion was unanimous in favor and the motion passed. Michelle Rasmussen, Chair Date signed Deanna Horton, Secretary Spokane .000Valley COMMUNITY AND PUBLIC WORKS ECONOMIC DEVELOPMENT DIVISION PUBLIC HEARING STAFF REPORT TO THE PLANNING COMMISSION CTA -2018-0004 STAFF REPORT DATE: December 6, 2018 HEARING DATE AND LOCATION: A public hearing is scheduled for December 13, 2018, beginning at 6:00 p.m. in the Spokane Valley City Hall Council Chambers at 10210 East Sprague Avenue, Spokane Valley, Washington 99206. PROPOSAL DESCRIPTION: The proposed amendment is a City -initiated text amendment to Title 21 of the Spokane Valley Municipal Code (SVMC). The proposed amendment will create a new chapter 21.60 SVMC Centennial Business Park Planned Action. APPROVAL CRITERIA: Spokane Valley Comprehensive Plan 2017-2037; SVMC 17.80.150 and 19.30.040. SUMMARY OF CONCLUSIONS: The proposed new chapter 21.60 SVMC is consistent with the goals and policies of the Comprehensive Plan and the criteria for review and approval of the SVMC. STAFF CONTACT: Mike Basinger, AICP, Economic Development Manager; Chaz Bates, AICP, Economic Development Specialist ATTACHMENTS: Exhibit 1: Draft Centennial Business Park Planned Action Ordinance (chapter 21.60 SVMC) Exhibit 2: Draft Supplemental Environmental Impact Statement (DSEIS) Exhibit 3: Presentation APPLICATION PROCESSING: Chapter 17.80 SVMC, Permit Processing Procedures. The following table summarizes the procedural steps for the proposal. Process Date SEPA — DS and Scoping Notice Issued March 3, 2017 Department of Commerce 60 -day Notice of Intent to Adopt Amendment November 23, 2018 SEPA — DSEIS and Notice of Availability November 23, 2018 Published Notice of Public Hearing November 23, 2018 PROPOSAL BACKGROUND: In December of 2016, the City was awarded a competitive grant by the Washington State Department of Commerce for $114,200 to complete a planned action ordinance (PAO) for the Centennial Business Park (formerly identified as Northeast Industrial Area). The Northeast Industrial Area was identified as a community priority in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). The area was identified as a community priority for industrial development in the City's Comprehensive Plan and Final Environmental Impact Statement (FEIS). See page 7-129 of the Comprehensive Plan. The PAO is a tool that may be used by developers to streamline the permitting process for industrial development in the Centennial Business Park. The City has been working with a transportation consultant and a Technical Advisory Committee (TAC) since 2017 to develop a Draft Supplemental Environmental Impact Statement (DSEIS) that supports the adoption of a PAO. The TAC is comprised of state and local agencies with technical transportation expertise, property owners, utility providers, and City staff who helped scope, edit, and provide input into the DSEIS. The transportation analysis was thoroughly vetted by Spokane Regional Transportation Council to ensure future land use assumptions were consistent with regional model. Neighboring jurisdictions Staff Report and Recommendation CTA -2018-0004 examined the modeling effort in substantial detail to ensure impacts of future development were accounted for in the PAO area. The PAO code text amendment identifies the procedure for designating projects as Planned Actions consistent with the DSEIS and SEPA. Projects that meet the PAO criteria have the option to use the environmental analysis and mitigations identified. Being designated a Planned Action is strictly voluntary and provides predictability and time savings for projects because projects that meet the criteria and qualifications for a planned action shall not require an additional SEPA threshold determination, an EIS, SEPA appeal, or any additional review pursuant to SEPA. If applicants chose to not use the PAO, they will proceed through the existing permitting process. Analysis: The 2017-2037 Comprehensive Plan and Final Environmental Impact Statement (FEIS) analyzed the industrial designation through the year 2037 in the area for the proposed PAO. The Comprehensive Plan and FEIS assumes a total of 4,000 employees within the project area. The SEIS completed for the PAO code text amendment provides supplemental environmental review identifying specific mitigations to support the future industrial development. The supplemental analysis allows industrial development to be streamlined in a limited area. The PAO will be limited to industrial development and confined to the area known as Centennial Business Park, shown in Figure 1 below. PAO Boundary , 'vt66e BNSF Mainline Figure 1: Planned Action Area The Comprehensive Plan identifies the northeast portion of the City as appropriate for industrial development. The Comprehensive Plan also identifies infrastructure improvements and continuing coordination as essential to achieving the City's vision for this area. The proposed PAO code text amendment and related SEIS will assist in achieving the City's vision for the area. Pursuant to SEPA, the SEIS provides additional project level review for a defined geographic area. The SEIS supplements the Comprehensive Plan FEIS with the following environmental elements: Transportation — systems, traffic, Page 2 of 5 Staff Report and Recommendation CTA -2018-0004 circulation; Water — runoff/absorption, supply; Air — quality, odor. These elements of the environment were identified as needing additional information and were included as part of the Determination of Significance and Scoping Notice issued in March, 2017. No additional elements needing analysis were identified during the scoping process. The table below summarizes the impacts to the elements of the environment analyzed in the SEIS as well as the mitigation measures to address those impacts. For a complete discussion of the elements of the environment considered please refer to Section 3 in the SEIS. Table 1: Summary of Potential Impacts and Mitigation Measures Environmental Element Impacts Mitigation Air Quality Increased industrial development is likely to increase impacts to air quality including ambient air quality, point source impacts, and increased motorized transportation emissions. — Use existing regulations for ambient air quality and transportation related emissions. — Provide notice to agencies responsible for point source pollution permits Surface Water and Water Runoff Increased development on vacant land will increase impervious surface from rooftops, parking area and access drives. — Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater Historic and Cultural Resources Increased development will increase land disturbance activities. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development. — Require an inadvertent disturbance plan that includes procedures for the discovery of cultural materials and human skeletal material Utility Provision Increased development will require water, sewer, telecommunication, natural gas, and power. — Various improvements already identified in respective improvement programs (water & sewer). — Ensure adequate notice for potential projects during land use or building permit action. Transportation Increased demand on various local and arterial streets. — Various transportation improvements, including grade separation of Barker, widening of Barker, and Barker I-90 interchange The adoption of the PAO code text amendment for the Centennial Business Park supports the industrial development envisioned in the Comprehensive Plan, and the mitigation measures identified in the SEIS adequately supplement the Comprehensive Plan and FEIS. The PAO and SEIS provide a comprehensive analysis of the potential impacts that may result from increased industrial development in the Centennial Business Park. Industrial development within the PAO is assumed to occur at the same intensity and location identified in the adopted Comprehensive Plan, FEIS and implementing development regulations. The PAO analyzes the impacts of future development and provides appropriate mitigations making the permit process more predictable and efficient for industrial development in the Centennial Business Park. A. FINDINGS AND CONCLUSIONS SPECIFIC TO THE MUNICIPAL CODE TEXT AMENDMENT 1. Compliance with Title 17 (General Provisions) of the Spokane Valley Municipal Code a. Findings: SVMC 17.80.150(F) Municipal Code Text Amendment Approval Criteria i. The City may approve Municipal Code Text amendment, if it finds that: Page 3 of 5 Staff Report and Recommendation CTA -2018-0004 (1) The proposed text amendment is consistent with the applicable provisions of the Comprehensive Plan; Staff Analysis: The proposed amendment is supported by the Comprehensive Plan and is consistent with the following goals and policies: ED -G1 Support economic opportunities and employment growth for Spokane Valley. ED -G3 Balance economic development with community development priorities and fiscal sustainability. ED -G6 Maintain a positive business climate that strives for flexibility, predictability and stability ED -P3 Encourage businesses that provide jobs and grow local markets. ED -P4 Promote key retail, office and industrial opportunity sites, as identified in the City's economic development studies and other planning documents (e.g. Certified Sites). ED -P6 Promote the development or redevelopment of vacant and underutilized properties, particularly those with potential to serve as a catalyst for economic development. ED -P8 Provide and maintain an infrastructure system that supports Spokane Valley's economic development priorities. ED -P11 Leverage federal, state, and regional economic development resources and programs for City economic development purposes. LU -G4: Ensure that land use plans, regulations, review processes, and infrastructure improvements support economic growth and vitality. LU -P9: Provide supportive regulations for new and innovative development types on commercial, industrial, and mixed use land. T -G1 Ensure that the transportation system and investments in transportation infrastructure are designed to improve quality of life or support economic development priorities. T -P9 Provide and maintain quality street, sidewalk, and shared -use path surfaces that provide a safe environment for all users. CF -P6 Ensure that facilities and services meet minimum Level of Service standards. (2) The proposed amendment bears a substantial relation to public health, safety, welfare, and protection of the environment; Staff Analysis: The code text amendment and supporting environmental analysis identifies the potential impacts that may result from increased industrial development in a specified geographic area. Under existing regulations and standards industrial development would occur at the same intensity and location but development would be evaluated and potentially mitigated on a project -by -project basis. The proposed amendment articulates the anticipated location and intensity of industrial development in the area and provides appropriate mitigation measures to protect the public health, safety, welfare, and protection of the environment. b. Conclusion(s): The proposed text amendment is consistent with the approval criteria contained in the SVMC 17.80.150(F). Page 4 of 5 Staff Report and Recommendation CTA -2018-0004 2. Finding and Conclusions Specific to Public Comments a. Findings: The amendment is subject to 60 -day notice of intent to adopt. The Notice of Availability and public comment period started on November 23, 2018 with the 60 -day comment period ending January 22, 2019. b. Conclusion(s): Adequate public noticing has been provided for CTA -2018-0004 in accordance with adopted public noticing procedures. 3. Finding and Conclusions Specific to Agency Comments a. Findings: A number of agencies, including, Washington State Department of Transportation, Spokane County, Spokane Regional Transportation Council, Spokane Clean Air, Washington State Utilities and Transportation Commission, Avista, and Liberty Lake were participants on the TAC. TAC members have provided input and comments that have been incorporated throughout the SEIS and code text amendment. The amendment is subject to 60 -day notice of intent to adopt. The Notice of Availability and public comment period started on November 23, 2018 with the 60 -day comment period ending January 22, 2019. b. Conclusion(s): Adequate public noticing has been provided for CTA -2018-0004 in accordance with adopted public noticing procedures. B. CONCLUSION For the reasons set forth in Section A the proposed code text amendment to create a new chapter 21.60 SVMC, adopting a Planned Action Ordinance is consistent with the requirements of SVMC 17.80.150(F) and the Comprehensive Plan. Page 5 of 5 Centennial Business Park Planned Action Ordinance SEPA Analysis FACT SHEET NAME OF PROPOSAL The City of Spokane Valley Centennial Business Park Planned Action Ordinance. PROPOSED ACTION The City of Spokane Valley plans to adopt a Planned Action Ordinance (PAO) to support and streamline environmental permitting in the City's Centennial Business Park. The PAO designation would apply to industrial development within the envelope analyzed in this SEIS. PROPONENT City of Spokane Valley LOCATION The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north, the Union Pacific line on the south, and the city limits on the east. The approximate center of the project area can be further located at 47°41'32.2"N 117°09'48.2"W. PREVIOUS ACTION TAKEN The City of Spokane Valley completed an Environmental Impact Statement (EIS) on the 2017- 2037 Comprehensive Plan. This 2017 Planned Action Supplemental EIS incorporates by reference and supplements the analysis contained in the 2017 — 2037 Comprehensive Plan EIS. DATE OF IMPLEMENTATION 2017-2040 —Market driven phased development LEAD AGENCY City of Spokane Valley 10210 E Sprague Avenue Spokane Valley, WA 99206 SEPA RESPONSIBLE OFFICIAL Mike Basinger, AICP, Senior Planner 509-720-5331 mbasinger@spokanevalley.org CONTACT PERSON Chaz Bates, AICP, Economic Development Specialist 509-720-5337 cbates@spokanevalley.org. REQUIRED APPROVALS AND/OR PERMITS Planned Action Ordinance adoption by Spokane Valley City Council. AUTHORS AND PRINCIPAL CONTRIBUTORS TO THIS EIS This City of Spokane Valley Comprehensive Plan/Final Environmental Impact Statement has been prepared under the direction of the City of Spokane Valley, as SEPA Lead Agency. DATE OF DRAFT SEIS ISSUANCE November 23, 2018 DATE OF COMMENTS DUE January 22, 2019 AVAILABILITY OF THE SEIS Notice of Availability and copies of the Comprehensive Plan/FEIS and supporting development regulations have been distributed to agencies, organizations, and individuals noted on the Distribution List (Section 3.3 of this document). The complete 2017-2037 Comprehensive Plan, FEIS, and supporting regulations are available for download at the project website: www.spokanevalley.org/CP. The complete CBP-SEIS and associated draft development code are available at: www. spokanevalley.org/PlannedAction Copies of these documents are also available for public review at the following location: Spokane Valley City Hall 10210 East Sprague Avenue Spokane Valley, WA 99206 Section 1: Concise Summary of Alternatives Section 1.0: Summary 6 1.1 Introduction 6 1.2 Proposed Action and Location 6 1.3 Discussion of Alternatives and Phasing 7 1.4 Summary of Potential Impacts and Mitigation Measures 7 1.5 Issues to be Resolved 8 1.6 Significant Unavoidable Adverse Impacts 8 Section 2.0: Description of proposal 9 2.1 Introduction 9 2.2 Planned Action Process 9 2.3 Environmental Review 9 2.4 Proposed Action 10 2.5 Benefits and Disadvantages of Delaying the Proposed Action 10 2.6 Major Issues to be Resolved 10 Setion 3.0: Affected Environment, Impacts, and mitigation 11 3.1 Air Quality 11 Affected Environment 11 Impacts 12 Mitigations 13 3.2: Surface Water and Water Runoff 14 Affected Environment 14 Impacts 15 Mitigations 15 3.3 Historic and cultural preservation 15 Affected Environment 15 Impacts 16 Mitigations 16 3.4 Utility Provision and Supply 17 Affected Environment 17 Impacts 19 Mitigations 20 3.5 Transportation 22 Affected Environment 22 Impacts 27 Mitigations 38 Section 4.0: Notices 43 4.1 Determination of Significance and Scoping 43 4.2 Draft EIS and Document Availablity 44 4.3 Distribution List 46 3.4 Final EIS and Document Availablity 46 Section 5.0 Response to Comments 49 5.1 Comments and Responses on the Scope 49 5.2 Comments and Responses on the DEIS 49 Appendix A: Existing Transportation Conditions Report for Spokane Valley Northeast Industrial Area PAO Appendix B: Spokane Valley Northeast Industrial Area PAO Traffic Analysis for Phase 1, Phase 2, and Phase 3 Appendix C: Infrastructure Plan for the Spokane Valley Northeast Industrial Area PAO1 Appendix D: General Sewer Summary Packet for Planned Action Ordinance Applications 1 The documents that comprise Appendix A, B, and C were developed prior to naming the area Centennial Business Park, the Northeast Industrial Area and Centennial Business Park are synonymous. SECTION 1.0: SUMMARY 1.1 Introduction This section summarizes the information contained in the Planned Action Supplemental Environmental Impact Statement (SEIS) for the City's Centennial Business Park (CBP-SEIS). It contains a summary of impacts, mitigation measures, and significant unavoidable adverse impacts. The summary is intentionally brief; the reader should consult individual sections of the SEIS for detailed information concerning the affected environment, impacts, and mitigation measures. 1.2 Proposed Action and Location Proposed Action An adoption of an ordinance designating a portion of the City of Spokane Valley's Centennial Business Park as a Planned Action for the purposes of the State Environmental Policy Act (SEPA) compliance. The Planned Action designation would apply to proposed industrial development within the envelope analyzed in this SEIS. The Planned Action designation would apply to development that occurs through the end of 2040. Location The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north, the Union Pacific line on the south, and the city limits on the east, and includes the south 3/4 of Section 6, the west 1/2 of Section 5, and a north portion of Township 25 North, Range 45 East, Willamette Meridian. The approximate center of the project area can be further located at 47°41'32.2"N 117°09'48.2"W (see Figure 1). PAO Boundary Figure 1: Centennial Business Park Planned Action Ordinance Area Section 3: Affected Environment, Impacts, and Mitigations City Limits 1(3 61Page 1.3 Discussion of Alternatives and Phasing The SEIS dos not evaluate discrete alternatives since it proposes to use the adopted alternative in the 2017-2037 Comprehensive Plan and FEIS as the ceiling for build -out. Instead, this SEIS provides additional project level detail for a defined geographic area for elements not adequately addressed in the original document (Transportation — systems, traffic, circulation; Water — runoff/absorption, supply; Air — quality, odor). In other words, the Centennial Business Park — Supplemental Environmental Impact Analysis (CBP-SEIS) is an implementation to the adopted FEIS instead of offering an alternative to it. 1.4 Summary of Potential Impacts and Mitigation Measures Table 1-1 provides a summary of the environmental impacts for each element of the environment evaluated in Section 3 of the SEIS. For a complete discussion of the elements of the environment considered in this SEIS, please refer to Section 3. Table 1: Summary of Potential Impacts and Miti:ation Measures Environmental Element Air Quality Impacts Mitigation Increased industrial development is likely to increase impacts to air quality including ambient air quality, point source impacts, and increased motorized transportation emissions. Use existing regulations for ambient air quality and transportation related emissions. Provide notice to agency(ies) responsible for point source pollution permits Surface Water and Water Runoff Increased development on vacant land will increase impervious surface from rooftops, parking area and access drives. Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater Historic and Cultural Resources Increased development will increase land disturbance activities. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development. - Require an inadvertent disturbance plan that includes procedures for the discovery of cultural materials and human skeletal material Utility Provision Increased development will require water, sewer, telecommunication, natural gas, and power. Various improvements already identified in respective improvement programs (water & sewer). Ensure adequate notice for potential projects during land use or building permit action. Transportation Increased demand on various local and arterial streets. Various transportation improvements, including grade separation of Barker, widening of Barker, and Barker I-90 interchange Section 3: Affected Environment, Impacts, and Mitigations 71 Page 1.5 Issues to be Resolved Adoption of the Planned Action Ordinance supports development and expansion of the Centennial Business Park (CBP) with industrial development consistent with the City of Spokane Valley Comprehensive Plan 207-2037. The key environmental issue facing decision makers is the impact of additional traffic on the area roadways and the mitigating measures to address such impacts. 1.6 Significant Unavoidable Adverse Impacts Transportation The development of the CBP would generate additional traffic volumes on the area's transportation network. Increases in congestion at intersections and along corridors will result in significant, unavoidable, adverse impacts on the transportation system. However, the improvements proposed will increase capacity and mitigate undesired impacts, reducing the impacts on the system to the adopted level of service. Section 3: Affected Environment, Impacts, and Mitigations 8 I Page SECTION 2.0: DESCRIPTION OF PROPOSAL 2.1 Introduction The 2017-2037 Comprehensive Plan and FEIS covered the analysis for the industrial designation in the proposed area through the year 2037. This SEIS adds additional information to support the adoption of a Planned Action for industrial development in the area. The proposal assumes an approximate total of 4,000 employees within the project area; 3,200 more over existing conditions. The employees generally translates to approximately 4 to 6 million square feet of building area. 2.2 Planned Action Process Planned Action Overview WAC 197-11-164 defines a Planned Action. The City proposes to designate the Centennial Business Park as a Planned Action, pursuant to SEPA and implementing rules. As shown in Figure 1, the project area is generally bounded Flora Road on the west, Trent Avenue on the north, the City limits on the east, and the Union Pacific mainline and Euclid Avenue on the south. Spokane Valley will follow applicable procedures, described generally below, to review proposed projects within the project area through the land use review process associated with each project to determine their impacts and impose any appropriate development conditions. Planned Action EIS The significant environmental impacts of projects designated as Planned Actions must be identified and adequately analyzed in an EIS (WAC 197-11-164). The City anticipates supplementing the 2017-2037 Comprehensive Plan and FEIS with additional project level detail for elements not adequately addressed in the original document for the Planned Action. This supplement includes transportation analysis, water, runoff/absorption, supply; and air quality and odor. Planned Action Ordinance According to WAC 197-11-168, the ordinance designating the Planned Action shall: • Describe the type(s) of project action being designated as a Planned Action; • Describe how the Planned Action meets the criteria in WAC 197-11-164 (including specific reference to the EIS that addresses any significant environmental impacts of the planned action); • Include a finding that the environmental impacts of the Planned Action have been identified and adequately addressed in the EIS, subject to project review under WAC 197-11-172; and • Identify any specific mitigation measures other than applicable development regulations that must be applied to a project for it to qualify as the Planned Action. Following the completion of this SEIS process, Spokane Valley will adopt the Planned Action designation by ordinance in 2017. 2.3 Environmental Review 2017-2037 Comprehensive Plan and FEIS The City of Spokane Valley completed the 2017-2037 Comprehensive Plan and Environmental Impact Statement in December of 2016. The elements of the environment that were considered in the EIS included economic welfare, land use, transportation, housing, and natural environment. This Planned Action Supplemental EIS incorporates by reference and Section 3: Affected Environment, Impacts, and Mitigations 9 1 P a g e supplements the analysis contained in the 2017-2037 Comprehensive Plan and Environmental Impact Statement. 2.4 Proposed Action The proposal is to adopt a Planned Action for the City of Spokane Valley's Centennial Business Park. The area that would be the subject to the Planned Action is seen in Figure 1. The proposal assumes the build -out proposed in the Comprehensive Plan EIS, roughly an additional 4-6 million square feet of industrial development and 4,000 employees (3,200 over existing conditions) over the 20 year plan horizon. These growth levels are consistent with the adopted comprehensive plan and represent the analysis ceiling for the Planned Action. Since the Planned Action assumes the same level and type of growth analyzed in the comprehensive plan, this analysis does not contain distinct alternatives. 2.5 Benefits and Disadvantages of Delaying the Proposed Action The Proposed Action includes adoption of a Planned Action Ordinance for future development in the Centennial Business Park. There is no benefit to delaying the implementation of the Proposed Action. The expected and planned for growth in the area is allowed under existing policy and regulation, and the Planned Action allows for a comprehensive analysis of impacts of the planned for growth and a more efficient permit process. 2.6 Major Issues to be Resolved Adoption of a Planned Action Ordinance would support development and re -development of the area to an industrial character consistent with the comprehensive plan. The key environmental issue facing decision -makers is the impact of additional traffic on area roadways and mitigating measures to address such impacts. Section 3: Affected Environment, Impacts, and Mitigations 10 I Page SETION 3.0: AFFECTED ENVIRONMENT, IMPACTS, AND MITIGATION 3.1 Air Quality Affected Environment Ambient Air Quality The Clean Air Act (CAA), as amended in 1990, governs air quality in the United States. Its counterpart in Washington State is the Washington Clean Air Act of 1991. These laws set standards for the concentration of pollutants that can be in the air. At the federal level, the Environmental Protection Agency (EPA) administers the CAA. The Washington Clean Air Act is administered by Ecology at the state level and by local clean air agencies at the regional levels. Spokane Regional Clean Air Agency (Spokane Clean Air) enforces federal, state and local regulations to reduce air pollution for areas within Spokane County. The U.S. EPA sets National Ambient Air Quality Standards (NAAQS) for six criteria pollutants: Carbon Monoxide, Lead, Nitrogen Dioxide, Ozone, Particle Pollution, and Sulfur Dioxide. The purpose of these standards is to prevent air pollution from reaching levels that harm public health and welfare. The CAA requires states to develop plans for protecting and maintaining air quality in all areas of the state. It also requires states to develop specific plans for bringing nonattainment areas back into attainment. The plans are called State Implementation Plans (SIPs). In the past, the Spokane region has been in nonattainment for carbon monoxide (CO) and Particulate Matter (PM10) and as such Spokane Clean Air in conjunction with the Washington State Department of Ecology have developed a SIPs for both PM10 and CO. The SIP for PM10 explains how the area will continue to meet the federal standard for PM10 through 2025. The SIP for CO demonstrates that the area will be in compliance with the NAAQS (40 CFR part 50) through 2025. Ground -level ozone poses health risks to humans, animals, and plant life. Primarily a concern during the hot summer months, ozone is formed as a result of photo -chemical reactions between nitrogen oxides and volatile organic compounds in the presence of sunlight and heat. Both nitrogen oxides and volatile organic compounds can be emitted directly from industrial, mobile, and consumer sources. Transportation Air Quality Regionally significant transportation projects (regardless of the source of funding) proposed for construction within nonattainment areas or maintenance areas are subject to the Transportation Conformity regulations specified under federal regulations (EPA 40 CFR Parts 51 and 93) and state regulations (Chapters 173-420 of WAC). The Spokane Regional Transportation Council (SRTC) classifies a project as regionally significant as, in part, projects that serve roads federally classified as a principal arterial, highway or freeway and alters the number of through -lanes for motor vehicles for a length greater than a half mile, or impacts a freeway or freeway interchange (other than maintenance projects federally classified as a principal include constructing or widening new roadways and widening signalized intersections; the SRTC Policy Board can also determine a project as regionally significant. SRTC's Metropolitan Transportation Plan, Horizon 2040, demonstrates that future carbon monoxide (CO) emissions from the 2010, 2030, and 2040 future project conditions are all well below the CO Motor Vehicle Emissions Budget (MVEB) of 558,000 lbs/day as required by the approved CO Maintenance Plan. In December of 2016, SRTC certified that the Section 3: Affected Environment, Impacts, and Mitigations 11 I Page transportation related provisions in the City's adopted Comprehensive Plan are generally consistent with the Revised Code of Washington, including the Growth Management Act, and SRTC's RTP Horizon 2040. The plan included the 2017-2022 TIP roadway projects with the Centennial Business Park. • Barker and Trent Burlington Northern Santa Fe Railroad Grade Separation, • Barker Road street widening 3 lane urban arterial from Spokane River to Euclid Avenue, • Interstate 90 and Barker Interchange improvements Point Source Air Quality While the single largest contributor to most criteria pollutant emissions is derived from on - road vehicles, secondary sources of emissions are derived from commercial and industrial land uses. Additional point pollution sources include space heating equipment (e.g., gas and diesel) and wood -burning appliance emissions. Spokane Clean Air issues three types of permits: • Notice of Intent (NOI) — Required for a portable source installed at a specific site temporarily, not to exceed 12 consecutive months. NOC required the first time a portable source is installed and operated • Notice of Construction (NOC) - construction, installation, replacement or modification of air contaminant sources, emissions units or air pollution control equipment; required to register the permit annually • Air Operating Permit (AOP) - Issued to major sources of air pollution and other sources identified by EPA; required to register the permit annually Spokane Clean Air maintains a list of classes of stationary sources that require a permit, which are identified in Regulation I, Article IV Exhibit R2 of the Spokane Regional Clean Air Agency. Below is a partial list of the types of operations regulated based on air emissions: • Asphalt Plant • Boiler • Coffee Roaster • Crematory • Emergency Generator Sets • Lithographic Printing • Resin/Gelcoat Operations • Baghouse • Chrome Plating • Concrete Batch Plant • Crushing Operations • Furnaces/Ovens • Paint Booth • Solvent Cleaning, Stripping Impacts Ambient Air Quality Increased industrial and commercial development within the Centennial Business Park are likely to have minimal in impacts to NAAQS criteria pollutants (Carbon Monoxide, Lead, Nitrogen Dioxide, Ozone, Particle Pollution, and Sulfur Dioxide). The SIP for PM10 explains how the area will continue to meet the federal standard for PM10 through 2025. The SIP for CO demonstrates that the area will be in compliance with the NAAQS for CO through 2025 and meets EPA requirements for a Limited Maintenance Plan (LMP). 2 www. spokanecleanair.org/documents/regulation_docs/ARTICLE-IV.pdf Section 3: Affected Environment, Impacts, and Mitigations 12 1 Page Transportation Air Quality The single largest contributor to most criteria pollutant emissions is derived from on -road vehicles. The SRTC Metropolitan Transportation Plan for Spokane County concludes that the on -road mobile source CO emissions estimates will remain below the CO Motor Vehicle Emissions Budget of 558,000 lbs./day as required by the approved CO Maintenance Plan. The emissions decreased by 53% from 2010 to 2020 and decreased significantly between 2020, 2030, and 2040. The decrease in emissions are attributed to technological advances in vehicles since VMT is projected to increase over the planning horizon 2010 to 2040. The increases in VMT should be mitigated by vehicle technology allowing the modeled emissions to stay below the MVEB. The City's adopted Comprehensive Plan was certified by SRTC and found generally consistent with the Revised Code of Washington, including the Growth Management Act, and SRTC's RTP Horizon 2040. Point Source Air Quality As of May 2017 the Centennial Business Park has 9 registered commercial and industrial facilities that require a NOC permit and portion of the Kaiser Aluminum Washington facility registered for an Air Operating Permit. The 9 registered facilities area: • Wagstaff, Inc. • Eastside Electric • Eclipse Screen Printing • UTEC Metals / Gillingham Best • Spur Industries • US Wax & Polymer • Greenacres Gypsum & Lime Company • MOCO Engineering • Avista Utilities The adopted Comprehensive Plan and this analysis anticipates a range of industrial type development of 2.9-3.9 million square feet. The exact type of industrial development is unknown. Increased industrial development is likely to increase point source air pollution, and all new point source pollution will be required to comply with Spokane Clean Air permit requirements. Mitigations Ambient Air Quality The SIP for PM10 and CO explains the area will be in compliance with the NAAQS. No mitigations beyond those already required from existing regulations are required. Transportation - Air Quality Transportation project conformity may be required for certain projects. In order to facilitate a streamlined process, projects that could trigger project conformity shall be forwarded to SRTC. This process will be conducted through the evaluation of projects in determining whether they are consistent with the thresholds analyzed in the PAO. Point Source Air Quality Spokane Regional Clean Air Agency (Spokane Clean Air) enforces federal, state and local regulations to reduce air pollution for areas within Spokane County. Spokane Clean Air receives notice of potential commercial and industrial facilities that trigger their permit process either through the building permit notice or SEPA notice. In order to facilitate a streamlined process, projects that could trigger a Spokane Clean Air permit shall be forwarded to Spokane Clean Air. This process will be conducted through the evaluation of projects in determining whether they are consistent with the thresholds analyzed in the PAO. Section 3: Affected Environment, Impacts, and Mitigations 13 1 Page 3.2: Surface Water and Water Runoff Affected Environment The majority of the City is underlain by an extensive, sole -source aquifer that provides high quality drinking water and provides some return flows to the Spokane River. The entire Centennial Business Park lies within the Aquifer Sensitive Area (ASA). A single developed parcel (55075.0231) south of Euclid and Eden sits within the shoreline jurisdiction but outside the shoreline buffer area which is limited by the Union Pacific railroad. Development on parcel 55075.0231 will be subject to the adopted Shoreline Master Program. No other parcels are within the shoreline jurisdiction or any other surface water. The City of Spokane Valley does not have a centralized storm collection or treatment system and generally requires that all stormwater be managed on-site. The soils within the Centennial Business Park are generally well draining and have good to high infiltration rates. The table and figure below display the hydrologic soil groups that occur within the Centennial Business Park. Development projects within the Centennial Business Park are expected to have stormwater management facilities that discharge runoff below the ground surface through Best Management Practice (BMP) techniques such as bioswales and dry wells. The stormwater management facilities will comply with the City of Spokane Valley regulations and the Spokane Regional Stormwater Manual. Figure 2: Hydrologic Soil Group Map Hydrologic SoiFs Map PAO Boundary Hyarobg lc Solt Group 1-1---1-1-71 ^ ^ ff Garrison 14$3r ryam n Pnoebe HSG rw N Ner: esty NSG Section 3: Affected Environment, Impacts, and Mitigations 14 1 P a g e Table 2: Infiltration Rate and Percent Soils in Centennial Business Park Hydrologic Soil Type Infiltration Rate Acres Percent Garrison Good 685 83% Phoebe High 113 14% Hardesty Very slow 26 3% Total 824 Impacts The Centennial Business Park is expected to grow in industrial development. The development will generally occur on vacant land increasing impervious surfaces within the study area from rooftops, parking areas, and access drives. Stormwater will infiltrate the ground and likely enter the groundwater from onsite stormwater management facilities. Stormwater facilities will comply with the Spokane Regional Stormwater Manual and use Best Management Practice (BMP) techniques to address stormwater. Stormwater from parking lots, access drives, and roads will use oil -water separators and bioswales for treatment prior to infiltration. Non -pollution generating surfaces like rooftops will use infiltration galleries or dry wells. The BMPs must be capable of treating flows up to the 10 year 24-hour storm event. Mitigations No mitigations beyond those required by exiting City regulations are proposed. 3.3 Historic and cultural preservation Affected Environment Historic and cultural resources are protected by a variety of state and federal laws. Federal law applies to all projects that involve federal money, permits and/or licenses, and state law applies to local projects. State law includes the Governor's Executive Order 05-05 (EO 05- 05), statutes regarding the protection of cultural resources (WAC 197-11, RCW 27.44, and RCW 27.53), and SEPA. Both RCW 27.44 and RCW 27.53.060 require permits from the Washington State Department of Archaeology and Historic Preservation (DAHP) before excavating, removing, or altering Native American human remains or archaeological resources in Washington. Failure to obtain a permit is punishable by civil fines and other penalties including criminal prosecution. According to the publically available information from DAHP's online database, the Washington Information System for Architectural and Archaeological Records Data (WISAARD), for cultural resource survey reports, archaeological site records, and cemetery records there are no registered or eligible properties within the project area. The databased did identify 27 properties derived from County Assessor building records imported by DAHP into WISAARD in 2011. These assessor derived properties were part of a project to facilitate community and public involvement in stewardship, increasing data accuracy, and providing a versatile planning tool to Certified Local Governments (CLGs) and does not necessarily identify a designated historic property. Section 3: Affected Environment, Impacts, and Mitigations 15 I Page Impacts The Centennial Business Park is primarily vacant and is likely to see increased development over time. The area has been previously disturbed by homesteading, residential subdivisions, roadway construction, utilities, railroad lines, and major industrial development, including a recent gravel mining operation on the north termination of Eden Road. The DAHP predictive model indicates that the Centennial Business Park is primarily is situated in a High to Very High Risk probability area, likely because of the proximity to the Spokane River. However, the modifications to the landscape within the Centennial Business Park there is likely low to moderate probability of intact cultural resources within the area. Mitigations Land disturbing and construction activities shall submit an inadvertent disturbance plan in their scope of work. The inadvertent disturbance plan shall include procedures for the discovery of cultural materials and human skeletal material. • Inadvertent Discovery of Cultural Materials In the event that archaeological deposits are inadvertently discovered during construction in any portion of the AI, ground -disturbing activities should be halted immediately in an area large enough to maintain integrity of the deposits and DAHP should be notified directly. DAHP would then contact the Spokane Tribe of Indians, depending on the nature of the find. • Procedures for the Discovery of Human Skeletal Material Any human remains that are discovered during project -related construction, maintenance, or operation activities will be treated with dignity and respect. In the event that human remains are discovered during construction the following procedures are to be followed to ensure compliance with RCW 68.60: Abandoned and Historic Cemeteries and Historic Graves, and RCW 27.44: Indian Graves and Records. If ground disturbing activities encounter human skeletal remains during the course of construction, then all activity must cease that may cause further disturbance to those remains and the area of the find must be secured and protected from further disturbance. In addition, the finding of human skeletal remains must be reported to the county coroner and local law enforcement in the most expeditious manner possible. The remains should not be touched, moved, or further disturbed. The county coroner will assume jurisdiction over the human skeletal remains and make a determination of whether those remains are forensic or non -forensic. If the county coroner determines the remains are non -forensic, then they will report that finding to DAHP, who will then take jurisdiction over those remains and report them to the appropriate cemeteries and affected tribes. The State Physical Anthropologist will make a determination of whether the remains are Indian or non -Indian and report that finding to any appropriate cemeteries and the affected tribes. DAHP will then handle all consultation with the affected parties as to the future preservation, excavation, and disposition of the remains. Section 3: Affected Environment, Impacts, and Mitigations 16 I Page 3.4 Utility Provision and Supply Affected Environment Water Water service within the Centennial Business Park is provided by Consolidated Irrigation District (CID). The Bureau of Reclamation owns the physical system but CID operates and maintains the system. CID is divided into two independent systems defined by the Spokane River; the North System includes the West Farms, Otis Orchard, East Farms, Granite, and Chinook pressure zones. The Centennial Business Park is within the North System in the West Farms pressure zone. The West Farms pressure zone is within well field 5 and has three wells and one reservoir. CID's retail service area extends beyond the Centennial Business Park and the City of Spokane Valley city limits. CID has coordinated with the City of Spokane Valley, Spokane County, and the City of Liberty Lake in order to ensure that the CID water system plan is consistent with locally adopted plans. The City of Spokane Valley found the water system plan to be consistent with the adopted comprehensive plan and development regulations. CID anticipates that undeveloped areas within Spokane Valley will change from agricultural areas to urban or suburban areas. It is expected that CID will provide service to all new connections within the retail service area when the District's conditions for water service and District Bylaws are met, generally the conditions include: 1. The municipal water supplier has sufficient capacity to serve water in a safe and reliable manner. 2. The service request is consistent with adopted local plans and development regulations. 3. The municipal water supplier has sufficient water rights to provide service. 4. The municipal water supplier can provide service in a timely and reasonable manner. . 4t Water�yDistribution System U rvoe a«, Oaf r-L_I--L_n C, Figure 3: Existing Water Infrastructure Section 3: Affected Environment, Impacts, and Mitigations 171 Page Sewer The County provides wastewater collection, conveyance, treatment, and disposal for areas within the City of Spokane Valley, based on an inter -local agreement established in 2009. In areas where sewer is not currently installed, developer extensions may be required. The adopted level of service standard within the City of Spokane Valley is that public sewer is required for new development consistent with its sewer concurrency requirements. Most of the Centennial Business Park is presently unserved by sewer. In 2017, a mainline sewer was installed in Euclid Avenue along the southern border of the planned action boundary and serves as a start to bringing sewer service to the area. Spokane County designs the collection and transport systems for peak flow conditions so that overflows, backups, and discharges from the system do not occur under normal operating situations. Generally, the collection and transport system will use gravity flow where possible. In areas where use of gravity flow is not possible, pump stations, force mains, and low-pressure sewer mains are used to pump the sewage to a location where gravity flow can be used. Specific design criteria shall conform to the requirements of the Washington State Department of Ecology and Spokane County Environmental Services. The Centennial Business Park Planned Action Area is located in the North Valley Interceptor sewer basin and served by Drainage Basins 7 and 8. Drainage Area 7 is bounded by BNSF on the north, the city limits on the east, Euclid Avenue on the south, and Barker Road on the west. Generally, sewer flows generated in this basin can drain south by gravity in the proposed Barker Road sewer main to the Euclid Avenue sewer main. Easements may be needed for the proposed development to construct sewer and connect to Barker Road. The southern triangular portion of Drainage Area 7 will tie into Barker Road via Euclid Avenue south of the UPRR tracks. Drainage Area 8 is bounded by BNSF to the north, Barker Road on the east, Euclid Avenue on the south, and Flora Road on the west. Tschirley Road and Eden Lane are existing north/south roads that are also in this basin. Sewer flows generated within this drainage area will drain south based on the existing topography. When future gravity sewer mains are constructed in Tschirley Road, Flora Road, or the future east -west Flora/Barker connectors within the basin, these sewer flows would be conveyed south to the North Valley Interceptor through the Euclid Avenue sewer main and Flora Pit sewer extension. Drainage Basin 8 includes the residential platted property at the northwest corner of Barker Road and Euclid Avenue. The residential area is not part of the Centennial Business Park. This residential plat would be served by the proposed Barker Road sewer line draining south or the Euclid Avenue Sewer Main draining west. Drainage Basin 8 also includes a pump station owned by Wagstaff Industries, LLC. The private pump station flows west across Flora Road to the Spokane Business and Industrial Park (SBIP) private sewer system, then south in a force main to an existing manhole and 10" sewer line. The whole Centennial Business Park drains southwest through the new Flora Pit sewer extension line paralleling the Spokane River and connecting to the existing North Valley Interceptor, which drains to the Spokane County Regional Water Reclamation Facility (SCRWRF). The SCRWRF provides treatment to most of Spokane Valley's wastewater. SCRWRF is located at the old Stockyards site east of Freya and south of Trent. The SCRWRF currently has a rated capacity of 8 mgd, but is expandable up to approximately 24 mgd on an average daily basis. Spokane County also has an agreement with the City of Spokane for an additional 10 mgd of treatment capacity at the Riverside Park Water Reclamation Facility Section 3: Affected Environment, Impacts, and Mitigations 18 I Page (RPWRF). The combination of these two treatment facilities has been estimated to handle 20 years of future growth in Spokane Valley. Power, Natural Gas, Telecommunications Avista Utilities provides power to the Centennial Business Park. Avista is statutorily obligated to provide reliable electricity service to its customers at rates, terms, and conditions that are fair, just, reasonable, and sufficient. To determine how to best meet the future electric needs of its customers, Avista produces an Electric Integrated Resource Plan (IRP). The IRP looks ahead 20 years to identify resource strategies and portfolios that will cost-effectively meet customers' long-term needs. Avista Utilities provides power to the Centennial Business Park. To determine how to best meet the future natural gas energy needs of its customers, Avista produces a Natural Gas IRP. The IRP looks ahead 20 years to identify resource strategies and portfolios that will cost effectively meet customers' long-term needs. Internet service is available through multiple providers. CentruryLink and Comcast are the primary cable television and Internet providers. CenturyLink provides Internet service via telephone lines and Comcast provides Internet service via cable. However, numerous cable providers serve the area, and generally, include Internet access service options Impacts Water The Centennial Business Park will see increased industrial development; however, this development is consistent with the adopted comprehensive plan. Consolidated Irrigation District's water system plan indicates that the North System which includes West Farms as an adequate supply to meet 20 -year max day demand and peak hour demand needs. CID plans no improvements to North System supply facilities at this time. The water system plan also includes an alternate design concept analysis that shows the North System has adequate physical storage to meet current and projected 20 -year needs. At this time CID plans no storage improvements for the North System. The water system plan does identify deficiencies within the Centennial Business Park related to the distributions system not meeting the fire flow and pressure criteria in the vicinity of Flora Rd and Tschirley Road. Sewer The planning and design for wastewater treatment and effluent disposal facilities is based on the 20 -year projections of population growth and current water quality criteria as established by the Washington State Department of Ecology. In the case of Centennial Business Park, forecasts are based on the City of Spokane Valley's Comprehensive Plan. While the County's Comprehensive Wastewater Management Plan was last updated in 2014 and the City's Comprehensive Plan was adopted in 2016 both plans forecast industrial land uses within the Centennial Business Park. For this analysis it's assumed that the increased development in the Centennial Business Park is anticipated by County's 2014 Comprehensive Wastewater Management Plan (CWMP) and planned for in the October 2015 Flora -Euclid Sewer Basin Pre -design Report. According to CWMP, the County's current treatment capacity at the SCRWRF and RPWRF are sufficient to accommodate projected 20 -year flows. However, additional treatment capacity will likely be needed to support long-term buildout needs of the County's service area. When flows reach 85% of the design and/or contractual capacities for three consecutive months, Section 3: Affected Environment, Impacts, and Mitigations 19 I Page facility planning will begin (if it will have not already been started) to determine the optimal method to address treatment facility needs for future flow increases. Ongoing maintenance of conveyance and distribution lines will be necessary. No conflicts with proposed plans, policies, or regulations are expected. No improvements to add capacity are necessary and only the new collection line along Barker Road is planned. Additionally, the existing dry -line in Eden Lane, installed in 1990, was connected to the Euclid Avenue main in 2017. Typically Spokane County Environmental Services, the agency administering the CWMP, receives notice of development projects via State Environmental Policy Act (SEPA) noticing. If the Northeast Planned Action Ordinance is adopted the standard SEPA noticing would not occur. Spokane County Environmental Services uses its comments to provide sewer design and construction requirements, including details related to easements, dedications, and sewer connections. Power, Natural Gas, Telecommunications According to Avista's Electrical Integrated Resource Plan (IRP), over the next 20 years, Avista anticipates adding almost 90,000 retail customers with a 0.6 percent annual growth in electric demand. The IRP includes plans and strategies to meet future demand. The IRP is updated every two years and looks 20 years into the future. Natural gas also has an IRP that includes plans and strategies to meet future demand. New industrial development will place increased demand on electrical and possibly natural gas needs within the Centennial Business Park. Avista reviewed and commented on the City's adopted comprehensive plan that anticipated industrial uses in the area. While the review was done at a very high level, the Planned Action Ordinance does not change the anticipated land use. Industrial users that would place a significant demand on electrical and/or natural gas may require additional consultation with Avista to ensure appropriate level of service. Mitigations Water The Consolidated Irrigation District water system plan identifies three improvements to the distribution system that impact development within the Centennial Business Park. These improvements are aimed at addressing the low pressure and fire flow impacts identified above. The water system plan includes improvements for both 20 -year and 5o -year horizons because water mains typically have a longer lifespan than 20 -years and the CID aims to prevent installation of a main that might require replacement prior to reaching its full service life due to capacity limitations. The three improvements within the West Farms pressure zone that impact the Centennial Business Park are seen in the table below. Table 3: West Farms 20 and 50 year Distribution Improvements Type of Location 20 -year Improvement 50 -year Improvement Deficiency Low Pressure Vicinity of Flora Rd and Tschirley Rd North of Euclid Ave and South of Trent Ave None Improvements (a) and (b) Fire Flow Vicinity of Flora Rd and Tschirley Rd North of Euclid Ave and South of Trent Ave (a) Replace Campbell Rd from Euclid Ave to Wellesley Ave with 16" (b) Construct 12" loop parallel to south side of 20 -year improvements and (c) Replace north side of Trent Ave from Tschirley Rd to Flora Rd with 10" Section 3: Affected Environment, Impacts, and Mitigations 20 1 Page Trent Ave from Barker Rd to Tschirley Rd Sewer Spokane County develops a 6 -year Capital Improvement Program (CIP) summary as a part of its sewer planning. In the Centennial Business Park the City of Spokane Valley and Spokane County have an agreement to coordinate the installation of sewer improvements with transportation system improvements. Barker Road is slated to be widened to a 3 -lane urban cross section in a phased project beginning in 2020 and the installation of a sewer line ranging from 8-10 inches is planned at that time. In addition to the proposed Barker Road project, Spokane County has completed a number of sewer projects scoped in the 2014 CWMP to facilitate industrial development within the Centennial Business Park, these include: • SM -6.1: Euclid Avenue Gravity Sewer Main (Flora to Barker). Constructed in 2017, this project includes a new 15 -inch sewer main. Flows will be collected at the intersection of Barker Road and Euclid Avenue and in Flora Road on the east side of the Spokane Business Industrial Park, south of Euclid Avenue. All flows will drain in Euclid Avenue to the Flora Pit Sewer Extension (see Project SM -6.2). This project is designed to deliver sewer flows generated between Barker Road, Flora Road, Euclid Avenue, and the BNSF Railroad. The purpose of this project is to provide future sewer service to a potentially developable commercial area in the northeast portion of the City of Spokane Valley. • SM -6.2: Flora Pit Sewer Extension. Constructed in 2016-2017, this project includes a new 18 -inch sewer main that collects sanitary sewer flows between Barker Road and Flora Road in Euclid Avenue (see Project SM -6.1). Flows will drain southwest through this new sewer line paralleling the Spokane River and connect to the existing North Valley Interceptor Extension at the Flora Pit Road and Sullivan Road intersection. The purpose of this project is to collect flows draining to Euclid Avenue and provide future sewer service to a potentially developable commercial area in the northeast portion of the City of Spokane Valley. While improvements in capacity are not necessary at this time, the 2014 CWMP does mention monitoring treatment capacity at SCRWRF to assist in predicting when design for upgrades will be required. • WWTP-20.1: Longer-term Expansions/Upgrades to SCRWRF. This project is a placeholder for longer-term expansions/upgrades to the SCRWRF, such as treatment process construction that may be necessary to increase its capacity and/or treatment capabilities. Appropriate expansions will be done in phases, maybe before, but probably beyond the next 20 years. All projects that desire to participate in the PAO shall connect to public sewer consistent with adopted County regulations and policies. In order to facilitate a streamlined process, notice shall be provided to Spokane County Environmental Services as part of the process used to evaluate a project's consistency with the thresholds analyzed in the PAO of the project. As part of the PAO request, applicants shall complete Spokane County's general sewer packet, including a signed sewer planning requirements forma. 3 Appendix E includes the Spokane County General Sewer Summary Packet Section 3: Affected Environment, Impacts, and Mitigations 21 1 Page Telecommunications, Natural Gas, Power In order to address the potential loss of SEPA comment period, as part of a potential project's review for consistency with this analysis notice shall be provided to Avista Utilities and Comcast Communications of the project. 3.5 Transportation Affected Environment For a full detail of the existing conditions related to transportation please see Appendix A: Existing Transportation Conditions Report for Spokane Valley Northeast Industrial Area PA04. Streets The street network within the study area is fairly coarse compared to other parts of the City, as much of the land is undeveloped and there are few local streets. There are three existing collector and arterial streets within the study area each spaced about a mile apart. All streets within the study area have two lanes, there are no signalized intersections and only a few streets segments contain curb and gutter. Major (collector and arterial) Streets • Barker Road — Barker is the primary north -south street through the study area. It is the only street in the study area that crosses the Spokane River, thus providing direct access to I-90 and Appleway Boulevard to the south. It also connects with Trent Avenue to the north. As a result this street has the highest existing traffic volumes in the study area averaging about 5,500 vehicles per day. Barker is designated as a minor arterial within the study area. The posted speed is 45 mph in the study area and 35 mph south of Euclid. • Flora Road — Flora Road is parallel to Barker Road and located one mile to the west of Barker. This street provides connections between Trent Avenue and Euclid Avenue, but does not connect across the Spokane River. It becomes a private road south of Euclid. • Euclid Avenue — This is the only continuous east -west street through the study area providing connections between Liberty Lake to the east and Sullivan Road to the west. However, the street dog -legs where it intersects Barker Road (crossing the UP railroad tracks) and Flora Road in the study area. Local Streets Excluding the small residential development on the northwest corner of Barker Road and Euclid Avenue (which is not part of the study area), the study area contains just three publicly accessible local streets (Dalton Avenue, Tschirley Road and Eden Street) combining for just over 1 mile in total length. Eden Street is one of the only streets in the study area with a curb and gutter. Major Regional Roadways Nearby There are several major regional roadways that, while outside the study area, provide access to the state and national highway system. Connections to these roadways will be critical to employee and freight access as part of future land development. 4 Appendix A was developed prior to naming the area Centennial Business Park, the Northeast Industrial Area and Centennial Business Park are synonymous. Section 3: Affected Environment, Impacts, and Mitigations 22 1 Page • Trent Avenue (SR 290) — Trent is a major east -west connection and freight artery through the Spokane region. It is a five lane principal arterial road just north of the study area with a 50 mph posted speed. There are side street stop controlled intersections where both Flora Road and Barker Road intersect Trent. The intersection at Barker and Trent is currently in design for a round -about and the improvements are fully funded. • Interstate -90 — I-90 is the major east -west interstate highway across the state of Washington and is one of the principal interstates spanning the country from coast to coast. This highway is an important artery for freight and interstate travel in the region. An interchange to I-90 is located 1.5 miles south of the study area with an interchange at Barker Road. • Appleway Boulevard — Appleway/Sprague is the major east -west corridor through the heart of Spokane Valley. Barker Road intersects Appleway Boulevard about 2 miles south of the study area. • Sullivan Road — Sullivan Road is a major north -south arterial located just to the west of the study area. Euclid Avenue intersects Sullivan about 1 mile west of the study area. Sullivan Road also provides access to Trent Avenue and I-90. Traffic Operations The Spokane Valley Comprehensive Plan adopts the following Level of Service Standards (LOS): • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) As part of this analysis the City conducted a LOS for 18 intersections critical to the development of the Centennial Business Park. As shown in the table below, under the existing conditions, most intersections included in this study currently meet LOS criteria in both the AM and PM peak periods. Intersections that do not meet the LOS criteria are shown in bold text. Table 4: Existin: LOS for CBP Critical Intersection Barker Rd/Trent Ave Intersections Type Side -Street Sto ' AM Peak Delay (secs) 59 LOS F* PM Peak Delay (secs) 41 LOS E Approach Reported (AM/PM) NB Barker Rd/Euclid Ave (north) Side -Street Stop 10 A 11 B EB Barker Rd/Euclid Ave (south) Side -Street Stop 12 B 17 C WB Barker Rd/Buckeye Ave Side -Street Stop 13 B 10 B WB Barker Rd/Riverway Ave Side -Street Stop 16 C 20 C WB Barker Rd/Indiana Ave (north) Side -Street Sto ' 11 B 12 B EB Barker Rd/Indiana Ave (south) Side -Street Stop 14 B 15 B WB Barker Rd/Mission Ave Si •nal 13 B 17 B Barker Rd/Boone Ave Side -Street Stop 22 C 18 C EB/WB Barker Rd/Westbound I-90 Ramps Si:nal 68 E 43 D Section 3: Affected Environment, Impacts, and Mitigations 23 1 Page Barker Rd/Eastbound I-90 Ramps Signal 44 D 113 F Flora Rd/Trent Ave Side -Street Stop 129 F 124 F SB/NB Flora Rd/Euclid Ave (north) Side -Street Stop 11 B 11 B WB Flora Rd/Euclid Ave (south) Side -Street Stop 10 A 10 A EB Sullivan Rd/Trent (north) Signal 16 B 12 B Sullivan Rd/Trent (south) Signal 13 B 21 C Sullivan Rd/Euclid Ave Signal 51 D 6o E** Del Rey Dr/Trent Ave Side -Street Stop 23 C 18 C SB Source: Fehr & Peers * Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant **LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor -wide Transit Network Spokane Transit Authority (STA) provides public transit service within Spokane Valley, no fixed -route transit service is provided in the study area. The closest bus stop is about a mile south of the study area at the Barker Road/Mission Avenue intersections. This stop is served by route 98 which operates at 30 minute frequencies during weekdays between Liberty Lake and the Valley Transit Center. Route 96 also stops just over a mile west of the study area at the Sullivan Road/Euclid Avenue intersection. This route also operates at 30 minute frequencies weekdays and connects North Sullivan Road with the Mirabeau mixed-use commercial area, Pines Road and the Valley Transit Center. As the study area densifies, STA may provide transit service in the future and all arterial roadways will be designed to accommodate transit vehicles. Bicycle Network There are no existing bicycle facilities within the study area. However, some bicycle facilities exist just south of the study area. These include a bicycle lane on Barker Road just south of the study area (that extends for about 2/3 of a mile) between the Spokane River Bridge and Boone Avenue and the Centennial Trail multiuse path on the south side of the Spokane River also just south of the study area. This Centennial Trail spans about 7 miles across the City of Spokane Valley and beyond connecting the Pasadena Park area with Liberty Lake. Bicycle lanes are planned to be constructed along Barker Road between the Spokane River and Trent Avenue and between Boone Avenue and Appleway Boulevard by year 2021 as part of the City's Barker Road Improvement Project. As part of the City of Spokane Valley's Bike and Pedestrian Master Program, bicycle lanes are also proposed on Flora Road and a multi- use trail is proposed parallel to Trent Avenue just north of the study area. No funding or timeline has been identified for these projects. Pedestrian Network The majority of the streets within the study area do not have sidewalks, curbs or gutter. There are two exceptions, a 0.3 mile stretch of Eden Avenue north of Euclid Avenue and a short segment (about 360 feet) along the west side of Barker Road. The Eden Avenue sidewalk is a 5 foot sidewalk and curb on both sides of the street. The sidewalk on the east side is detached from the curb, while on the west side it is attached except for the northern section. The Barker Road is a detached sidewalk and curb that was constructed as part of a recent development. There are no signalized pedestrian crossings in the study area and no painted crosswalks. Truck Routes & Volumes There is a high percentage of truck traffic on the major streets in the study area compared to other parts of Spokane Valley. Truck traffic on the three major streets in the study area (Barker Road, Flora Road and Euclid Avenue) accounts for about 12-17% of the average daily Section 3: Affected Environment, Impacts, and Mitigations 24 I r a g e vehicle traffic, and 3-13% of the peak hour traffic. The three major streets are classified as T-3 based on the annual freight tonnage they carry (between 300,00o and 4 million tons of freight per year). The major corridors around the study, Trent Avenue, I- 90, Sullivan Avenue and a section of Barker Road just south of I-90 support even higher volumes of freight and are classified as T-1 or T-2, carrying more than 4 million tons of freight per year. Several businesses operating in the industrial area support existing larger industrial businesses and generate internal trips related to business interaction. For example, there are Kaiser Aluminum suppliers that shuttle materials back and forth within the existing Industrial Park and within the study area. Rail Operations The Centennial Business Park is also flanked by two mainline railroads. The Burlington Northern Santa Fe (BNSF) mainline parallels the northern edge of the study area and the Union Pacific (UP) mainline parallels the southern boundary of the study. The BNSF route is one of the company's main transcontinental lines between west coast ports and the interior of the country and hosts Amtrak's twice daily Empire Builder between Chicago and Seattle/Portland. Both rail companies also have rail spurs to industrial land uses west of the study area. While no rail spurs currently exist in the study area, preservation of access to both rail lines will be important to future industrial development within the study area. Federal Railroad Administration (FRA) data indicates that the BNSF line hosts about 54 trains per day, mostly long-haul freight trains passing quickly through the area, and the UP line hosts about 9 trains a day, including a combination of short -haul freight, long-haul freight, and short trains performing switching operations. The table below describes some basic operating characteristics, including a list of crashes since 1975. Table 5: Operating characteristics of at -grade rail crossings Railroad BNSF Street Crossing Barker Avg Trains per day 54 Typical Frequency 10-90 mins Gates Down avg/max mins 3:00 / 4:30 Typical Speed 1-79 mph Crashes 1975-2016 1991 — fatality Flora 54 10-90 mins No data 1-79 mph 1975 — no injury 1990 — no injury UP Barker 9 1-4 hours 2:00 / 4:00 24-49 mph 1989 —fatality Flora 9 1-4 hours No data 24-49 mph None Source: Fehr & Peers; Federal Railroad Administration At -Grade Rail Crossings There are four at grade railroad crossing within the Centennial Business Park: BNSF at Flora; BNSF at Barker; UP at Flora; and UP at Barker. Traffic queueing impacts related to railroad crossings were analyzed as part of this analysis for the crossings on Barker Road. Flora Road crossings were not analyzed because the grade separation project on Barker and BNSF would close the BNSF crossing at Flora. Additionally, the UP traffic is about 5 times less BNSF traffic. The queuing analysis was done using Synchro, a traffic analysis software, and are based on observed gate down times and traffic volumes during both the AM and PM peak hour. Trucks are assumed to be the equivalent of three passenger vehicles and each passenger vehicle is assumed to be 25 feet in length. The table below shows the queuing lengths at both the average gate down time and the longest gate down time at peak travel times. The longest gate down time at peak travel times is likely to occur only a few times a year but can occur more frequently on the BNSF crossings. Section 3: Affected Environment, Impacts, and Mitigations 25 I Page Table 6: Vehicle Queue Lengths at Barker Road Railroad Crossings Vehicle Queue Length (feet) Trains per Gate Down AM Peak PM Peak Frequency day Time NB SB NB SB BNSF Crossing Average (50th percentile) 54 3 minutes 150 250 275 275 Worst Case (95th percentile) 54 4.5 minutes 275 425 475 475 UP Crossing Average (50th percentile) 9 2 minutes 300 250 225 500 Worst Case (95th percentile) 9 4 minutes 700 250 525 1,050 Source Fehr & Peers In the southbound direction at the Barker Road crossing there is only about 100 feet between the railroad crossing stop bar and the Trent Avenue intersection, which is enough space for about 4 cars (or 1 truck and 1 car). This means the queue typically extends about 175 feet along Trent Avenue (and can be as long as 375 feet during the worst case scenario). Vehicles queued on Trent would be in either the westbound left turn pocket, which is about 200 feet long or the eastbound right -turn lane, which is about 300 feet long. Currently these lanes are long enough to store vehicles queued on Trent during the worst case scenario without spilling into the thru lanes. When gates are down at the UP crossing during the PM peak hour, queues typically build up to about 500 feet southbound and 225 feet northbound (with the queue typically spilling onto both directions of Euclid Avenue). During the worst case scenario queues can be 1,075 feet in the southbound direction during the PM peak and 700 feet in the northbound direction during the AM peak. Lastly, because there are no grade -separated rail crossings in the study area, there are times that the gates are down on both the UP and BNSF line at the same time. This could delay access into or out of the site for emergency vehicles by as much as 4 minutes. The nearest alternative route would be via Sullivan Road (2 miles west of Barker Road), which is grade - separated from both railroads, and Euclid Avenue. Programmed Transportation Projects Several streets within the study area and surrounding intersections are programmed for improvement as part of the Spokane Valley Six -Year Transportation Improvement Program (TIP) and/or as a part of the Spokane Regional Transportation Council (SRTC) financially constrained project list in the Horizon 2040 Plan. Programmed projects that will impact transportation in the study area are listed in the table below. These projects, because they have been programmed prior to the Centennial Business Park PAO, are assumed to occur regardless of the action and do not appear as a mitigation. Table 7: Existin: Transportation Projects Impactin: Study Area Project Sullivan/Euclid - Concrete Intersection Barker Road Garland — Euclid to Barker Road to Trent — Garland Description Reconstruct intersection in concrete pavement (slight change in lane configuration) Reconstruct to 3 -lane urban section Reconstruct to 3 -lane urban section Program Year (Project #) 6 -year TIP 6 -year TIP 6 -year TIP 2018 2021 2023 Agency In Study Responsible Area? City of Spokane Valley City of Spokane Valley City of Spokane Valley No Yes Yes Section 3: Affected Environment, Impacts, and Mitigations 261 Page Project Description ProgramStudy (Project #) Year Agency Responsible In Area? Barker Road Improvement Project - Appleway to I-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 6 -year TIP 2024 City of Spokane Valley No Barker Road Improvement Project - Spokane River to Euclid Reconstruct and widen to 3- lane urban section 6 -year TIP 2023 City of Spokane Valley No Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 6 -year TIP 2022 City of Spokane Valley Yes I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 Plan 2020 WSDOT No Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks Horizon 2040 Plan 2031- 2040 City of Spokane Valley, BNSF No Impacts The Centennial Business Park is likely to see increased development resulting in impacts to the transportation network not only within the area's boundary but to intersections and roadways beyond the project boundary. Improvements to the transportation network represent one of the largest investments related to increased development and one that is easily linked to the pace and intensity of development. In order to provide a predictable and flexible impact analysis, the transportation impacts have been separated into three phases, described below. Each phase includes a technical memorandum and is included as Appendix B: Spokane Valley Analysis for Phase 1, Phase 2, and Phase 35. • Phase 1 — 2017-2019. Consists of two adjacent industrial developments proposed on approximately 80 acres of currently undeveloped land on the northeast corner of Barker Road and Euclid Avenue in Spokane Valley. The two projects are estimated to have a combined total of 375 employees when they open. • Phase 2 - 2020-2032. Consists of the widening of Barker Road to five lanes south of Mission Avenue to I-90. This project is the only large scale mitigation project needed in Phase 3 that was not tied to another project with a pre -defined timeline. • Phase 3 — 2032-2040. Consists of all the remaining projects needed to accommodate approximately 3,2006 additional employees in the Centennial Business Park. The level of intensity expected is consistent with the adopted 2017 Comprehensive Plan. Phase 1 Impacts New vehicle trips associated with the two projects in Phase 1 were estimated for the morning and afternoon peak hour on a typical weekday using the ITE Trip Generation Manual, 9th Edition. Trip rates were calculated based on the number of employees. The land use of both sites was assumed to be General Light Industrial (ITE Code 110) as this land use type best 5 Appendix B was developed prior to naming the area Centennial Business Park, the Northeast Industrial Area and Centennial Business Park are synonymous. 6 Employment forecast is based on the 2017 Comprehensive Plan. An updated version of the SRTC model assumes less growth for the area; however, an updated analysis completed after initial review the DSEIS indicated the impacts are similar, so the Comprehensive Plan numbers are being used for consistency. Please see Appendix - Spokane Valley Northeast Industrial Area Planned Action Ordinance — Spokane Regional Transportation Council Model Update; April 4, 2018 Section 3: Affected Environment, Impacts, and Mitigations 27 I Page matched the anticipated trip rates and directional distribution by time of day for the two proposed developments. Note that Manufacturing (ITE Code 140) was also considered, however, the General Light Industrial use resulted in slightly more conservative (higher) trip generation rates, so that land use category was used. The table below shows the estimated vehicle trips that will be generated from Phase 1. Phase 1 is anticipated to generate a total of 1,198 new trips per weekday, including 131 in the morning peak hour and 160 during the afternoon peak hour. The number of trucks is 13% and is based on 2017 traffic counts. Tame ts: Phase 1 vemcie grip veneration Trip Generator Land Use Employees AM Peak Hour PM Peak Hour Weekday Total In Out In Out Project #1 Light Industrial 150 56 10 13 50 473 Project #2, 1st Shift Light Industrial 125 46 9 11 42 399 Project #2, 2nd Shift Light Industrial 100 0 0 37 7 326 Total 375 112 19 61 99 1,198 Trip Distribution The distribution of trips in Phase 1 was estimated using existing peak hour traffic volumes and turn movements along Barker Road. Traffic data were collected in either June, 2016 or February, 2017. The estimated distribution of trips from Phase 1 is shown in the list and figure below: • Trent Avenue, west of Barker Road: 28% '"` • Trent Avenue, east of Barker Road: 18% • Euclid Avenue, west of Barker Road: 2% • Euclid Avenue, east of Barker Road: 8% • Mission Avenue, west of Barker Road: 8% J • Mission Avenue, east of Barker Road: 2% • I-90, west of Barker Road: 19% • I-90, east of Barker Road: 5% • Barker Road, south of I-90: 10% „,,/, , 8 3 0 F _ w6 But kn Ar s,nto A. 2 S Sna.rp A. p^.,ur• •.. •,,d0 A 1996 596 A4b, AA iVM1 Figure 4: Phase 1 Trip Distribution Level of Service Results Traffic operations, including vehicle delay and level of service (LOS) at each intersection under Phase 1 were analyzed using Synchro (a transportation planning software). The results Section 3: Affected Environment, Impacts, and Mitigations 28 I Page of the LOS analysis, including a comparison of existing (2017) and future (2019) conditions under Phase 1, for each of the six major intersections on Barker Road are shown below. Table 9: Phase 1 Intersection Level of Service Results Intersection along Barker Control' Existing AM Peak Delay LOS (2017) PM Delay Peak LOS Phase AM Peak Delay 1 LOS (2019) PM Peak Delay LOS Approach Trent Ave SSSC 59 FZ 41 E 139 F2 90 F2 NB Site Access Rd SSSC n/a n/a n/a n/a 11 B 12 B SBL/WB Euclid Ave (north) SSSC 10 B 11 B 11 B 13 B EB Euclid Ave (south) SSSC 12 B 15 C 14 B 20 C WB Mission Ave Signal 13 B 17 B 14 B 15 B I-90 westbound Signal 68 E 43 D 92 F 46 D I-90 eastbound3 Signal 44 D 113 F 50 D 122 F 1. SSSC = Side Street Stop Control 2. Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines 3. Based on HCM 2000 methodology Results show that under Phase 1 there would be minimal change in vehicle delay from today at the Barker Road/Euclid Avenue (north and south) and the Barker Road/Mission Avenue intersections. Those intersections would continue to achieve LOS B or C, well within the acceptable LOS threshold established by the Spokane Valley Comprehensive Plan. The intersections with the most significant traffic impacts under Phase 1 include: • • • Barker Road/Trent Avenue Barker Road/I-90 Westbound Barker Road/I-90 Eastbound At Grade Railroad Crossings The impacts of queuing vehicles at the two at -grade railroad crossings along Barker Road were analyzed using Synchro under Phase 1 conditions. The table below shows the queuing lengths for the average gate down time and the longest gate down time at peak travel times. Table 10: Vehicle queue length on Barker Road at -grade rail crossings when gates are down Railroad Crossing Condition Trains per Day Gate Down Time' Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB SB BNSF Average (50th percentile) Worst Case (95th percentile) 54 3 minutes 175 300 54 4.5 minutes 325 525 375 325 650 525 UP Average (50th percentile) 9 2 minutes Worst Case (95th percentile) 9 4 minutes 400 275 950 275 300 65o 650 1,350 1 Duration and frequency of gate down times was recorded at both the BNSF and UP rail crossings along Barker Road between 7AM and 6PM Tuesday, February 14, 2017 Section 3: Affected Environment, Impacts, and Mitigations 29 I Page The queues at the UP crossing will likely back up onto Euclid Avenue in both directions, but beyond being a little longer than observed today, are not anticipated to have any additional traffic impacts. However, because there is only about 100 feet of space along Barker Road between the BNSF railroad crossing stop bar and Trent Avenue the Barker Road/BNSF rail crossing a more detailed analysis was performed to see if there would be any impacts to traffic on Trent Avenue. In most cases during the peak period, vehicles will end up queued along Trent Avenue, either in the eastbound right -turn pocket (about 300 feet of storage space) or the westbound left - turn pocket ( about 225 feet of storage space). During the AM peak, the percentage of vehicles turning left or right off of Trent Avenue onto southbound Barker Road is split close to 50/50 (eastbound/westbound). During the PM peak the split is 75/25 (eastbound/westbound). These ratios were applied to the estimated queue length during the average and worst case scenarios. Table 11: Vehicle queues on Trent Avenue at Barker and BNSF Railroad Crossing Condition Vehicle Queue Length (feet) Total Queue Need Barker Road Trent Ave Turn Lanes EBL WBL Unused Storage EBL WBL Existing Vehicle Storage Space Average (5oth percentile) AM 100 300 200 n/a n/a 300 100 100 100 200 125 Average (5oth percentile) PM 325 100 175 50 125 175 Worst Case (95th percentile) AM 525 100 225 200 75 25 Worst Case (95th percentile) PM 525 100 325 100 -25 125 The table above demonstrates that during the average scenario there would be sufficient storage space in both the westbound left -turn pocket and eastbound right -turn pocket along Trent Avenue during the peak hours. In the worst case scenario there would be sufficient capacity in both the westbound left -turn pocket and eastbound right -turn pocket along Trent Avenue during the AM peak hours. During PM peak the westbound left -turn pocket has sufficient capacity but the eastbound right -turn pocket exceeds capacity by 25 feet (about 1 car) during the PM peak. It is estimated (based on the frequency of 4.5 minute gate down times) that this scenario would occur about 9-10 times per year. Phase 2 Impacts Phase 2 was developed after Phase 3. Where Phase 3 identifies the impacts out to 2040, the City desired to identify an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040). Of the recommended projects to mitigate traffic impacts associated with Phase 3 development (see section below), the largest and most expensive would be widening Barker Road to five lanes from Mission Avenue to I-90. Unlike some of the other recommended projects, the timeline for widening Barker Road to five lanes is not tied to other projects, but would be based on the pace of nearby development and associated growth in traffic Section 3: Affected Environment, Impacts, and Mitigations 30 I Page Traffic forecasts show that Barker Road between Mission Avenue and I-90 will likely need to be widened to five lanes at some point between the year 2025 and 2032. This forecast assumes steady growth in background traffic on this corridor over the next 20 years at a rate of about 1.33% per year. The variability in timing in this analysis is based on how rapidly the Centennial Business Park is developed. If no new industrial development in the Centennial Business Park occurs over the next 14 years, background traffic growth alone on Barker Road — caused by other nearby and regional developments — would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032. Alternatively, if there were to be rapid buildout of the Centennial Business Park over the next 5-10 years, the earliest year that widening would likely be needed is in 2025. Using the City's adopted LOS, the approximate year in which traffic growth along Barker Road south of Mission Avenue would trigger the need for the City of Spokane Valley to widen the section of Barker Road between Mission Avenue and I-90 to five lanes is shown in the table below for three different development scenarios in the Centennial Business Park. Table 12: Forecast year Barker Road would exceed LOS south of Mission Avenue Phase 2 Development Scenario Year LOS D threshold would be exceeded With no new development in the Centennial Business Park 2032 With 75% of the 2015-2040 forecast growth in the Centennial Business Park 2026 With 100% of the 2015-2040 forecast growth in the Centennial Business Park 2025 Phase 3 Impacts Traffic volumes under Phase 3 were estimated using the same regional travel demand model that was used for the recent update (2017) to the Spokane Valley Comprehensive Plan. Prior to running the model, input was gathered from the project's technical advisory committee (TAC) to identify future land use and transportation network changes that were not already incorporated in the model. The TAC is comprised of representatives from Spokane Valley, Spokane County, Liberty Lake, the Spokane Regional Transportation Council (SRTC), Washington State Department of Transportation (WSDOT), developers, utility providers, and the railroads. After consulting with the TAC, a few changes were made to the regional travel demand model in the vicinity of the Centennial Business Park before running the model: • The 2015 and 2040 land use, including the number of dwelling units and employees, in the seven TAZs within Liberty Lake (442, 445, 446, 447, 448, 449 & 450) were updated based on information provided in the Liberty Lake Network Analysis Transportation Study (February, 2017). • Indiana Avenue was connected between Barker Road and Harvard Road in the 2040 model • A new east -west connector road between Flora Road and Barker Road was added between Euclid Avenue and Trent Avenue to reflect a developer funded planned connection for the area • Reconfiguration of the Barker Road/Trent Avenue intersection, including a scenario both with and without Flora Road open across the BNSF Railroad south of Trent Avenue After the TAC's initial review, it was identified that the 2015 and 2040 travel demand models used for the Spokane Valley Comprehensive Plan (and Centennial Business Park PAO) differ from the land use assumptions in the most recent version of the SRTC 2015 and 2040 regional travel demand model (updated in December of 2017). In early 2018, an analysis was conducted to identify if any different infrastructure needs would have been identified for the Spokane Valley Centennial Business Park PAO using the recently updated SRTC land use Section 3: Affected Environment, Impacts, and Mitigations 31 I Page forecasts and travel model compared to the land use forecasts assumed in the DSEIS. The analysis of infrastructure based on the new forecasts show that there would be no change in infrastructure recommendations identified previously.? 2040 Street Network Assumptions The 2040 Synchro network (used to analyze level of service at each intersection) assume the following changes to the street network from what they are today. These were also reflected in the Spokane Regional Transportation Council (SRTC) 2040 travel demand model. These assumptions based on projects that were programmed in the Spokane Valley Six -Year Transportation Improvement Program (TIP) or the SRTC financially constrained project list from the Horizon 2040 Plan when this study started: • Northbound and southbound left turn lanes were added at all intersections along Barker Road to reflect the planned upgrade of Barker Road to a 3 -lane urban section • The Barker Road/I-90 interchange was reconfigured to a standard diamond interchange with two-lane roundabouts plus slip ramps for right -turn movements at both ramps (as reflected in I-90/Barker Rd the Interchange Justification Report) • Five lanes were added along Barker Road between I-90 and Appleway Boulevard • The existing partial interchange at I-90/Appleway Boulevard was replaced with a new, full interchange at I-90/Henry Roads • New northbound and southbound left turn lanes were added on Sullivan Road at the Trent Avenue ramps Trip Generation Based on land use assumptions from the 2017 Spokane Valley Comprehensive Plan, the Centennial Business Park will grow by about 3,200 employees between 2015 and 2040. The 2040 travel demand model forecasts the Centennial Business Park to generate about 1,500 PM new peak hour trips, with about 1,340 of those generated by land uses east of Flora Road. The table below shows employment growth and PM peak hour trip generation from new employees within the Centennial Business Park boundary. The travel demand model assumes an average PM peak hour trip generation rate of about 0.46 trips per employee, with 37% of trips inbound and 63% of trips outbound during the PM peak. This trip rate is similar to ITE's trip rate for General Light Industrial uses (ITE Code 110). Table 13: Trip Generation within CBP Section of CBP 2015-2040 Employment Growth In' Out' Total' West of Flora 340 60 100 160 Between Flora and Barker 1,460 250 430 680 East of Barker 1,420 245 415 660 Total 1: PM Peak hour trips 3,220 555 945 1,50o 7 Spokane Valley Northeast Industrial Area Planned Action Ordinance — Spokane Regional Transportation Council Model Update; April 4, 2018 8 This configuration is consistent with the existing SRTC plan and was assumed when this study was initiated. However, since this study was initiated WSDOT completed their modeling for a new Henry Road interchange and found it did not show purpose and need. Potential strategies to address future traffic if the Henry Road/I-90 interchange is not built by 2040 are addressed in the mitigations section. Section 3: Affected Environment, Impacts, and Mitigations 32 1 Page Trip Distribution There is no public access across the railroad spur west of Flora Road. Therefore the portion of the Centennial Business Park west of Flora Road will load primarily onto Sullivan Road and Euclid Avenue, while the area east of Flora Road will primarily load onto Flora Road, Barker Road and Euclid Avenue. The distribution of trips from land uses within the Centennial Business Park is described in the table below and mapped in the figures below. Table 14: Trip Distribution within the CBP Direction Via primary road/street West of Floral East of Floral Northwest - Flora Road (north) 0% 8% - Trent Avenue (west) 24% 20% - Sullivan Road (north) 22% 3% - Mission or I-90 (west of Barker) N/A 11% Southwest - Mission/Indiana or I-90 (west of Sullivan) 11% N/A - Sullivan Road (south of Marietta) 33% 14% - Sullivan Road (south of I-90) 22% N/A - Wellesley Avenue (east) 2% 11% East - Trent Avenue (eastbound) 3% 2% - Euclid Avenue (eastbound) 6% 10% - Mission/Indiana Avenue (eastbound) or South I-90 (east of Barker) 5% 4% - Barker Road (south) 2% 7% Local - Nearby local streets 1: Percent trips by trip end location Source: Fehr and Peers 24% °%local trips) 22% • /2% 2O 3% a� o -(13°4a local trips) 7°c�tR4°Io 13% J -- Figure 5: 2040 Trip Distribution West of Flora Figure 6: Trip Distribution East of Flora Local Capture Rate The 2040 local capture rate of 13% was derived from the SRTC approved travel model. The local capture rate accounts for all trips that begin or end within the PAO boundary and within the area roughly bound by Sullivan Road, Trent Avenue, the east City limits, and Mission Avenue. The other 87% of trip that begin or end within the PAO boundary pass Section 3: Affected Environment, Impacts, and Mitigations 33 I Page through all the other road segments identified in Table 14: Trip Distribution above. Several businesses operating in the industrial area support each other and shuttle materials back and forth. It is likely that these types of supportive industries will continue to co -locate in the Centennial Business Park. All these local trips were considered as part of the mitigation measures identified in this analysis. Overall, the total trips that growth in the PAO area will add to the roadway system were reviewed and the results from the SRTC model were post - processed to ensure future growth in traffic that is consistent with recent trends and that all future traffic volumes are notably higher than current conditions. Level of Service Standard Results Traffic operations, including intersection vehicle delay and level of service (LOS) at each intersection under both existing conditions (2017) and Phase 3 conditions (2040) were analyzed using Synchro (a transportation planning software). The table below shows the results of that analysis. The results show that by 2040 under Phase 3 of development in the Centennial Business Park the majority of intersections studied would operate at an acceptable LOS. These results assume all projects included in the Spokane Valley Six -Year TIP and the SRTC financially constrained project list from the Horizon 2040 Plan are operational by 2040. However, two intersections are forecast to fail the City's LOS standards by 2040, a significant transportation impact: Barker Road/Boone Avenue and Flora Road/Trent Avenue. Additional transportation impacts were also identified along Barker Road south of Mission Avenue and at the Barker Road/UP Railroad at -grade crossing, both discussed below. Table 15: Intersection LOS Results for Phase 3 (year 2040) Intersection Control' AM Peak Delay LOS PM Peak Delay LOS A roach pp la. Barker Rd/ Wellesley Ave2 Signal or Roundabout 28 C 25 C ib. Wellesley Ave/ Trent Ave2 Signal or Roundabout 26 C 25 C 2. Barker Rd/ Euclid Ave (north) SSSC 12 B 16 C EB 3. Barker Rd/ Euclid Ave (south) SSSC 14 B 19 C WB 4. Barker Road/ Buckeye Ave SSSC 14 B 17 C WB 5. Barker Road/ Riverway Ave SSSC 26 D 40 E WB 6. Barker Rd/ Indiana Ave (north) SSSC 13 B 17 C EB 7. Barker Rd/ Indiana Ave (south) SSSC 23 C 26 D WB 8. Barker Rd/ Mission Ave Signal 20 C 25 C 9. Barker Rd/ Boone Ave SSSC 139 F4 >300 F5 WB 10. Barker Rd/ I-90 Westbound Ramps Roundabout 30 C 13 B 11. Barker Rd/ I-90 Eastbound Ramps Roundabout 12 B 25 C 12a. Flora Rd/ Trent Ave (if Flora Rd/BNSF rail crossing is open2) SSSC >300 FS >300 FS SB/NB 12b. Flora Rd/Trent Ave (if Flora Rd/BNSF rail crossing is closed3) SSSC 174 FS >300 FS SB 13. Flora Rd/ Euclid Ave (north) SSSC 15 B 15 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 11 B 12 B EB Section 3: Affected Environment, Impacts, and Mitigations 341 Page 15. Sullivan Rd/ Trent Westbound Ramps Signal 39 D 53 D 16. Sullivan Rd/ Trent Eastbound Ramps Signal 12 B 38 D 17. Sullivan Rd/ Euclid Ave Signal 52 D 51 D 18. Del Rey Dr/ Trent Ave SSSC 35 E 29 D SB 1. SSSC = Side Street Stop Control. 2. This scenario assumes Barker Road will be diverted 1/2 mile east to a new intersection with Wellesley Road just south of the BNSF Railroad 3. This scenario assumes Barker Road will intersect Trent Avenue via a new grade separated BNSF Railroad crossing 4. Does not satisfy peak hour signal warrant using MUTCD guidelines, thus would technically still meet the City's LOS standard. 5. Does not meet City LOS standards. Intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines. While the forecast trip distribution in 2040 was pulled from the SRTC model, the city also conducted a sensitivity analysis to review a 50/50 split of trips between trips heading north and trips heading south on Barker, similar to trip distribution seen on Sullivan. The analysis showed that Barker Road would still operate within WSDOT and City of Spokane Valley standards in 2040 with the recommended mitigations in place. The intersection of Barker and Mission was used to conduct the sensitivity analysis since it was found to have the worst delay in the 2040 analysis. The analysis increased northbound through movements by 30 vehicles and southbound through movements by 105 vehicles during the PM peak over the original 2040 forecasts; about a 10% increase in traffic generated from the study area going to and coming from the south. The analysis showed that with the increase volume the intersection would continue to operate at LOS C during the PM peak hour and average delay at the intersection would increase from 25 to 31 seconds. Barker Road/Boone Avenue Intersection By 2040 the Barker Road/Boone Avenue intersection is forecast to operate at LOS F (as measured by the westbound approach) during both the AM and PM peak — and traffic volumes peak would be high enough on Barker Road and Boone Avenue during the PM peak to meet the peak hour signal warrant using MUTCD9 criteria. The 2040 travel demand model used for this analysis assumes that Cataldo Avenue - which is a local road that provides access to several industrial sites just east of Barker Road and north of I-90 - would be rerouted (as part of the Barker Road/I-90 interchange reconstruction planned by WSDOT) north to intersect Boone Avenue just east of Barker Road instead of intersecting Barker Road at the I-90 westbound ramps as it does today. This would effectively shift all of the traffic currently (and in the future) along Cataldo Avenue to instead use the Barker Road/Boone Avenue intersection. This would be sufficient by 2040 to cause the Barker Road/Boone Avenue intersection to fail the City's LOS threshold. Barker Road (I-90 to Euclid Avenue) The 2016 Spokane Valley Comprehensive Plan recommended widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040. That recommendation was re-examined as part of this study. Average daily traffic (ADT) and the peak hour one-way volumes on Barker Road were forecast for 2040 between I-90 and Euclid Avenue based on the updates to the travel demand model described previously. Results are shown in the table below. 9 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Section 3: Affected Environment, Impacts, and Mitigations 35 1 P a g e Table 16. Traffic volumes on Barker Road Barker Road Segment Existing (2017) Peak Hour Volume (highest approach) ADT ADT 2040 Peak Hour Volume (highest approach) Boone Avenue - Mission Avenue 13,400 640 18,400 780 Mission Avenue — Euclid Avenue 10,200 510 16,000 715 The industry standard threshold for the amount of vehicles one thru-lane of traffic can accommodate before significant delays occur ranges from about 600-900 vehicles per hour. The variation depends on driveway/intersection frequency, access control, travel speed, intersection control, concentration of traffic during the peak hour and other factors. The results of the updated analysis, above, demonstrate that volumes would be high enough on Barker Road between I-90 and Mission Avenue (combined with the presence of signalized intersections and frequent driveways/intersections) to have a significant transportation impact. Traffic volumes on Barker Road north of Mission are forecast to be a lower and, while being on the cusp of warranting mitigation, are not forecast to have a significant transportation impact. Flora Road/ Trent Avenue By year 2040, without any improvements, delay would increase substantially during both the AM and PM peak and thus continue to fail the City's LOS standards. Since this is a side - street stop controlled intersection, LOS is measured based on the approach with the highest delay. Under an alternative where the Flora Road/BNSF Railroad crossing remains open, the highest delay during the AM peak would be from the southbound approach, where traffic originates primarily from residential development north of Trent Avenue (outside the study area). In the PM peak, the highest delay would occur from the northbound approach, where traffic originates from the industrial sites south of Trent Avenue. Despite the added delay, the SRTC travel model predicts the deviation in Barker Road would cause a substantial number of drivers to opt for Flora Road instead of Barker Road to access Trent Avenue. Under and alternative where the Flora Road/BNSF Railroad crossing is closed, delay from the southbound approach would still be well above LOS F during both the AM and PM peak hours. Under both alternatives, peak hour traffic volumes would be high enough on Flora Road and Trent Avenue to meet the peak hour signal warrant using MUTCD10 criteria. Impacts at the At -Grade Rail Crossings The impacts of queuing vehicles from the Union Pacific (UP) railroad at -grade crossing at Barker Road were analyzed using Synchro in year 2040. The UP Railroad crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. No grade - separation projects are currently planned at this crossing, thus is it assumed there will still be an at -grade rail crossing at this location in year 2040. Based on data provided by the Federal Railroad Administration (FRA), the UP line hosts about 9 trains per day on average. No information is provided on whether or not UP anticipates the number of trains a day to change in the future. Thus, the same number of trains on average per day today was also assumed to also occur in 2040. If the frequency of trains were to increase in the future this would not impact the queue length (unless the average length of trains or speed of trains 10 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Section 3: Affected Environment, Impacts, and Mitigations 36 I Page changed), but instead, would affect the frequency of queueing. The table below shows the estimated vehicle queue lengths in 2040 at the Barker Road/UP railroad at -grade crossing. Table 17.2040 vehicle queue len: h, Barker Road/UP at- : rade rail crossin: when : ates are down Condition Average (50th percentile) Worst Case Thru Trains (95th percentile) Worst Case Trains Accessing Future Spur' (95th percentile) Trains per Day 9 9 unknown Gate Down Time 2 minutes 4 minutes 6 minutes Vehicle Queue Length (feet) AM Peak NB SB 600 1,275 1,875 375 800 1,200 PM Peak NB SB 400 875 1,275 975 2,025 3,000 1. This scenario is what could occur if a train were to be backing into or out of the new rail spur planned by developers east of Barker Road during a particularly high surge in peak hour traffic. The queues at the UP crossing are forecast to be about 50-100% longer than they are today. The longest queues are anticipated to occur in the northbound direction in the AM peak and southbound direction during the PM peak. Vehicle queueing will occur both on Barker Road and Euclid Avenue. Based on the forecast approach volume from each of those streets, close to 80 percent of the queue during the AM peak heading northbound would be on Barker Road, with the remaining on Euclid Avenue south of the tracks (heading westbound to turn onto Barker Road). Therefore it is anticipated that the average vehicle queue during the AM peak on Barker Road heading northbound would be about 475 feet, but about 3-4 times per year could be as long as 975 feet. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (northbound) Barker Road during the AM peak in this scenario could be as long as 1,450 feet. About 10 percent of the vehicles heading north on Barker Road would be making a right turn onto Euclid before the railroad tracks and about 40 percent of vehicles heading west on Euclid Avenue would be making a left turn onto Barker Road and not crossing the railroad tracks. Thus, about 20 percent of the traffic south of the rail crossing in the AM peak would not actually be heading across the tracks, but most of these vehicles would get stuck in the queue. These vehicles would not only lengthen the queues in AM peak by an additional 20 percent, but this occurrence would add to driver frustration and increase the likelihood of drivers performing risky maneuvers to get around the queues. While the northbound queues would be shorter during the PM peak, the percentage of vehicles likely to get caught in the queue not intending to cross the tracks (heading northbound right or westbound left at Barker Road/Euclid Avenue [south]) would be even higher during the PM peak, representing about 35 percent of traffic. Therefore, the long northbound queue is determined to be a significant transportation impact. During the PM peak the longest queues will occur north of the tracks from vehicles heading southbound on Barker Road (or eastbound on Euclid Avenue). During this time about 50 percent of the queue will be on Barker Road and about 50 percent will be on Euclid Avenue. Therefore it is anticipated that the average vehicle queue during the PM peak would be about 500 feet on both Barker Road heading southbound and Euclid Avenue heading eastbound, but about 3-4 times per year could be as long as 1,000 feet on both streets. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (southbound) Barker Road and (eastbound) Euclid Avenue during the PM peak in this scenario could be as long as 1,500 feet on each street. Fewer than 25 vehicles Section 3: Affected Environment, Impacts, and Mitigations 37 1 Page per hour are forecast to be heading either southbound right or eastbound left at this intersection, thus about 95 percent of the vehicles in the queue would be waiting to cross the tracks. As part of the Phase 1 development, a new rail spur is planned off the Union Pacific mainline just north and east of the Barker Road/Euclid Avenue (north) intersection to provide rail access to the planned industrial development. In the future (as part of Phase 3 of development), land owners are considering extending that rail spur west across Barker Road at -grade to provide access to developable land between Barker Road and Flora Road. Given that train movements on the spur are planned to be infrequent and short, no significant impacts to traffic operations on Barker Road are anticipated as long as the mitigation criteria are met. Harvard Road/Wellesley Avenue and Harvard Road/Euclid Avenue These intersections are about 1.5 miles east of the Centennial Business Park, and Spokane County has identified that by 2040 both intersections will need improvements to meet their LOS standards. At the time this document was prepared, no improvements for the two intersections have been identified. To determine the impact of development within the Centennial Business Park a select zone analysis was performed for both intersections using the SRTC 2040 regional travel demand model updated in December, 2017. The model was updated using the roadway network adjustments discussed above in the Phase 3 assumptions. The results show that by 2040 about 12% of traffic passing through the Harvard Road/Wellesley Avenue intersection and about 12% of traffic passing through the Harvard Road/Euclid Avenue intersection would be generated by the Centennial Business Park. Ensuring these intersection continue to function at adopted LOS will require cooperation and coordination with Spokane County. Trent Avenue/ Del Ray The analysis assumed the forecast land use that is currently in the SRTC model for the area north of Trent Avenue, which assumes the large TAZ in this area would grow by about 800 dwelling units between 2015 and 2040. At the time when traffic analysis for the PAO was completed, the Highland Estates project, accessed from the intersection, has approximately 11 lots left to plat and 40-50 lots that are currently platted but vacant, and an approved 120 unit apartment building. As part of the Barker/BNSF Grade Separation project the City is studying how many additional trips to/from the north would lead to LOS issues at the reconfigured Barker/Trent intersection. Mitigations The table below identifies the mitigation measures needed to support the 2040 development of the Centennial Business Park. Several of the projects needed are either already programmed as part of the Spokane Valley 6 -year TIP, will be implemented by other agencies (such as WSDOT), or will be built by developers as the area gets developed (these projects are indicated below). The traffic analysis completed for the CBP-SEIS demonstrated that several other mitigation projects will be needed by 2040 to meet LOS standards and are not yet programmed that are identified by "Identified Mitigation Measures". Table 18: Needed and Existin: Projects to Meet LOS Project Description Timeframe Identified Mitigation Measures Section 3: Affected Environment, Impacts, and Mitigations 381 Page Project Description Timeframe Cataldo Avenue realignment Reroute Cataldo Avenue to intersect Boone Avenue instead of Barker Road; add a cul-de-sac to Cataldo Avenue at existing intersection with Barker Road 2018-2023 Interim signal at Barker Road/Boone Avenue Add an interim signal 2018-2023 Barker Road -Mission Avenue to I-90 Reconstruct to a 5 -lane urban section 2025-2032 Flora Road/Trent Avenue Add a signal with left turn lanes on Flora Road or convert to a roundabout 2021 Barker Road/Euclid Avenue (south) Add northbound right -turn lane and westbound left -turn lane and sign/strip "do not block intersection" By 2040 Barker Road/Boone Avenue Add a permanent signal with northbound left and right turn pockets or a roundabout accommodating two lanes of traffic on Barker Roadl By 2040 Existing Programed Improvements Barker Road Improvement Project - Appleway to I-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 2021 Barker Road Improvement Project - Spokane River to Euclid Reconstruct and widen to 3 -lane urban section 2021 Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 2021 I-90/Barker Road Interchange" Construct general purpose lanes and replace Barker Rd I/C 2020 Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track) 2031-2040 1. A roundabout is provided as the highest cost option At -Grade Rail Crossings In order to mitigate the impacts of vehicle queues from Barker Road/ UP Crossings the following mitigation strategies are recommended: • To mitigate the potential for blocked streets and high -traveled driveways, it is recommended to strategically sign and paint "Do Not Block Intersection/Driveway" at locations where vehicles are likely to get blocked. We also recommend restricting (or discouraging) the construction of new driveways to medium or large scale developments on Barker Road or Euclid Avenue within 1,000 feet of the UP at -grade crossing. • To limit the number of vehicles that may get caught in the queue, but are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 50o -foot long northbound right turn lane and 30o -foot eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. • The rail spur across Barker Road should be located sufficiently far from the existing Barker Road/UP at -grade crossing and from the Barker Road/Trent Avenue 11 Funding for the Barker Road Roundabout at the north ramp terminal has been secured. Design work will commence in the fall of 2018, the construction schedule has yet to be identified. The Barker Road south roundabout will be constructed in 2019. Section 3: Affected Environment, Impacts, and Mitigations 39 1 P a g e intersection so as not to risk vehicle queues from those locations backing into the rail spur or interfering with the planned Barker Road/BNSF grade separation project. It is recommended that the planned rail spur be located at least 1,500 feet from the Barker Road/UP at -grade crossing and at least 2,000 feet from the Barker Road/Trent Avenue intersection. This leaves about 1,300 feet of area along Barker Road in which the spur crossing could be located. • In order to address delay from train movement along the planned rail spur across Barker Road, it is recommended that as a condition of construction of the new rail spur, the City coordinate with owners of the rail spur along with the UP Railroad to agree to limit movement of trains across Barker Road along the rail spur to non -peak hours. Or to at least limit the time the gates are down during the peak hours to be less than two -minutes. The extension of the new rail spur would add a new rail crossing across Barker Road, which is designated as an arterial street by the City of Spokane Valley. This will require the owner of the rail spur to file a petition (RCW 81.53.030 and WAC 480-62-150(1)(a)) with the State Utilities and Transportation Commission (UTC). It would also require an on-site safety assessment with UTC staff, Union Pacific Railroad, and the City of Spokane Valley at a minimum as well as a feasibility study as decided by the UTC Commissioners to demonstrate why a grade separation would be impractical at this location. Non -project Mitigations In order to mitigate the impacts of traffic from the Centennial Business Park at the intersection Harvard & Wellesley and Harvard & Euclid, the it is recommended that the City of Spokane Valley and Spokane County develop a memorandum of understanding (MOU) that clearly identifies the planned projects at the two intersections to improve traffic operations and the estimated costs of those projects. The MOU would also identify the estimated cost per PM peak hour trip generated by the Centennial Business Park by multiplying the total estimated project cost (agreed on and documented in the MOU) by the percentages identified above (12%) and dividing by the forecast number of PM peak hour trips that would be generated by the Centennial Business Park east of Flora Road (1,340). Consideration within the MOU may also consider broader locations and traffic impacts where development in Spokane Valley impacts Spokane County infrastructure, and vice -versa, other impacts and mitigation costs could also be included in the MOU. Once the MOU is signed by all parties, a future developer will develop a trip letter and calculate the fee owed to add necessary capacity at the Spokane County intersections. Transportation Infrastructure Financing Strategy In order to offset the costs of future infrastructure projects needed to mitigate the traffic impacts identified, Spokane Valley has developed an infrastructure plan to identify a fair - share cost estimate for needed improvements and is included for reference as Appendix C. The table below shows the fair -share financial contribution that traffic the Centennial Business Park is expected to contribute to each of the intersections or streets where needed projects were identified. Section 3: Affected Environment, Impacts, and Mitigations 40 1 P a g e ranee 19: uentenmal tsusmess rani rair-snare Lost or improvements Project Location Interim signal at Barker Rd/Boone Ave Associated Development Phase Phase 1 only Portion of future traffic from Centennial Business Park' 4.0%2 Estimated Total Project Cost (2017 dollars) $ 198,000 Centennial Business Park Fair - Share Cost $ 7,920 Cataldo Avenue realignment Phases 1 & 3 10.3% $ 1,377,000 $ 142,003 Barker Road — Mission Avenue to 1-90 Phase 2 11.3% $ 2,818,000 $ 317,300 Flora Road/Trent Avenue Phase 3 21.4% $ 2,163,000 $ 463,686 Barker Road/Euclid Avenue (south) Phase 3 29.5% $ 244,000 $ 71,933 Barker Road/Boone Avenue (Phase 3) Phase 3 10.3% $ 2,214,000 $ 228,319 Barker Road — Euclid to Trent Planned (2021) 33.6% $ 4,184,000 $ 1,404,691 Barker Road — Spokane River to Euclid Planned (2022) 22.1% $ 3,302,000 $ 728,628 Sullivan Bridge over Trent Planned (by 2040) see below' Total Centennial Business Park Fair -Share Cost $ 3,364,480 1. Rounded to the nearest tenth percentage 2. Since this project will only apply to Phase 1, the proportion of traffic in Phase 1 was used here 3. Since only a portion of this project is to be funded by Spokane Valley and development in the Centennial Business Park primarily west of Flora Road will have the most significant traffic impacts at this location, the fair - share cost of this project was calculated separately The table below shows how the fair -share costs were factored into a final PM peak hour trip cost for Phase 1 and Phase 2 & 3 development. If developers agree to participate in the Centennial Business Park Planned Action Ordinance they will meet their SEPA obligations to mitigate traffic congestion impacts through a mitigation contribution of up to $156 per PM peak hour trip for development associated with Phase 1 and $2,831 per PM peak hour trip for all future developments after Phase 1. After making this mitigation payment developers will not have to conduct another traffic study, outside of a site access and circulation study, which may be required by Spokane Valley to ensure safe access for all modes into and within the development site. The City may opt to shoulder the cost of the Phase 1 development impact fee. Table 20: Cost er PM eak hour tri b develo ment I hase Forecast PM Peak Trips • Projects by Phase Projects that benefit Phase 1 only Projects that benefit Phase 2 & 3 only Projects that benefit Phase 1, 2 and 3 Total Fair -Share Cost $ 7,920 $3,214,558 $142,003 $ 3,364,482 160 1,180 1,340 1,340 Phase 1 Cost per Phase 3 Cost per PM peak hour trip PM peak hour trip $ 50 N/A $ 106 $ 156 N/A $ 2,725 $ 106 $ 2,831 If developers opt not to participate in the PAO, they will be responsible for conducting their own traffic impact analysis following the guidelines set forth by Spokane Valley. They will SecLloI1 3: AffecLeu L.IIVILOII!lleI1L, II1111dC L5, dlld M1tigaLiolis 411 Page also be responsible for funding any found during that process that will be needed to meet concurrency standards. Utility impacts from future development and costs associated with that were not factored into the mitigation fee. Developers will still be required to follow the Spokane Valley approval process for utilities and will pay for those costs separately. Spokane Valley will use other financing strategies to pay for the remaining costs of the projects identified above that will not be covered by developers. One potential strategy includes applying a broader-based impact fee program in collaboration with surrounding jurisdictions to collect fair -share fees from residential developments in Spokane Valley, Liberty Lake and unincorporated Spokane Valley. Other financing strategies Spokane Valley might consider include implementing a local improvement district or transportation benefit district, applying for grants, leveraging Federal Aid Road designation and leveraging other State and regional resources. Section 3: Affected Environment, Impacts, and Mitigations 42 1 P a g e SECTION 4.0: NOTICES 4.1 Determination of Significance and Scoping City of Spokane Valley Notice of Determination of Significance (DS) and Request for Comments on Scope of Supplemental Fin ironmental Impact Statement (SEIS) 1%0.11.:CT N.INIE: Northeast Indust:Jai tn...111).x.ce DESCRIPTION OF PROPOSAL: fhL: 'ay o I Hivkan:.• 11,....y plans 1.) adopt Planned Action Ordinance TAO) to support and streamline environmental permittinu in the (.!: 1ort1e:1st iri:strial area 1 ithrtheir.:( idea: ed a community priority in the 21!17-2037 lomprchensive ant!, kin::: rim! ir,inmental Impact Statement 1:1!!!!!illi!!. lite PA() will implement the community priority by identiiying m:titt!ition mi0a:A.1es including a phased infrastriiiin: plan (0:. transportation and utilities. !fhe proposal iipplies to approximately 840 acres (277 acres developed and 563 acres undeveloped). The types of projects anticipated :Ire new expanded hertz and light tises 1 Iril0Helow The 1 0 il1.thvi• I): the ... ticts ;lad necessary mitigations for forest: deVQ1opments. it!ittv elopment is unknvii at this time but will be described in the itiLiti. • Industrial, heavy use: EstathsMnents that assertible. maniatictu:e.. pac.i.).ilue.. or process raw or sem i-firashed. materials to produce soots. I leavy industrial uses can have. the Lo 110 ,ilingermis or to have sigjniticant impacts to surrounding properties with noise. calor. nuisance, 01. V ihration. • Industrial, light use: Estahlishnwnts Lkat tasaili bi. manulUctur. package, or process semi -finished materials to produce goods. All proecissing. labrieating. assembly, or disassembly of items takes place within an enclosed building. Light industry uses tend to he consumer oriented as the products are for end users and typically not to be used in :in intermediate s:cp by another industry. !Ilse loadagency has preliminarily identified the following elements for analysis in the Supplemental Environmental Impact Sim:erne:» (01.10): Transportation - systems, traffiC, eireulation 2 fierter - run offabsorption, supply; Air - quality, odor Land se. lousing. Yeonornic \\•e'll'.:me. and Natural Environment were analyzed in the 2017-2037 Comprehensive Plan and finallinvironniontitl ict st:r.traitni (1010) and )vill Lia refereneod as relevant and necessary. ca EOC.IT ION OF PROPOSAL: Tha isroposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the wost. Trent Avenue on :he north, thc 'Ilion l'aeiric late 011 10 loult iad he city limits on the east. The approximate enter of the project area can be further located at 47 '41`32.2N 117'0948.2W. DETERlkliNATRYN: kis Required. Thc 1'ity SpolfJ.:K: the lead agency. has (linen,, ined this proposal is likely to have a slunlikant adverse impact on the Li:into:it:ie.-I:. N1) Li!: retpire...! tinder! 43.211'.11311 iic and will be prepared. The City anticipates supplement:au tho FltIS with idditontI proieet level detail loo elements not adequately addressed in the o001.1:1 err. I lie t 't):-!-::!ehensive Plan and FEN was adopted on Dce,-,nlvi- :3. 2010. SCOP[Mi AND (DWI!): WING: . noie iftlid tribes, and members (il the public arc invited to comment on tnc scope of the sl!) omment on alternativesmitigation measures. probable significant adverse impacts. :Ind licenses; or other ;inst.:.::: that )ttiei. he required. Comments on the scope ()I' the EIS must he received on or before 5:00 pm April 3, 2017. S.:11,1 City of Spokane Valley, 11707 E Sprague Avenue, Suite 106, Spokane Valley, WA 9921i! or via email10 ettatesitiiispot:iinvi.!ilejc.iirg AVAII,A1311.11. N. OF (:011PREIIENSIVE PLAN AND FEIS: The City of Spokane 11 7-2!!.37 Co,n1,ahinsive Plan and IIt0i ea!) lis.! re:id ortline at )vww.spokanevalley.orgicp. A hard copy is available for vICW111U between 0:00 am and 5:00 pm at Spokane City 11:111 located at 11707 Bast Sprague, Suite 106. SIALL CON"IAC1: 'haz Bates, AlCP, Economic Development Specialist, PH: (509) 720-5315 or email cisines'e.ispekiineyal Icy org. ISPO \ Si lit+ ()It'FICIAL: Mike Basinger, AICP, Senior Planner, PH: (509) 720-5331 or email misasingeriisoosiinev.i.ley.org. 1.1.),TE1SSI El): larch 3. 21:17 APPFAli: An :ins...al 01 this detonynnin ion must bc sub:» Med to thc C'onlinunity Development Department within fourteen (14) calondili! the date !issued This appeal must 1001 .::id make -reel ric ractual objections to the City's thresisidt1 tlete:!!:: ion. Appeals shall be conducted in ciiii.:!iirmance C'haptor I 7 t)0 'Appeals) of the Spokane Valley (lur!einti!!:!t!ide ;Intl the required Ices pursuant to th 1'ay's :killed fee sc.:a:Huh: !!!!!1:1- :70 11 at 1:00 of appeal submittal. Carie 'li 11' Spokane \ 1),:111.1.(y City Clerk P1 .1BLISH:03-03-2017 Section 3: Affected Environment, Impacts, and Mitigations 43 1Page 4.2 Draft EIS and Document Availablity NOTICE OF ISSUANCE AND AVAILABILITY ADOPTING AN EXISTING DOCUMENT OF THE CITY OF SPOKANE VALLEY FOR A PLANNED ACTION ORDINANCE AND SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT Notice is hereby given that the City of Spokane Valley has prepared an amendment to Title 21 of the Spokane Valley Municipal Code (SVMC) creating a new chapter 21.60 SVMC Centennial Business Park Planned Action. To support the proposed amendment the City prepared a SEIS for the northeast industrial area. The City of Spokane Valley is the Lead Agency for the SEIS. The analysis was undertaken to meet the direction of the State Environmental Policy Act (SEPA). PROPONENT: City of Spokane Valley LOCATION OF PROPOSAL: The proposal is located in the City of Spokane Valley's northeast quadrant bounded by Flora Road on the west, Trent Avenue on the north, the Union Pacific line on the south, and the city limits on the east. The approximate center of the project area can be further located at 47°41'32.2"N 117°09'48.2"W. LEAD AGENCY: City of Spokane Valley DOCUMENT BEING ADOPTED and ADOPTION DATE City of Spokane Valley has adopted the 2017-2037 Comprehensive Plan and Final Environmental Impact Statement. Adopted on December 13, 2016. AGENCY THAT PREPARED DOCUMENT BEING ADOPTED City of Spokane Valley DESCRIPTION OF DOCUMENT BEING ADOPTED The Comprehensive Plan and FEIS are an integrated document as such the entire document and analysis is being adopted for the proposal; however, the analysis as it relates to the location of the proposal and the goals and policies related to industrial lands are especially relevant. Additionally, Appendix A: SEPA analysis is also relevant. DRAFT CONTENTS: The City prepared a SEIS for the northeast industrial area. The NIA-SEIS evaluates the growth and land use for the 20 -year planning horizon established in the Comprehensive Plan and FEIS. The SEIS reviews potential impacts to air quality, historic and cultural resources, water, and transportation. The SEIS also identifies mitigation measures to address identified impacts. DSEIS DATE OF ISSUANCE: November 23, 2018 REVIEW PERIOD: Following the issuance of the NIA-SEIS and related Planned Action Ordinance, a 60 -day comment period commences. The public and other reviewers are invited to comment on the draft document. You may submit written comments on the document no later than 5:00 p.m. January 22, 2019. All written comments must be received by that date and time. Written comments via mail or email must be submitted to: Community and Economic Development Department 10210 East Sprague Ave. Spokane Valley, WA 99206 Email: cbates@spokanevalley.org Please note that comments received in response to the draft document, including names and addresses of those who comment, will be considered part of the public record on this proposed action and will be available for public inspection. Section 3: Affected Environment, Impacts, and Mitigations 441 Page PUBLIC HEARING: December 13, 2018 - 6:00 p.m. (Planning Commission) DOCUMENT AVAILABILITY: The complete 2017-2037 Comprehensive Plan and FEIS are available for download at: www.spokanevalley.org/CP. The complete NIA-SEIS and associated draft development code are available at: www.spokanevalley.org/PlannedAction Copies of these documents are also available for public review during regular business hours at the following location: Spokane Valley City Hall 10210 East Sprague Avenue Suite 106 Spokane Valley, WA 99206 Copies are also available for purchase upon advanced notice for the cost of printing from the City of Spokane Valley at 10210 East Sprague Ave., Spokane Valley, WA 99206. If you have special accommodation needs, please contact the City of Spokane Valley at (509)-720-5000. CITY CONTACT: Chaz Bates, AICP, Economic Development Specialist SEPA RESPONSIBLE OFFICIAL: Mike Basinger, AICP, Economic Development Manager DATE: November 23, 2018 Carrie Koudelka, CMC Spokane Valley Deputy City Clerk PUBLISH: November 23, 2018 Section 3: Affected Environment, Impacts, and Mitigations 451 Page 4.3 Public Hearing SPOKANE VALLEY PLANNING COIVIMISSION Public Hearing for Code Text Amendment December 13, 2018, 6:00 p.m. The Spokane Valley Planning Commission will hold a public hearing December 13, 2018 at City Hall Council Chambers, 10210 East Sprague Avenue, Spokane Valley, WA 99206 at 6:00 p.m., to receive public testimony on the following proposal: FILE NUMBER: CTA -2018-0004 DESCRIPTION OF PROPOSAL: The City has prepared a text amendment to Title 21 of the Spokane Valley Municipal Code (SVMC). The proposed amendment will create a new chapter 21.60 SVMC Centennial Business Park Planned Action. PROPONENT: City of Spokane Valley, 10210 E Sprague Avenue, Spokane Valley, WA 99206 HEARING PROCEDURES AND APPEALS: The Spokane Valley Planning Commission will conduct the hearing pursuant to Planning Commission rules of procedure. Interested persons may testify at the public hearing and may submit written comments and documents before or at the hearing. The Planning Commission may limit the time given to speakers. The Planning Commission will forward a recommendation on the proposed amendment to the Spokane Valley City Council. Appeals shall be pursuant to SVMC 17.90 Appeals. ENVIRONMENTAL DETERMINATION: Spokane Valley, acting as the Lead Agency, issued a Determination of Significance (DS) on March 3, 2017 pursuant to WAC 197-11-360. Comments on the scope of the EIS were accepted until April 3, 2017. The City has prepared a supplement to the 2017-2037 Comprehensive Plan and FEIS that was adopted on December 13, 2016. Comments on the draft Supplemental Environmental Impact Statement and code text amendment are being accepted until January 22, 2019. STAFF REPORT AND INSPECTION OF FILE: A staff report will be available for inspection seven (7) calendar days prior to the hearing, at Spokane Valley City Hall, 10210 East Sprague Avenue, Spokane Valley, WA between 8:00 am and 5:00 pm, Monday -Friday, excluding holidays. Please send written comments to Chaz Bates, Economic Development Specialist; 10210 East Sprague Avenue, Spokane Valley, WA 99206; (509) 720-5337; Fax (509) 921-1008; or send email to cbates@spokanevalley.org. NOTICE: Individuals planning to attend the meeting who require special assistance to accommodate physical, hearing, or other impairments, please contact the City Clerk at (509) 720-5000 as soon as possible so that arrangements may be made. Carrie Koudelka, CMC Spokane Valley Deputy City Clerk PUBLISH: 11-23 & 11-30, 2018 Section 3: Affected Environment, Impacts, and Mitigations 46 I Page 4.4 Final EIS and Document Availablity [To be inserted after adoption] Section 3: Affected Environment, Impacts, and Mitigations 471 Page 4.4 Distribution List City of Spokane Valley City Officials Mayor and City Council Planning Commission City Manager City Clerk City Attorney Other Agencies Local City of Liberty Lake City of Spokane County Spokane County Fire District No. 1 Spokane County Fire District No. 8 Spokane County Building and Planning State Department of Archeology & Historic Preservation Department of Resource and Conservation Department of Commerce Department of Ecology & SEPA Register Tribal Spokane Tribe of Indians Federal Federal Aviation Administration (FAA) — Seattle District Federal Emergency Management Agency (FEMA), Region X National Marine Fisheries Service - NOAA U.S. Army Corps of Engineers — Seattle District Utilities CenturyLink Avista Utilities Comcast Media Spokane Valley Herald Schools Central Valley School District No. 356 East Valley School District No. 361 Other Spokane County Joint Aquifer Board Spokane Regional Health District Spokane Regional Transportation Council Spokane Transit Authority Spokane County Library District Spokane Regional Clean Air Agency Community and Economic Development Director Human Resources Director Finance Director Parks & Recreation Director Police Chief Public Works Director City of Millwood Spokane County Division of Utilities Spokane County Water District No. 3 Department of Fish & Wildlife Department of Natural Resources Department of Transportation Department of Health U.S. Department of Agriculture, Natural Resources Conservation Service (NRCS) U.S. Environmental Protection Agency, Region X U.S. Department of Homeland Security, Region X Consolidated Irrigation District No. 19 Spokesman Review West Valley School District No. 363 Holiday Trailer Court Kaiser Aluminum Pinecroft Mobile Home Park Spokane Business & Industrial Park Section 4: Notices 48 1 P a g e SECTION 5.0 RESPONSE TO COMMENTS 5.1 Comments and Responses on the Scope A comment letter from Spokane Valley Fire Department was received on scope it contained two comments: • Coordination with Consolidated Irrigation District No. 19 regarding water availability is recommended. • All specific Fire Department requirements shall be conditioned on future commercial permits These comments are noted and do not require an adjustment to the scope of the Supplemental Environmental Impact Analysis. 5.2 Comments and Responses on the DEIS [To completed after the 60 -day notice] # Name Comment Response Section 5: Scoping Comments and Response to Comments DSEIS 49 1 Page APPENDIX A: ExisTING TRANSPORTATION CONDITIONS REPORT FOR SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PA O Existing Transportation Conditions Report Spokane Valley Northeast Industrial Area PAO Prepared for: City of Spokane Valley Updated June 2016 SE17-0508 FEHR PEERS Contents Study Area 3 Land Use Context 3 Street Network 4 Traffic Operations 6 Transit Network 9 Bicycle Network 10 Pedestrian Network 11 Freight & Rail Access 12 Programed Transportation Projects 15 Key Findings 16 DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Study Area The study area for the Northeast Industrial Area Planned Action Ordinance (PAO) is mapped in Figure 1. The study area is approximately 1.23 square miles of largely undeveloped land located in the northeast corner of the City of Spokane Valley. The area is generally bound by Flora Road on the west (with the exception of a small area to the north where the western boundary extends across Flora Road to 4th Street), the Burlington Northern Santa Fe Railroad on the north, the Spokane Valley city limits on the east and Euclid Avenue and the Union Pacific Railroad to the south. The study area excludes an existing residential development on the northwest corner of Barker Road and Euclid Avenue. Figure 1. Northeast Industrial Area PAO Location BNSF RR Wellesley Av Heroy Av stria) Park 1st St Broad Av Rich Av Trent Av ti r w r Industrial Park/7.V - - Industrial Park B St a Industnal-Park-05t{"� im 1 ,-.79--,•)'‘+'! I 1 Euclid Av 1 a Marietta Ru cc E � a a m 0 025 0.5 Broadway Av et Valleyway Av '5 d Riles Montgomery Av 44 p 0. Knox Av Arc St Arc Rd a 3 Catalda Av (51 a 8 Buckeye Av cae a c c - Mission Av -n Sinto Av E, Sharp Av faoone Pv Alki Av coley Av P spkanr R,LP Liberty Lake 1. � Study Area (PAO) Spokane Valley City Limits Land Use Context The study area consists of 277 acres of developed land and 563 acres of undeveloped land. The majority of developed land is located in the southwest portion of the study area flanking Flora Road and Euclid Avenue and is primarily used for industrial and warehouse related uses (see Figure 2). Based on 2015 transportation analysis zone (TAZ) data, there are currently about 700-800 employees in the study area. Under the City's future land use map, within the recently adopted 2016 Comprehensive Plan, all of the land within the study area is designated industrial. Existing Transportation Network 3 1 P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 2. Study area aerial view v4 6/16/17 Slutly Area Spokane Valley Crty Limits Street Network The street network within the study area is fairly coarse compared to other parts of the City, as much of the land is undeveloped and there are few local streets. There are three existing collector and arterial streets within the study area each spaced about a mile apart (see Figure 3 and Figure 4). All streets within the study area have two lanes, there are no signalized intersections and only a few streets segments contain curb and gutter. Euclid Avenue on the south edge of the study area provides the only east -west connection across the study area. Figure 3. Arterial & Collector Streets in the Study Area Street Dir. Class # of Posted ADT Lanes Speed (% trucks) Miles in % curb study & area gutter Major intersecting streets nearby Barker Road N -S Minor Arterial 2 45 mph 5,500 (12%) 0.9 3% Trent Avenue, 1-90, Appleway Avenue Flora Road N -S Minor Arterial 2 35 mph 1,900 (16%) 0.9 0% Trent Avenue Euclid Avenue E -W Collector 2 35 mph 2,800 (17%) 1.5 0% Barker Road, Flora Road, Sullivan Road Existing Transportation Network 4IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 4. Existing street classification and average daily traffic (ADT) W l� 3500 10100 ou E 2acloo 224 BNSF RR —5400 Euclid'. Broad Av 3500 Wellesley Av Heroy Av Rich Av 19900 0 5.00 rent Av w Industrial ParkGAX. - - Industrial Park B St o ur $ ^ IndustrPal-PankCSt} '�_c s 73 1 v c \4100 c o Marietta pv 2 1m m • a I 2400 "1 1 ■ 1 1 1 1 1 v4 6/16/17 1 0 l Buckeye Av 2 .. °i Montgomery Av °2 n ▪ Q Mission AS 4100 e pv Valleyway As Main Av Pacific spokane Liberty Lake Collector Minor Arterial Principal Arterial •Study Area Spokane Valley City Limits Major Streets • Barker Road — Barker is the primary north -south street through the study area. It is the only street in the study area that crosses the Spokane River, thus providing direct access to 1-90 and Appleway Avenue to the south. It also connects with Trent Avenue to the north. As a result this street has the highest existing traffic volumes in the study area averaging about 5,500 vehicles per day. Barker is designated as a minor arterial within the study area. The posted speed is 45 mph in the study area and 35 mph south of Euclid. • Flora Road — Flora Road is parallel to Barker Road and located one mile to the west of Barker. This street provides connections between Trent Avenue and Euclid Avenue, but does not connect across the Spokane River. It becomes a private pit road south of Euclid. • Euclid Avenue — This is the only continuous east -west street through the study area providing connections between Liberty Lake to the east and Sullivan Road to the west. However, the street dog -legs where it intersects Barker Road (crossing the UP railroad tracks) and Flora Road in the study area. Local Streets Excluding the small residential development on the northwest corner of Barker Road and Euclid Avenue (which is not part of the study area), the study area contains just three publicly accessible local streets (Dalton Avenue, Tschirley Road and Eden Street) combining for just over 1 mile in total length. Eden Street is one of the only streets in the study area with a curb and gutter. Existing Transportation Network 5 1 P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Major Regional Roadways Nearby There are several major regional roadways that, while outside the study area, provide access to the state and national highway system. Connections to these roadways will be critical to employee and freight access as part of future land development. • Trent Avenue (SR 290) — Trent is a major east -west connection and freight artery through the Spokane region. It is a five lane principal arterial road just north of the study area with a 50 mph posted speed. There are side street stop controlled intersections where both Flora Road and Barker Road intersect Trent. • 1-90 —1-90 is the major east -west interstate highway across the state of Washington and is one of the principal interstates spanning the country from coast to coast. This highway is an important artery for freight and interstate travel in the region. An interchange to 1-90 is located 1.5 miles south of the study area along Barker Road. • Appleway Avenue — Appleway/Sprague is the major east -west corridor through the heart of Spokane Valley. Barker Road intersects Appleway Avenue about 2 miles south of the study area. • Sullivan Road — Sullivan Road is a major north -south arterial located just to the west of the study area. Euclid Avenue intersects Sullivan about 1 mile west of the study area. Traffic Operations The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic (LOS A) to highly -congested conditions (LOS F). The description and intersection delay thresholds of each LOS category are described in Figure 5. These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. Figure 5. Level of service description and delay thresholds at intersections Level of Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. 0-10 0-10 B Stable operating conditions. 10-20 10-15 Stable operating conditions, but individual motoristsC are affected by the interaction with other motorists. 20-35 15-25 D High density of motorists, but stable flow. 35-55 25-35 E Near -capacity operations, with speeds reduced to a low but uniform speed 55-80 35-50 F Over -capacity conditions with long delays. > 80 >50 Source: Highway Capacity Manual 2010, Transportation Research Board The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors Existing Transportation Network 6IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) Figure 6. Intersections included in LOS analysis Broad Av Wellesley Av Heroy Av Rich Av Trent Av 1 Industrial Parkr%t- - - Industrial Park B St Ind ustrial-Patk-C-St{ +'m 1 s I I N 1 Euclid Av a a cc taa E a a 0e: CO c a 4 m Valleyway Av , 0 o 0.25 0s 1 Miles Broadway As 2 ■ 1 ri 1111 union pac to RR 4' 1 Z Montgomery Av 1.1 Knox Av Arc 51 Arc Rd CC c Cato hie As Iv 8 a Buckeye Av 2 elission Av Sinto As F, Sharp Av 5p0pe Pv Alk Av cool pa Pv v APS v.0, Av spokaac RrN Liberty Lake • • • 1. _1 Study Area (PAO) Spokane Valley City Limits A total of 18 intersections in and around the study area (shown in Figure 6) were identified by Spokane Valley staff as important to describing existing traffic operations and to use as a baseline for forecasting potential traffic impacts from future land use changes within the study area. Traffic counts were collected at all 18 intersections during both the AM and PM peak hour on a weekday (either in June, 2016 or February, 2017). Synchro (a transportation planning software) was used to analyze traffic operations, including LOS, at each intersection based on traffic volumes, turn movements, and average percent truck traffic during the peak hour on each road segment. The results of the existing conditions LOS analysis, including delay in seconds, for each intersection are shown in Figure 7. Figure 7. Existing LOS at selected intersection in and around the study area Intersection Type AM Peak Delay (secs) LOS PM Peak Delay (secs) LOS Approach reported (AM/PM) 1 - Barker Rd/Trent Ave Side -Street Stop 59 F* 41 E NB 2 - Barker Rd/Euclid Ave (north) Side -Street Stop 10 A 11 B EB 3 - Barker Rd/Euclid Ave (south) Side -Street Stop 12 B 17 C WB 4 - Barker Rd/Buckeye Ave Side -Street Stop 13 B 10 B WB 5 - Barker Rd/Riverway Ave Side -Street Stop 16 C 20 C WB 6 - Barker Rd/Indiana Ave (north) Side -Street Stop 11 B 12 B EB 7 - Barker Rd/Indiana Ave (south) Side -Street Stop 14 B 15 B WB Existing Transportation Network 7IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 Intersection Type AM Peak Delay (secs) LOS PM Peak Delay (secs) LOS Approach reported (AM/PM) 8 - Barker Rd/Mission Ave Signal 13 B 17 B 9 - Barker Rd/Boone Ave Side -Street Stop 22 C 18 C EB/WB 10 - Barker Rd/Westbound 1-90 Ramps Signal 68 E 43 D 11- Barker Rd/Eastbound 1-90 Ramps Signal 44 D 113 F 12 - Flora Rd/Trent Ave Side -Street Stop 129 F 124 F SB/NB 13 - Flora Rd/Euclid Ave (north) Side -Street Stop 11 B 11 B WB 14 - Flora Rd/Euclid Ave (south) Side -Street Stop 10 A 10 A EB 15 - Sullivan Rd/Trent (north) Signal 16 B 12 B 16 - Sullivan Rd/Trent (south) Signal 13 B 21 C 17 - Sullivan Rd/Euclid Ave Signal 51 D 60 E** 18 - Del Rey Dr/Trent Ave Side -Street Stop 23 C 18 C SB Source: Fehr & Peers * Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant **LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor -wide As shown in Figure 7, under the existing conditions, most intersections included in this study currently meet the City of Spokane Valley's LOS criteria in both the AM and PM peak periods. However, the following intersections do not currently meet the City's LOS standards resulting in noticeable delays for some drivers during the peak hour: • Barker Rd/Trent Ave AM Peak (northbound approach) • Barker Rd/ 1-90 WB Ramps AM Peak • Barker Rd/I-90 EB Ramps PM Peak • Flora Rd/Trent Ave AM Peak (southbound approach) and PM Peak (northbound approach) Barker Road/Trent Avenue The Barker Road/Trent Avenue intersection does not meet the LOS standards identified in the City of Spokane Valley Comprehensive Plan. This is because this intersection operates at LOS F (as measured by the delay to vehicles in the northbound approach) during the AM peak - and peak hour traffic volumes are sufficient to meet the peak hour signal warrant using MUTCD1 criteria. The City is planning to grade - separate Barker Road with the BNSF railroad (just south of Trent Avenue) as part of the 6 -year TIP, which would change the configuration of this intersection in the future (see Programmed Transportation Project section below), however the final design for the grade separation still needs to be identified. Barker Road/I-90 Intersection Improvements are planned as part of the City's 6 -year Transportation Improvement Program along Barker Road at the 1-90 interchange (see Programmed Transportation Projects section below). In addition, WSDOT recently finalized an Intersection Justification Report (IJR) to reconstruct the Barker Road/I-90 intersection to include a roundabout at each on-ramp and a new bridge over 1-90. These and other planned improvements will improve LOS at the Barker Rd/I-90 intersections and will be factored into future year traffic analyses. 1 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov Existing Transportation Network 8 1 Page DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO Flora Road/Trent Avenue Analysis shows that the Flora Rd/Trent Ave intersection currently operates at LOS F during both the AM and PM peak. Since this is a side -street stop controlled intersection, LOS is measured based on the approach with the highest delay. The highest delay during the AM peak is from the southbound approach, where traffic originates primarily from a residential development north of Trent Avenue (outside the study area). In the PM peak, the highest delay occurs on the northbound approach, where traffic originates from the industrial sites south of Trent Avenue. In addition to operating at LOS F, an analysis of peak hour traffic volumes indicate that this intersection meets the peak hour signal warrant. As a result of operating at LOS F and meeting the peak hour signal warrant, this intersection does not currently meet the City's LOS standards. Future analysis will consider either signalizing this intersection to meet LOS standards or potentially closing the Flora Road at -grade railroad crossing over the BNSF tracks (just south of Trent) and diverting traffic to Barker Road as part of a new grade -separated crossing planned at that location. Sullivan Road/Euclid Avenue The Sullivan Rd/Euclid Ave intersection operates at LOS E during the PM peak. However, because Sullivan Road is a major arterial the LOS is measured corridor -wide. According to the City's Comprehensive Plan, Sullivan Road currently meets the LOS D standard when assessed corridor -wide and thus LOS E is considered acceptable at the Euclid intersection based on the City's standards. This intersection is also slated for reconstruction in 2017 as part of the City's 6 -Year TIP, which will include minor improvements to the lane configuration. WSDOT LOS Standards Trent Avenue is a State Highway (SR 290) maintained and operated by Washington State Department of Transportation (WSDOT). Trent Avenue is not defined as a Highway of Statewide Significance (HSS) by WSDOT and therefore has a LOS standard that is established by SRTC and WSDOT, which is set at LOS D. The Barker Road/Trent Avenue and Flora Road/Trent Avenue intersections currently operate at LOS F during the peak hour and the peak hour signal warrant is met at both these intersections. Ultimately, Spokane Valley is considering modifications at both intersections, which could include closing the Flora Road section south of Trent Avenue (which could also include channelization changes to improve the operations of the north leg) and a grade separation of the BNSF railroad at Barker road (which could include a new traffic signal, roundabout, or interchange at Barker/Trent). Transit Network Spokane Transit Authority (STA) provides public transit service within Spokane Valley. However, no fixed -route transit service is provided in the study area. The closest bus stop is about a mile south of the study area at the Barker Road/Mission Avenue intersections. This stop is served by route 98 which operates at 30 minute frequencies during weekdays between Liberty Lake and the Valley Transit Center. Route 96 also stops just over a mile west of the study area at the Sullivan Road/Euclid Avenue intersection. This route also operates at 30 minute frequencies weekdays and connects North Sullivan Road with the Mirabeau mixed-use commercial area, Pines Road and the Valley Transit Center. As the study area densifies, STA may provide transit service in the future and all arterial roadways will be designed to accommodate transit vehicles. Existing Transportation Network 9 I P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 8. Existing transit network BhfSF FU Broad Av Wellesley Av Heroy Av Rich Av Trent Av r+ Industrial Parkfilt - - Industrial Park B St R InduStrial-ParkCSt{'^+� 1 ■ Euclid As ? 1 a arietta Rv mint 1. •m, I 1 M � Montgomery Av Knox Av a a a 1 a cc a a 5 0 0 a 5 Sinto A Sharp A t? pi d v4 6/16/17 Buckeye Av Route 98 spokane R,LF., 0 Route 174 CataIda Av Broadway Av n Valleyway Av O V Alki As PPp\eWaV Pv ix V Liberty Lake o STA Bus Stops STA Bus Routes - , Study Area Spokane Valley City Limits Bicycle Network There are no existing bicycle facilities within the study area. However, some bicycle facilities exist just south of the study area. These include a bicycle lane on Barker Road just south of the study area (that extends for about 2/3 of a mile) between the Spokane River Bridge and Boone Avenue and the Centennial Trail multiuse path on the south side of the Spokane River also just south of the study area. This Centennial Trail spans about 7 miles across the City of Spokane Valley and beyond connecting the Pasadena Park area with Liberty Lake. Nearby bicycle facilities are mapped in Figure 9. Bicycle lanes are planned to be constructed along Barker Road between the Spokane River and Trent Avenue and between Boone Avenue and Appleway Avenue by year 2021 as part of the City's Barker Road Improvement Project (see the Programmed Transportation Projects section below). As part of the City of Spokane Valley's Bike and Pedestrian Master Program, bicycle lanes are also proposed on Flora Road and a multi -use trail is proposed parallel to Trent Avenue just north of the study area. No funding or timeline has been identified for these projects. Existing Transportation Network 10 1 P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 9. Existing bicycle network gnSF Fi 3 Wellesley Av heroy Av Broad Av Rich Av Trent At Industrial Park%t- - Industrial Park B St a 1 v Industrial-ParKCSti1 - 'aEuclid At t c -a c Marietta Pv 1 al 1� 1 1 M 1 v4 6/16/17 0. ry Av Buckeye At Knox Av Pit Fid dio;„,a `'z ission Av v A V' „Sinto Av a E Sharp A t.00ne Av t7 Cataldo Av LC volume Riy� Liberty Lake Bike Friendly Route Existing Bike Lane Existing Shared Use Path Study Area Spokane Valley City Limits Pedestrian Network The majority of the streets within the study area do not have sidewalks, curbs or gutter. The two exceptions are shown in Figure 10. These include a 0.3 mile stretch of Eden Avenue north of Euclid Avenue that has a 5 foot sidewalk and curb on both sides of the street. The sidewalk on the east side of is detached from the curb, while on the west side it is attached except for the northern section. There is also a short segment (about 360 feet) along the west side of Barker Road with a detached sidewalk and curb that was constructed as part of a recent development. There are no signalized pedestrian crossings in the study area and no painted crosswalks. Existing Transportation Network 11 1 Page DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 10. Existing sidewalk network Wellesley Av eroy Av Broad. Av Rich Av irent Av 1 e r Industrial ParkGALt— — w Industrial Park B St a 1 -�vY�m Indu5trtal-Pak-CSt 1 sa. Euclid Av s, 1 0 0Cr ▪ CC m 0 rt Broadway] Av Montgomery AV kna L111,1 n IIT 1�/I CL ... L114 .1.1 - 6 O ISSID F+' SInto Av ti J g Sharp A ,Lpo�e C.ataldo Av a 7( "Y — -- Alki Av �'' Pv c p�eWaVJ Valle ay Av - a CO 'N )U� LI _InI �,y�P.1Av ,......„.r>.----19.1-•---- P.1,1>'"" or,Av -1 1 1 1 1 1 1 1 Buckeye Av 0 Pv 1 v4 6/16/17 Splcarre R4 Liberty Lake Existing Sidewalks 1. _. Study Area Railroads Spokane Valley City Limits Barker Road and Euclid Avenue both have pedestrian facilities just outside the study area. There are sidewalks on both sides of Barker Road just south of the study area (beginning at the bridge over Spokane River) and on both sides of Euclid Avenue just west of the study area. Sidewalks are planned to be constructed along Barker Road from the Spokane River to Trent by year 2021 as part of the City's Barker Road Improvement Project (see the Programmed Transportation Projects section below). Freight & Rail Access The developed land within the study area and the land just west of the study area are mostly industrial in nature. In addition, future land use of the entire study area is designated as industrial as part of the City' Comprehensive Plan and zoning code. Thus, truck and rail access are critical to the day-to-day needs of existing businesses and will be important for future developments. Truck Routes & Volumes There is a high percentage of truck traffic on the major streets in the study area compared to other parts of Spokane Valley. Figure 3 shows that truck traffic on the three major streets in the study area (Barker Road, Flora Road and Euclid Avenue) account for about 12-17% of the average daily vehicle traffic, and 3-13% of the peak hour traffic. Figure 11 shows that these streets are classified as T-3 based on the annual freight tonnage they carry (between 300,000 and 4 million tons of freight per year). Several major corridors around the study area support even higher volumes of freight, including Trent Avenue, I- 90, Sullivan Avenue and a section of Barker Road just south of 1-90. These roadways are classified as T-1 or T-2, carrying more than 4 million tons of freight per year. Existing Transportation Network 12 ( P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 11. Truck route classification and at -grade railroad crossing locations Broad Av Wellesley Av Remy Av 61.1SF FR Rich Av Trent Av Industrial ParkGA Industrial Park B St Industria l-ParkCSt 1 1 I n t tl O 0. Euclid Ay 1 1 1 1 1 1 v4 6/16/17 Gr 1'"-- t t GE Montgomery Av Tc A Knox Av Carta Ido Av m Cr Mission Av R Si nto A F Sharp A Boor+e A`w 4.9 m a ' Br adway Av !f O Valleyway Av c cc `. V Alki Av spoka' Liberty Lake Route Classification T-1: n 10 million tonslyear n T-2:4-10 million tons/year T-3: 300,000-0 million tonslyear At -Grade Railroad Crossings Railroads •-' Study Area (PAD) Spokane Valley City Limits Rail Operations In addition to the major truck routes in the area, the study area is also flanked by two mainline railroads. The Burlington Northern Santa Fe (BNSF) mainline parallels the northern edge of the study area and the Union Pacific (UP) mainline parallels the southern boundary of the study. The BNSF route is one of the company's main transcontinental lines between west coast ports and the interior of the country and hosts Amtrak's twice daily Empire Builder between Chicago and Seattle/Portland. Both rail companies also have rail spurs to industrial land uses west of the study area. While no rail spurs currently exist in the study area, preservation of access to both rail lines will be important to future industrial development within the study area. There are four at -grade crossings of the mainline railroads within the study area illustrated in Figure 11, one for each rail line on both Barker Road and Flora Road. Figure 12 illustrates some basic operating characteristics for each of these at -grade crossings. Federal Railroad Administration (FRA) data indicates that the BNSF line hosts about 54 trains per day, mostly long-haul freight trains passing quickly through the area, and the UP line hosts about 9 trains a day, including a combination of short -haul freight, long- haul freight, and short trains performing switching operations. Historic crash data indicates that the grade crossings on Barker and Flora Road for both rail lines have operated safely over the last 25 years. Figure 12 shows that despite the high train volumes, it has been over 25 years since a crash occurred at any of the four at -grade rail crossings in the study area. Existing Transportation Network 13 ( P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO Figure 12. Operating characteristics of at -grade rail crossings in the study area v4 6/16/17 Railroad Street Crossing Average Typical Gates Down Trains Train Average/Max per Day Frequency (minutes) Typical List of Crashes Train Speed (1975-2016) BNSF Barker Road 54 10-90 mins 3:00/4:30 1 - 79 mph • 1991 - Fatality Flora Road 54 10-90 mins No data 1 - 79 mph • 1975 — no injury • 1990 - no injury UP Barker Road 9 1-4 hours 2:00/4:00 24 - 49 mph • 1989 - Fatality Flora Road 9 1-4 hours No data 24 - 49 mph None Source: Fehr & Peers; Federal Railroad Administration Traffic Impacts of At -Grade Rail Crossings Based on data collected on February 14, 2017 the gates at the Barker Road/BNSF crossing were down for an average of about 3 minutes per train crossing, but ranged anywhere from 30 seconds to 4.5 minutes. At the Barker Road/UP crossing, gates were down an average of about 2 minutes per train crossing and ranged from 30 seconds to 4 minutes. Figure 13 shows the estimated vehicle queue length in feet on Barker Road during both the AM and PM peak hour when the gates are down at both the BNSF and UP crossing. Trucks are assumed to be the equivalent of three passenger vehicles and each passenger vehicle is assumed to be 25 feet in length. Queues were calculated using Synchro and are based on observed gate down times and traffic volumes. The estimates include both the average, which is the 50th percentile queue length during an average gate down time and the worst case, which is the 95th percentile queue length during the peak hour during the longest gate down time observed. The latter likely only occurs a handful of times per year, although is about five times more likely to occur on the BNSF line than the UP line because trains are five times more frequent on the BNSF line. Figure 13. Vehicle queue lengths at the Barker Road at -grade rail crossings when gates are down during the peak hour Vehicle Queue Length (feet) Trains Gate Down AM Peak PM Peak Frequency per day Time NB SB NB SB BNSF Crossing Average (50th percentile) 54 3 minutes 150 250 275 275 Worst Case (95th percentile) 54 4.5 minutes 275 425 475 475 UP Crossing Average (50th percentile) 9 2 minutes 300 250 225 500 Worst Case (95th percentile) 9 4 minutes 700 250 525 1,050 Source: Fehr & Peers Figure 13 shows that queues are typically longer during the PM peak (when traffic volumes are greater) and are longer at the UP crossing than the BNSF crossing, although much less frequent (because trains are much less frequent at the UP crossing than the BNSF crossing). During the PM peak hour, the vehicle queue is typically about 275 feet long on either side the BNSF crossing along Barker Road (about 11 vehicles queued in each direction). During the worst case scenario, queues can be as long as 475 feet on either side of the BNSF crossing (about 19 northbound and 19 southbound vehicles). It should be noted that in the southbound direction there is only about 100 feet between the railroad crossing stop bar and the Trent Avenue intersection, which is enough space for about 4 cars (or 1 truck and 1 car). This means Existing Transportation Network 141 Page DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO the queue typically extends about 175 feet along Trent Avenue (and can be as long as 375 feet during the worst case scenario). Vehicles queued on Trent would be in either the westbound left turn pocket, which is about 200 feet long or the eastbound right -turn lane, which is about 300 feet long. Currently these lanes are long enough to store vehicles queued on Trent during the worst case scenario without spilling into the thru lanes. When gates are down at the UP crossing during the PM peak hour, queues typically build up to about 500 feet southbound and 225 feet northbound (with the queue typically spilling onto both directions of Euclid Avenue). During the worst case scenario queues can be 1,075 feet in the southbound direction during the PM peak and 700 feet in the northbound direction during the AM peak. Lastly, because there are no grade -separated rail crossings in the study area, there are times that the gates are down on both the UP and BNSF line at the same time. This could delay access into or out of the site for emergency vehicles by as much as 4 minutes. The nearest alternative route would be via Sullivan Road (2 miles west of Barker Road), which is grade -separated from both railroads, and Euclid Avenue. Programed Transportation Projects Several streets within the study area and surrounding intersections are programmed for improvement as part of the Spokane Valley Department of Public Works' Six -Year Transportation Improvement Program (TIP) and/or as a part of the Spokane Regional Transportation Council (SRTC) financially constrained project list in the Horizon 2040 Plan. Programmed projects within the study area that will impact intersections analyzed as part of this project are listed in Figure 14. Figure 14. Programmed transportation projects located in the study area or at key intersections nearby Project Description Program (Project #) Year Agency Responsible In Study Area? Euclid Avenue Reconstruction — Flora to Barker Replace roadway and widen shoulders as part of new sanitary -sewer installation 2017 CIP 2017 Spokane Valley & Spokane County Yes Sullivan/Euclid - Concrete Intersection Reconstruct intersection in concrete pavement (slight change in lane configuration) 6 -year TIP (#16) 2017 City of Spokane Valley No Barker Road — Euclid to Trent Reconstruct to 3 -lane urban section 6 -year TIP (#36) 2021 City of Spokane Valley Yes Barker Road Improvement Project— Appleway to 190 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 6 -year TIP (#37) 2021 City of Spokane Valley No Barker Road Improvement Project— Spokane River to Euclid Reconstruct and widen to 3 -lane urban section 6 -year TIP (#41) 2021 City of Spokane Valley No Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 6 -year TIP (#42) 2021 City of Spokane Valley Yes I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 Plan (#12) 2020 WSDOT No Existing Transportation Network 15IPage DRAFT EXISTING TRANSPORTATION CONDITIONS Spokane Valley Northeast Industrial Area PAO v4 6/16/17 Project Description Program (Project #) Year Agency Responsible In Study Area? Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks Horizon 2040 Plan (#29) 2031- 2040 City of Spokane Valley No Key Findings The following list provides a summary of key findings from the existing transportation conditions analysis of the Northeast Industrial Area Planned Action Ordinance. It will be important to consider these findings when planning the future transportation network within and around the study area. • Street connectivity is limited (especially east -west connections), but there is opportunity for improvement. The street network within the study area is fairly coarse and there is only one continuous east -west connection (Euclid Avenue). This level of connectivity is sufficient today given the lack of existing development and low traffic volumes, but additional connections will be provided as new development occurs within the study area. The three major streets within the study area (Euclid Avenue, Flora Road and Barker Road) provide a solid foundation for future connectivity. All three streets are part of the City's existing arterial/collector network and are aligned with the City's existing north-south/east-west grid structure. They are each spaced about a mile apart and provide key connections to other roads outside the study area. Given that most of the land within the study area is undeveloped, there is ample opportunity to plan a connected street network as the area is built -out. • Existing traffic volumes are relatively low, while truck volumes are relatively high. Because much of the land is undeveloped, all of the streets within the study area carry relatively low traffic volumes today. Barker Road has the highest traffic volumes with just over 5,000 vehicles per day. Because of the industrial nature of the area, truck activity represents about 12%-17% of daily traffic in the study area, and less during the peak hour. • Most area intersections currently meet the City's LOS standards for traffic congestion. An analysis of 18 intersections in and around the study area during the morning and afternoon peak periods found that traffic in all but four locations currently meets the City's level of service (LOS) standards for traffic congestion. Three of these intersections are planned for improvement in the next several years, either by WSDOT or as part of the City's 6 -year TIP. These include the Barker Road/I-90 eastbound and westbound ramps and at Barker Road/Trent Avenue. The other intersection failing the City's LOS standard is at Flora Road/Trent Avenue. Future analysis will consider either a signal at this intersection or potentially closing the southern approach across the BNSF tracks in conjunction with the planned intersection improvement at Barker Road/Trent Avenue. • There is minimal existing multimodal infrastructure. Non -auto transportation infrastructure (pedestrian, bike, and transit facilities) are nearly non-existent within the study area. However, several planned projects will improve walking and bicycle access to and within the study area. Barker Road is slated to be widened to a three -lane urban section through the study area by 2021. This project will add continuous bike lanes and sidewalks, which will connect to the pedestrian and bicycle network to the south. Bike lanes are also planned along Flora Road, and a new multiuse trail is planned parallel to Trent as part of the City's Pedestrian and Bicycle Master Program, although no timeline or funding has been identified for these projects. Existing Transportation Network 16 ( P a g e DRAFT EXISTING TRANSPORTATION CONDITIONS v4 6/16/17 Spokane Valley Northeast Industrial Area PAO • Good access to freight routes. The location of study area provides good access to regional and interstate truck routes and the national rail network. Both the BNSF and UP railroads have mainline tracks running through the study area, with potential for new spurs. Several regional roads and highways important to freight and employee access are within 1.5 miles or less of the study area, including Trent Avenue, 1-90, Appleway Avenue, and Sullivan Road. Connections are provided from the study area to these regional corridors primarily by Barker Road, but also Flora Road and Euclid Avenue. • Vehicle queues on Barker Road at the at -grade rail crossings. Analysis shows the average vehicle queue on Barker Road when the gates are down at the BNSF rail crossing is 275 feet (on either side of the crossing), but can be as much as 475 feet when the gates are down longer than usual during a spike in peak hour traffic. Queues sometimes extend north onto Trent Avenue, but analysis show that even during the worst case scenario would be contained to the right- and left -turn lanes (and not the through lanes). While queues are typically longer at the UP crossing, they occur about five times as frequently at the BNSF crossing which hosts about 54 trains per day. At the UP crossing during the worst case scenario (long gate down times during a spike in peak hour traffic) analysis shows that queues can be as long as 1,075 feet in the southbound direction and 700 feet in the northbound direction. • Barker Road provides a critical connection to the study area. Barker Road has the highest existing traffic volumes in the study area, is the only street through the study area that crosses the Spokane River (connecting Trent Avenue with 1-90 and Appleway Avenue) and provides access to most of the undeveloped land in the study area. As such, this will be an important corridor for future development. Several capital improvement projects are also planned along Barker Road over the next five years that will greatly enhance multimodal access to land within the study area. These projects include: o Converting Barker to a three -lane urban section (with bike lanes, sidewalks and curb and gutter) from the Spokane River to Trent Avenue o Reconstructing the Barker Road interchange with 1-90 o Improving the Barker Road/Trent Avenue intersection to create a grade -separation with the heavily trafficked BNSF mainline and to better connect Barker Road and Trent Avenue Existing Transportation Network 17 1 P a g e APPENDIX B: SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PA O TRAFFIC ANALYSIS FOR PHASE 1, PHASE2, AND PHASE 3 FEHRt PEERS MEMORANDUM Date: December 21, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis SE17-0508 INTRODUCTION This memo presents traffic operations findings associated with the first phase (Phase 1) of land use growth in the Spokane Valley Northeast Industrial Area. Phase 1 consists of two adjacent industrial developments proposed on approximately 80 acres of currently undeveloped land on the northeast corner of Barker Road and Euclid Avenue in Spokane Valley. The two projects are estimated to have a combined total of 375 employees when they open. For purposes of this analysis, opening day for these projects is assumed to be in 2019. The focus of this analysis is on traffic impacts at the major intersections on Barker Road between I-90 and Trent Avenue as well as traffic impacts the two at -grade rail -crossings along this stretch of Barker Road, which includes the mainlines of the Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) railroads. Intersections analyzed as part of Phase 1 include: • Barker Rd/Trent Ave • Barker Rd/Euclid Ave (west) • Barker Rd/Euclid Ave (east) • Barker Rd/Mission Ave • Barker Rd/I-90 Westbound Ramps • Barker Rd/I-90 Eastbound Ramps 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 PHASE 1 LAND USE DESCRIPTION Information about each project included in Phase 1 relevant to trip generation and distribution is summarized below. This information came from site plans and other information submitted by the developers. The projects are identified for reference as Project #1 and Project #2. Project # 1 • 40 acre site o Manufacturing facility (150,000 square feet) o Storage Space (115,000 square feet) • 150 employees • New rail spur off Union Pacific mainline Project # 2 • 40 acre site o Manufacturing facility (350,950 square feet) o Warehouse (45,840 square feet) o Research & development institute (41,470 square feet) o Storage (60,100 square feet) • 225 employees (split shift) o Shift 1: 125 employees (6 AM — 4:30 PM) o Shift 2: 100 employees (4:30 PM — 3 AM) • New rail spur off Union Pacific mainline • 30 large trucks entering/exiting facility per day METHODOLOGY Trip Generation New vehicle trips associated with the two projects in Phase 1 were estimated for the morning and afternoon peak hour on a typical weekday using the ITE Trip Generation Manual, 9th Edition. Trip rates were calculated based on the number of employees. The land use of both sites was assumed to be General Light Industrial (ITE Code 110) as this land use type best matched the anticipated trip rates and directional distribution by time of day for the two proposed developments. Note that Manufacturing (ITE Code 140) was also considered, however, the General Light Industrial use resulted in slightly more conservative (higher) trip generation rates and more accurate directional distribution given information provided by the developer about shift changes, so that land use category was used. Project #1 is assumed to have a traditional 8 AM — 5 PM schedule for most employees and thus no adjustments were made to the ITE trip generation rates. However, based on information from the project applicant, Project #2 will have a split shift, with the first shift consisting of 125 employees from 6 AM — 4:30 1 ,,9 Figure 1: Vehicle Trip Generation Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 PM and the second shift consisting of 100 employees from 4:30 PM — 3 AM. For Project #2, peak hour trips during the morning were estimated using the number of employees scheduled for the first shift (125) and the ITE trip rate (0.44) and directional distribution (83% in, 17% out) for light industrial during the AM peak. It should be noted that this will result in a conservative estimate of morning trips during the peak hour as most of these trips will actually occur prior to 6 AM.1 To account for the shift change during the PM peak, two different trip rates were used, one for each shift: • For shift 1 (125 employees), the PM peak hour trip rate (0.42) and distribution (21% in, 79% out) for light industrial was used • For shift 2 (100 employees), the AM peak hour trip rate (0.44) and distribution (83% in, 17% out) for light industrial was used Figure 1 illustrates the estimated vehicle trips that will be generated from Phase 1 using the methodology described above. Phase 1 is anticipated to generate a total of 1,198 new trips per weekday, including 131 in the morning peak hour and 160 during the afternoon peak hour. Trip Generator Employees AM Peak Hour In Out PM Peak Hour In Out Weekday Total Project #1 Project #2, 1st Shift Project #2, 2nd Shift Light Industrial 150 56 10 13 50 473 Light Industrial 125 46 9 11 42 399 Light Industrial 100 0 0 37 7 326 Total 375 112 19 61 99 1,198 Truck Trips Truck trips from both project sites are not expected have a significant impact on the percentage of trucks on the adjacent streets. Truck trips from Project #1 are assumed to be the same as or less than what is currently on adjacent roadways. Project #2 is anticipated to generate about 30 truck trips per day, or about 4% of total new trips generated by the project. This is well below the most recent counts (from 2011) of 13% of daily traffic from trucks on Barker Road. However, this is close to the current peak hour truck percentages of traffic on Barker Road, which is 6% in the morning and 3% in the afternoon (based on 2017 counts). Therefore, in order to err on the side of being conservative, the percentage of truck traffic on adjacent streets is assumed to be the same in the Phase 1 analysis as existing conditions. 1 This assumption would also account for a situation where Project #2 operates at a standard shift, ensuring that there will not be any unexpected traffic operations issues even if the plant is at reduced capacity with a single shift. 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 Trip Distribution The distribution of trips from the two projects in Phase 1 was estimated using existing peak hour traffic volumes and turn movements along Barker Road. Traffic data were collected in either June, 2016 or February, 2017. The estimated distribution of trips from Phase 1 development is shown in Figure 2 and described here: • Trent Avenue, west of Barker Road: 28% • Trent Avenue, east of Barker Road: 18% • Euclid Avenue, west of Barker Road: 2% • Euclid Avenue, east of Barker Road: 8% • Mission Avenue, west of Barker Road: 8% • Mission Avenue, east of Barker Road: 2% • I-90, west of Barker Road: 19% • I-90, east of Barker Road: 5% • Barker Road, south of I-90: 10% Figure 2: Trip Distribution PAO Area 46% ¢ I... a 1 • I 5 1 1 1 1 1 1 1 tt 8% pion Sof Buckeye Av li2 1. m Montgomery Av -4 70 Q. Knox Av e eo -o E.ix . 9. 0 n1111 v m Sinto Av 2% v 5 Sharp Av 50one P 0 Cataldo Av 19%4 5% spoka"e Rrvep 17 c 0 Alki Av 1O% Page 13 190 Liberty Lake Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 Background Traffic Growth The Spokane Valley Comprehensive Plan forecasts a growth rate in traffic along Barker Road between Trent Avenue and Euclid Avenue of about 3.7% per year through 2040. This growth rate is reasonably consistent with recent observed traffic growth along Barker Road between Trent Avenue and I-90. Therefore, a growth rate of background traffic on adjacent streets of 3.7% per year was applied as part of the Phase 1 traffic analysis. RESULTS Level of Service Standards The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic (LOS A) to highly -congested conditions (LOS F). The description and intersection delay thresholds of each LOS category are described in Figure 3. These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. The LOS for signalized intersections is measured by the average delay per vehicle entering the intersection from all approaches, while the LOS for unsignalized intersections is measured by the average delay per vehicle on the approach with the highest average delay. Figure 3 Level of service description and delay thresholds at intersections Level of Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. B Stable operating conditions. 0-10 10-20 C Stable operating conditions, but individual motorists 20-35 are affected by the interaction with other motorists. 0-10 10-15 15-25 D High density of motorists, but stable flow. 35-55 25-35 E Near -capacity operations, with speeds reduced to a 55-80 35-50 low but uniform speed F Over -capacity conditions with long delays. > 80 >50 Source: Highway Capacity Manual 2010, Transportation Research Board 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) Level of Service Results Traffic operations, including vehicle delay and level of service (LOS) at each intersection under Phase 1 were analyzed using Synchro (a transportation planning software). The results of the LOS analysis, including a comparison of existing (2017) and future (2019) conditions under Phase 1, for each of the six major intersections on Barker Road are shown in Figure 4. Figure 4: Phase 1 Intersection LOS Results Intersection along Barker Road Existing (2017) AM Peak Delay LOS PM Peak Delay LOS Phase 1 (2019) AM PEAK Delay LOS PM PEAK Delay LOS Approach Trent Ave Site Access Rd Euclid Ave (north) Euclid Ave (south) Mission Ave 1-90 westbound 1-90 eastbound' SSSC 59 F2 41 E 139 F2 90 F2 NB SSSC n/a n/a n/a n/a 11 B 12 B SBL/WB SSSC 10 B 11 B 11 B 13 B EB SSSC 12 B 15 C 14 B 20 C WB Signal 13 B 17 B 14 B 15 B Signal 68 E 43 D 92 F 46 D Signal 44 D 113 F 50 D 122 F 1. SSSC = Side Street Stop Control 2. Does not meet City LOS standard because intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines 3. Based on HCM 2000 methodology Results show that under Phase 1 there would be minimal change in vehicle delay from today at the Barker Road/Euclid Avenue (north and south) and the Barker Road/Mission Avenue intersections. Those 5 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 intersections would continue to achieve LOS B or C under Phase 1, well within the acceptable LOS threshold established by the Spokane Valley Comprehensive Plan. The intersections with the most significant traffic impacts under Phase 1 include: • Barker Road/Trent Avenue • Barker Road/I-90 Westbound • Barker Road/I-90 Eastbound Barker Road/Trent Avenue Intersection Under existing conditions, the Barker Road/Trent Avenue intersection does not meet the LOS threshold as established by the City of Spokane Valley Comprehensive Plan. This is because this intersection operates at LOS F today (as measured by the northbound approach) during the AM peak - and peak hour traffic volumes are high enough on Trent Avenue and Barker Road to meet the peak hour signal warrant using MUTCD2 criteria. Under Phase 1, the average delay in the northbound direction on Barker Road at Trent Avenue would remain LOS F during the AM peak and increase from LOS E to F during the PM peak. Because peak hour traffic volumes at this intersection would continue to be high enough to meet the peak hour signal warrant (using MUTCD criteria), this intersection would not meet the City's LOS thresholds under Phase 1. Barker Road/I-90 Intersections Average vehicle delay would increase slightly at the Barker Road/I-90 intersections under Phase 1 conditions as compared to existing conditions. However, this increase would not be enough to change the LOS from what is observed today with the exception of the Barker Road/I-90 westbound intersection in the AM peak, which would change from LOS E today to LOS F under Phase 1. During the PM peak it would continue to operate at LOS D. The Barker Road/I-90 eastbound intersection would continue to operate at LOS D during the AM peak and LOS F during the PM peak. Barker Road/Site Access Road Two analyses were also performed for the intersection of the new access road to the site and Barker Road to determine: 1. How many westbound lanes would be needed at the Barker Road intersections, and 2. Whether a southbound left turn lane would be warranted on Barker Road into the new development Figure 5 shows the turn movements and volumes forecast at the new Barker Road/site access road intersection. An LOS intersection analysis in Synchro shows that the average delay for outbound vehicles 2 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov 6 1. Barker Road/site access road I Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 waiting to turn onto Barker Road (assuming one westbound lane) would be 8 seconds in the AM peak and 12 seconds in the PM. These volumes suggest one outbound lane on the access road would be sufficient to handle forecast traffic. Figure 5: Barker Road/site access road peak hour turn volumes — AM (PM) 0 945%) s :e access road To determine whether a left turn lane is needed on Barker Road at this intersection, a left -turn lane warrant for a two-way stop controlled intersection was used based on the methodology presented in the Transportation Research Board NCHRP Report 4753 and the AASHTO Green Book4. Calibration constants were adjusted to more conservative amounts than is assumed in the AASHTO Green Book based on more recent research published by Fitzpatrick and Wolff in 2003s. Critical headway was increased by another 0.5 seconds beyond this to account for the higher than average volumes of heavy trucks. These adjustments resulted in the following calibration constants that were used for the left -turn lane warrant: • Average time for making left turn: 4.3 seconds • Critical headway: 6.0 seconds • Average time for left -turn vehicle to clear the advancing lane: 3.2 seconds The results of the left -turn analysis are shown in Figure 6 and Figure 7. Based on the above methodology a left -turn lane would not be warranted under Phase 1 conditions. It should be noted that during the AM peak (and assuming the more conservative calibration values identified above) traffic volumes in Phase 1 would be just below the threshold for a left -turn warrant. 3 Bonneson, J. and M. Fontaine, Engineering Study Guide for Evaluating Intersection Improvements, NCHRP Report No. 457, Transportation Research Board, Washington, DC, 2001. 4 American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets (2011) 5 Fitzpatrick, K. and T. Wolff, Left -Turn Lane Installation Guidelines, Proceedings of the 2nd Urban Street Symposium, Transportation Research Board, Anaheim, CA (2003) 7 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 Figure 6: AM peak left -turn lane warrant on Barker Road at future site access road intersection 2 -lane roadway (English) INPUT Variable Value 851° percentile speed. mph: Percent of left -turns in advancing volume (VA), %: Advancing volume (VA), vehfh: Opposing volume (VL-,), vehfh: OUTPUT 45 27% 193 169 Variable Value Limiting advancing volume tV„1. veh`h: 195 Guidance for determining the need for a major -road left -turn bay: Left -turn treatment NOT warranted. CALIBRATION CONSTANTS Variable Value Average time for making left -turn, s: 4.3 Critical headway. s: 6.0 Average time for left -turn vehicle to clear the advancing lane. s: 3.2'. t 800 r 700 0 600 • 500 400 j 300 • 200 a 100 O 0 0 LW14wn \\I\ Venetian) not ware6nluci. eftturn treNtrnxM warranted. 100 200 300 400 500 600 Advancing Volume (VA}, vehfh 700 Figure 7: PM peak left -turn lane warrant on Barker Road at future site access road intersection Variable Value 85°i percentile speed. mph: 45 Percent of teft-turns in advancing volume (VAI. '% 14% Advancing volume (VA), veh/h: 201 Opposing volume (V0), vehfh: 224 OUTPUT Variable Value Limiting advancing volume (VA). vehrh: 235 Guidance for determining the need for a major -road left -turn bay: Left -turn treatment NOT warranted. CALIBRATION CONSTANTS Variable 'Value Average time for making left -turn, s: 4.3 Critical headway. s: 6.0 Average time for left -turn vehicle to clear the advancing lane. s: 3.2 Opposing Volume 4Voi. vehlh 800 700 600 500 400 300 200 100 0 arl-ural rroulrneet warrant Let! twn A treatment nal Wirlri uH[HI 0 100 200 300 400 500 600 Advancing Volume (VA), vehfh 700 Traffic Impacts at the At -Grade Rail Crossings The impacts of queuing vehicles at the two at -grade railroad crossings along Barker Road were analyzed using Synchro under Phase 1 conditions. The two rail crossings include the Burlington Northern Santa Fe (BNSF) Railroad, which crosses Barker Road just south of Trent Avenue, and the Union Pacific (UP) Railroad, which crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. Based on data provided by the Federal Railroad Administration (FRA), the BNSF line hosts about 54 trains per day and the UP line hosts about 9 trains per day on average. The queuing analysis looked at the queue length and associated traffic impacts under two scenarios in which the gates are down during both the AM and PM peak: • Average queue length — This was measured by the 50th percentile queue length during an average 8 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 gate down time and represents the typical queue that would occur when a train crosses Barker Road during the peak commuting period. • Worst case scenario queue length — This was measured by the 95th percentile queue length during the longest observed gate down time6 and represents a queue during the worst case scenario: a particularly high surge in peak hour traffic combined with a long gate down time. Note: based on the observed frequency of long gate down times on each line the worst case scenario is likely to occur 3-4 times per year along the UP line and 9-10 times per year along the BNSF line. The results of the queuing analysis are shown in Figure 8, including the estimated vehicle queue length in feet along Barker Road during the AM and PM peak when the gates are down. The queues at the UP crossing will likely back up onto Euclid Avenue in both directions, but beyond being a little longer than observed today, are not anticipated to have any additional traffic impacts. However, because of the proximity of Trent Avenue to the Barker Road/BNSF rail crossing a more detailed analysis was performed to see if there would be any impacts to traffic on Trent Avenue. Figure 8: Vehicle queue length on Barker Road at -grade rail crossings when gates are down Railroad Crossing Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB PM Peak EINC:1 SB BNSF UP Average (50th percentile) 54 3 minutes 175 300 375 325 Worst Case (95th percentile) 54 4.5 minutes 325 525 650 525 Average (50th percentile) 9 2 minutes 400 275 300 650 Worst Case (95th percentile) 9 4 minutes 950 275 650 1,350 There is only about 100 feet of space along Barker Road between the BNSF railroad crossing stop bar and Trent Avenue. Therefore, in most cases during the peak period, vehicles will end up queued along Trent Avenue, either in the eastbound right turn pocket, which has about 300 feet of storage space before the taper begins, or the westbound left -turn pocket, which has about 225 feet of storage space. Under Phase 1, during the AM peak, the percentage of vehicles turning left or right off of Trent Avenue onto southbound Barker Road is split close to 50/50 between the eastbound and westbound directions. During 6 Duration and frequency of gate down times was recorded at both the BNSF and UP rail crossings along Barker Road between 7AM and 6PM Tuesday, February 14, 2017 9 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 the PM peak, about 75% of vehicles heading south on Barker Road across the BNSF tracks would have turned right from the eastbound direction of Trent Avenue, and the other 25% would have turned left off Trent Avenue. These ratios were applied to the estimated queue length during the average and worst case scenarios. Figure 9 demonstrates that during the average scenario (represented by the 50th percentile queue length, during an average length of gate down time), there would be sufficient storage space in both the westbound left- and eastbound right -turn pockets along Trent Avenue during the peak hours to prevent vehicles from queuing onto the through lanes. However, in the worst case scenario queues may spill slightly onto the eastbound through lanes. In the AM peak, the westbound left turn pocket would be just long enough during the worst case scenario to store the queue waiting to turn left onto Barker (about 200 feet). During the PM peak, the queue of vehicles waiting to turn right from Trent Avenue to Barker Road in the worst case scenario would be 325 feet. Since the eastbound right turn pocket has 300 feet of storage before the lane begins to taper, the queue would be about 25 feet longer than the length of the eastbound right turn pocket. It is estimated (based on the frequency of 4.5 minute gate down times) that this scenario would occur about 9-10 times per year. Figure 9: Vehicle queues on Trent Avenue at Barker Road from the BNSF railroad crossing Vehicle Queue Length (feet) Barker Road Trent Ave Turn Lanes Ell WBL Unused Storage EB WB Existing Vehicle Storage Space 600 100 300 225 n/a n/a Average (50th percentile) AM 300 100 100 100 200 125 Average (50th percentile) PM 325 100 175 50 125 175 Worst Case (95th percentile) AM 525 100 225 200 75 25 Worst Case (95th percentile) PM 525 100 325 100 -25 125 MITIGATION Recommended mitigations at the three intersections that would fail the City's LOS standards under Phase 1 are described below. Recommendations for the BNSF and UP at -grade rail crossings on Barker Road are also discussed. 10 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 Barker Road/Trent Avenue Intersection Results show that this intersection would fail the City's LOS standards under Phase 1 as it currently does today. The City of Spokane Valley is planning to grade -separate Barker Road with the BNSF railroad (just south of Trent Avenue) as part of the 6 -year TIP, which would change the configuration of this intersection in the future. It is anticipated that any grade separation project would result in adequate LOS at this intersection as the grade separation would also reconstruct the intersection with Trent and Barker. The City recently hired a consulting engineering team to design the grade separation project beginning in the summer of 2017 and this is a top priority project for the city to complete, however no timeline has been set for construction. Given the technical and financial commitment by Spokane Valley to reconstruct the Trent/Barker intersection, the City is confident that the intersection LOS issue identified here will be mitigated in the near -future. However, given that funding for construction still needs to be secured and the various agencies required to approve the project, Spokane Valley has decided to use a two-tiered mitigation approach. In the near-term, it will be assumed that the grade separation project will move forward in a timely matter. However, if for any reason sufficient progress is not being made on the grade -separation project within the next three years, the City will instead consider installing an interim traffic signal. Under WSDOT design criteria an Intersection Control Analysis (ICA) and approvals from WSDOT will be required for any interim improvement. A span wire signal with video vehicle detection would be a low cost, interim option to address the LOS issue at this location. Based on analysis performed in Synchro (and assuming an actuated, uncoordinated signal with a 110 second cycle length and protected left turn on Trent Avenue) the conversion of this intersection from a two-way stop controlled intersection to a signalized intersection would improve the LOS in Phase 1 from F to B. However, given that this intersection is within 200 feet of an at -grade railroad crossing, a signal at this intersection would also need to be interconnected with the railroad crossing on Barker Road 100 feet south of Trent Avenue. This would require the City to file a petition with the State Utilities and Transportation Commission (UTC). This petition includes an on-site safety assessment with the UTC, WSDOT, and BNSF prior to filing the petition. Interconnection of the traffic signal and the railroad crossing arms would result in some additional costs. An interim signal at this location should also include advance warning signs to alert drivers of the signal from the eastbound and westbound approach to Barker Road. Drivers may not be expecting a signal at this location given both the curvature in the road near Wellesley Avenue (which reduces sight distance) and rural character around the intersection. Barker Road/I-90 Intersections (eastbound & westbound) The Barker Road/I-90 intersections currently operate at LOS F for part of the day. Without any improvements these intersections would continue to operate at LOS F under Phase 1. However, two 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 separate improvement projects are planned at this intersection that will improve LOS to an acceptable level under Phase 1. WSDOT is planning to reconstruct this intersection in the next several years. The recently completed Interchange Justification Report (IJR) includes a traditional diamond interchange design with two-lane roundabouts at both eastbound and westbound ramps at Barker Road. The City is also planning to widen Barker Road between I-90 and Appleway Avenue, from 3 to 5 lanes, as part of the 6 -year TIP. The combination of these two projects already in the pipeline will sufficiently address LOS at the Barker Road/I- 90 intersections under Phase 1 and no additional mitigations are recommended. Note: Following conclusion of this traffic analysis the original assumption that the Barker Road/I-90 interchange would be reconstructed by 2020 changed. The more recent assumption is that full reconstruction of the interchange (as described above) would occur by 2040. The only project currently funded for the Barker Road/I-90 interchange is construction of a single lane roundabout at the Barker Road/I-90 Eastbound Ramp. Given this change in funding it is recommended that the City of Spokane Valley work with WSDOT to find funding for the earlier proposed interchange reconstruction project (see the 2014 approved IJR). The proposed interchange includes a two-lane roundabout at both the westbound and eastbound ramps that would address existing and future LOS issues through 2040. Barker Road/BNSF Railroad At -Grade Crossing An analysis of vehicle queue length at the BNSF rail crossing on Barker Road shows that, except in the worst case scenario, the turn pockets on Trent Avenue are of sufficient length to store vehicles waiting to turn onto Barker when the gates are down. During the worst case scenario (the 95th percentile queue length during the PM peak, during a particularly long gate down time) the queue of vehicles in the eastbound right -turn pocket may spill 25 feet beyond the storage lane. This situation is likely to occur only about 9-10 times per year and even then there would still be about 100 feet of partial right -turn lane (where the lane tapers) and vehicles can largely pull out of the through lane. Because this scenario would only occur during the PM peak hour when drivers are more accustomed to vehicle queues, and only about 9-10 times per year, no mitigations are recommended at the BNSF crossing as part of Phase 1. Barker Road/UP Railroad At -Grade Crossing An analysis of vehicle queue length at the UP rail crossing on Barker Road shows that vehicle queues will be about 10-35% longer under Phase 1 than they are today. However, no additional traffic impacts (e.g. additional blocked driveways) beyond slightly longer queues on Barker Road and Euclid Avenue are anticipated and thus no mitigations are recommended around the UP railroad at -grade crossing as part of Phase 1. 12 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 CONCLUSIONS The results of the traffic impact analysis in the Northeast Industrial Area of Spokane Valley demonstrated that the following three intersections would fail the City's LOS standards under Phase 1 of development: • Barker Road/Trent Avenue • Barker Road/I-90 Eastbound Ramps • Barker Road/I-90 Westbound Ramps Results also indicated that there is a possibility that about 9-10 times a year during the PM peak the vehicle queue at the BNSF crossing may getjust long enough to partially block the eastbound lane of Trent Avenue. The following mitigations are recommended to address these impacts: • Barker Road/I-90 - WSDOT and the City of Spokane Valley are already planning to make improvements to the Barker Road/I-90 intersections that would improve the LOS at those intersections to acceptable levels within the next several years. Thus no additional mitigations are recommended. • Barker Road/Trent Avenue - The City is also planning to improve the Barker Road/Trent Avenue intersection as part of the Barker Road/BNSF Railroad grade separation project included in the 6 - year TIP, which will bring this intersection to an acceptable LOS and would qualify as adequate mitigation. However, given the increased delay resulting from the Phase 1 development, the City will reevaluate this intersection three years after there is development at the Phase 1 site. If at that time sufficient progress is not being made on the grade -separation project, the City will consider a relatively low-cost interim improvement. Adding a wire span signal with video detection would improve LOS to an acceptable level and negate any concern for additional industrial development in the near future. Because the intersection is within 200 feet of an at -grade railroad crossing it would require signal coordination with the crossing gates, filing a petition to the State UTC, and an on-site safety assessment with the UTC, WSDOT, and BNSF prior to filing the petition. • Vehicle Queues from Barker Road Railroad Crossings - Analysis demonstrated that vehicle queues on Barker Road at the BNSF and UP railroad at -grade crossings would increase in length by about 10-35% in Phase 1 from what they are today. The most significant impact identified (beyond the delay already experienced by drivers today waiting to cross the railroad tracks when the gates are down) would be that there is a possibility that about 9-10 times a year during the PM peak the queue at the BNSF crossing may getjust long enough to partially block the eastbound 13 ,,9 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 1 Traffic Analysis v6 May 9, 2017 lane of Trent Avenue. Given the infrequent likelihood of this occurrence, that it would only occur in the PM peak in an urban area when commuters would be expecting queues and that the City is planning to grade -separate this crossing as part of the 6 -year TIP, no additional mitigations are recommended for the rail crossings as part of Phase 1. 14 ,,9 FEHRt PEERS MEMORANDUM Date: June 14, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis SE17-0508 INTRODUCTION This memo presents traffic analysis findings as part of Phase 2 of development in the Spokane Valley Northeast Industrial Area. The intent of defining a Phase 2 of development in the Northeast Industrial Area is to determine an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040) that may trigger the need for a large infrastructure project prior to 2040. Phase 2 of development would thus provide guidance to the City as to when major projects will likely be needed based on growth in the Northeast Industrial Area and growth in background traffic. METHODOLOGY This section describes the methodology used to estimate when Phase 2 of development will likely occur and trigger the need for a major infrastructure project. Key Infrastructure Projects Needed By 2040 Several key infrastructure projects were recommended for implementation by 2040 as part of the traffic analysis for Phase 3 development in the Northeast Industrial Area (see Figure 1). These are in addition to projects already planned as part of City's 6 -year Transportation Improvement Program (TIP) and the Spokane Regional Transportation Council (SRTC) Horizon 2040 Plan (fiscally constrained version). The 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis June 14, 2017 following list also assumes that a new east -west local street connecter between Barker Road and Flora Road (north of Euclid Avenue) will be implemented prior to 2040 as the area is developed. 1. Flora Road/Trent Avenue — Signalize the intersection and add northbound and southbound left turn lanes on Flora Road or convert intersection to a roundabout. 2. Barker Rd/UP Railroad at -grade crossing — Add a northbound right turn lane on Barker Road and a westbound left turn lane on Euclid Avenue at the Barker Road/Euclid Ave (south) intersection. Also sign and paint "do not block" at key driveways and intersections on Barker Road approaching the UP Railroad crossing. 3. Barker Road (from Mission Avenue to I-90) — Widen to five lanes 4. Barker Road/Boone Avenue — As part of the Barker Road/I-90 interchange reconstruction project planned by WSDOT, Spokane Valley will either need reroute Cataldo Avenue from Barker Road to Boone Avenue and add a signal/roundabout to the Barker Road/Boone Avenue intersection or convert the Barker Road/Cataldo Avenue intersection to right-in/right-out and accommodate U- turns or build a roundabout at the Barker Road/Boone Avenue intersection. Figure 1: Key transportation projects needed by 2040 (from the Phase 3 analysis) Wellesley Av Heroy Av Industrial Park 1st St Broad Av Rich Av Trent Av Industrial Park;Lt. - - Industrial Park B St cc I Industrial-Pait-C-St��+@ 1 L � 1 i I 1 d 1 Euclid Av ` 1 a Marietta. Pv cc cc Fera Pit Rd �+�Urana gJRL Broadway Av Valleyway Av cc cc 0 I I I 1 Ung© 1 I aG jf'ic RP' 2 a cc 1. w Montgomery Av z rr7. Knox Av cc Cataldo Av 94 BuckeyeAv - cc Mission Av Sinto ?� E Sharp AQP Boone Av 0 Alki Av cel Av FPP\el42 1*1 . Av Page 11 Spokane Rive Liberty Lake 1. .1 Study Area (PAO) Spokane Valley City Limits Chaz Bates Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis June 14, 2017 Of the recommended projects to mitigate traffic impacts associated with Phase 3 development, the largest and most expensive would be widening Barker Road to five lanes from Mission Avenue to I-90. Unlike some of the other recommended projects, the timeline for widening Barker Road to five lanes is not tied to other projects, but would be based on the pace of nearby development and associated growth in traffic. Therefore, it is recommended that Phase 2 be defined as when development in the Northeast Industrial Area (combined with growth in background traffic on Barker Road) is sufficient to trigger the need to widen Barker Road from three lanes to five lanes between Mission Avenue and I-90. The approximate timeline for when the other projects should be implemented is listed below: • Flora Road/Trent Avenue — This project should be implemented concurrently with the Barker Road/BNSF Railroad grade separation project which is planned in the next six years. Note: the need for a signal/roundabout at Flora Road/Trent Avenue is contingent on the Flora Road/BNSF Railroad at -grade crossing remaining open. If this grade -crossing is closed in the future as part of the Barker Road/BNSF Railroad grade separation project, the need for a signal will need to be reexamined. • Barker Road/Euclid Avenue (south) — This project is relatively small in scale and could be implemented any time prior to 2040 buildout. The City is planning to widen the section of Barker Road south of Euclid to a three -lane urban section (with curb, gutter, sidewalk and a bike lane) by 2021. This could be a logical time to implement this project. Alternatively the City could monitor queue lengths on Barker Road and Euclid Avenue from the UP Railroad crossing as part of the City's periodic traffic monitoring program and use that to inform a decision on when to implement this project. • Barker Road/Boone Avenue — This project is directly associated with the Barker Road/I-90 interchange project and should be implemented concurrently with that project. Phase 2 Development Scenarios The need to widen Barker Road south of Mission Avenue will be triggered based on a combination of the growth in background traffic in the corridor (regardless of development in the Northeast Industrial Area) and the pace/intensity of development in the Northeast Industrial Area. Given the uncertainty of when development in the Northeast Industrial Area would occur between now and 2040 and the desire from the City to know the amount of development that would trigger the need to widen Barker Road south of Mission Avenue, the following three development scenarios were analyzed to provide a rough gauge for when this project may be needed: • If there were no new development in the Northeast Industrial Area • If 75% of the 2015-2040 forecast development occurred in the Northeast Industrial Area • If 100% of the 2015-2040 forecast development occurred in the Northeast Industrial Area The following four factors were used forecast future growth in traffic along Barker Road given each of the 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis June 14, 2017 three scenarios described above: • Existing (2015) ADT — The existing ADT on Barker Road south of Mission Avenue was observed to be 13,400 in 2015. • Background Traffic Growth —Background traffic growth on Barker Road is defined as the growth in traffic not associated with development in the Northeast Industrial Area, which is estimated to be about 1.33% per year between 2015 and 2040. This was estimated by running the 2040 SRTC travel demand model assuming no growth in employees in transportation analysis zones (TAZ's) 318 and 600 (which are the TAZ's where most of the forecast development in the Northeast Industrial Area that will generate trips on Barker road is expected to occur). • Traffic Growth from Development in the Northeast Industrial Area —To estimate traffic growth on Barker Road between Mission Avenue and Boone Avenue from development in the Northeast Industrial Area we compared the 2040 model run assuming no growth in employees in TAZ's 318 and 600 (as described above) with the 2040 model run under Phase 3 of development. Using a select link analysis for the segment of Barker Road south of Mission Avenue, we found that there would be about 1,300 fewer daily trips from TAZ 318 and TAZ 600 on that segment of Barker in the 2040 model with no employment growth in those two TAZ's as compared to the 2040 model under Phase 3 of development. Level of Service Thresholds The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic (LOS A) to highly -congested conditions (LOS F). These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. The Comprehensive Plan defines LOS D as the acceptable standard on most arterial streets. Using the Highway Capacity Manual, the LOS D threshold for a three lane street on this segment of Barker Road was estimated to be about 16,500 ADT. This is based on a k -factor (the percent of daily traffic in the PM peak) of 0.9, and a d -factor (the percent of peak hour traffic in one direction) of 0.55 and posted speed of 35mph. The k -factor and d -factor were estimated based on observed traffic data. It should be noted that this is a rough estimate of when LOS D conditions would occur for forecasting purposes only. Traffic operations will to some extent depend on other factors, including growth in traffic volumes on Mission Avenue. Traffic conditions on Barker Road should be monitored to determine if and when conditions drop below LOS D.1 1 Spokane Valley generally uses intersection LOS to evaluate traffic operations, however, for this section between Mission Avenue and I-90, a roadway segment analysis is appropriate to consider. The LOS results for the segment and the key intersections at Mission Avenue and I-90 Westbound Ramps are generally consistent with the segment LOS threshold defined above. 3 Chaz Bates Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis June 14, 2017 RESULTS Phase 2 Development Thresholds The approximate year in which traffic growth along Barker Road south of Mission Avenue would trigger the need for the City of Spokane Valley to widen the section between Mission Avenue and I-90 to five lanes is shown in Figure 2 for each of the three different development scenarios in the Northeast Industrial Area (as described in the Methodology section). Figure 2: Forecast year Barker Road would exceed LOS D thresholds south of Mission Avenue Phase 2 Development Scenario Year LOS D threshold would be exceeded With no new development in the Northeast Industrial Area With 75% of the 2015-2040 forecast growth in the Northeast Industrial Area With 100% of the 2015-2040 forecast growth in the Northeast Industrial Area 2025 2032 2026 Traffic forecasts show that Barker Road between Mission Avenue and I-90 will likely need to be widened to five lanes at some point between the year 2025 and 2032. This forecast assumes steady growth in background traffic on this corridor over the next 20 years at a rate of about 1.33% per year. The variability in timing in this analysis is based on how rapidly the Northeast Industrial Area is developed. If no new industrial development in the Northeast Industrial Area occurred over the next 15 years, background traffic growth alone on Barker Road — caused by other nearby and regional developments — would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032. Alternatively, if there were to be rapid buildout of the Northeast Industrial Area over the next 5-10 years, the earliest year that widening would likely be needed is in 2025. CONCLUSIONS/RECCOM EN DATIONS The intent of defining a Phase 2 of development in the Northeast Industrial Area is to determine an intermediate level of development between Phase 1 (in year 2019) and Phase 3 (in year 2040) that may trigger the need for a large infrastructure project prior to 2040. Phase 2 of development would thus provide guidance to the City as to when major projects will likely be needed based on growth in the Northeast Industrial Area and growth in background traffic. Given that the widening of Barker Road to five 4 Chaz Bates Spokane Valley Northeast Industrial Area PAO — DRAFT Phase 2 Traffic Analysis June 14, 2017 lanes between Mission Avenue and I-90 was the only large scale mitigation project identified in the Phase 3 traffic analysis that was not tied to another project with a pre -defined timeline, the timing of this project was used to define Phase 2 of development. Traffic analysis was performed for the section of Barker Road south of Mission Avenue using the following factors: • Existing traffic volumes, • Assuming a future average annual background traffic growth rate of 1.33%; and • Applying a LOS D threshold based on the HCM guidelines. Results of this analysis showed that depending on the pace of development in the Northeast Industrial Area Barker Road would likely need to be widened to five lanes between Mission Avenue and I-90 sometime between 2025 and 2032. If development in the Northeast Industrial Area occurs at a rapid pace over the next 5-10 years Spokane Valley should plan to widen Barker Road closer to 2025. If development occurs more slowly over the next 5-10 years, this project may not be needed until 2030 or later. Given this project is not likely to be needed for 10-15 years we recommend that Spokane Valley collect fees as development occurs in the Northeast Industrial Area and update the forecast in about 5 years for when this project may be needed. 5 FEHRt PEERS MEMORANDUM Date: December 21, 2017 To: Chaz Bates, City of Spokane Valley From: Chris Breiland, PE Patrick Picard, AICP Subject: Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis SE17-0508 INTRODUCTION This memo presents traffic operations findings associated with land use growth under Phase 3 of development in the Spokane Valley Northeast Industrial Area which would occur in year 2040. A total of 18 intersections in the area were analyzed as well as traffic volumes on Barker Road and traffic impacts at the Union Pacific (UP) railroad at Barker Road at -grade railroad crossing. Intersections analyzed as part of Phase 3 include the following, which area also mapped in Figure 1: 1. Barker Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 3. Barker Rd/Euclid Ave (south) 4. Barker Rd/Buckeye Ave 5. Barker Rd/Riverway Ave 6. Barker Rd/Indiana Ave (north) 7. Barker Rd/Indiana Ave (south) 8. Barker Rd/Mission Ave 9. Barker Rd/Boone Ave 10. Barker Rd/I-90 Westbound Ramps 11. Barker Rd/I-90 Eastbound Ramps 12. Del Rey Dr/Trent Ave 621 17th Street Suite 2300 Denver, CO 80126 (303) 296-4300 www.fehrandpeers.com Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 13. Flora Rd/Trent Ave 14. Flora Rd/Euclid Ave (north) 15. Flora Rd/Euclid Ave (south) 16. Sullivan Rd/Trent Ave (north) 17. Sullivan Rd/Trent Ave (south) 18. Sullivan Rd/Euclid Ave BNSF RR Figure 1: Intersections Included in Phase 3 Traffic Analysis Broad Av Wellesley Av Heroy Av Rich Av Trent Av Industrial Park;.t. - - Industrial Park B St tl IndustriaPPark'CSt*'^�� 1 L s - O 1 a 1 a 6 0 Euclid Av c a c Marietta Av s s o N q c om 0 025 05 Progress Rd Broadway Av cc cc c Valleyway Av 0 1 Miles METHODOLOGY � r r " � r I � 1 M. L 1 I 1 9 1 Union P » , 1 OBuckeye Av ▪ w Montgorcnery Av '9L A Knox Av Arc St Arc Rd bO Cataldo Av itio .0c u 8 `r ission Av Sinto Av vSharp Av Boone Pv c7 � r Alki Av coley pv mss pv Ce NaY PPp Pv 13,10, Av cc 0 Spokane IU�e Liberty Lake 1. .1 Study Area (PAO) Spokane Valley City Limits This section describes the methodology used to estimate the growth in vehicle trips in the study area as a result of the new employment. Updating the Regional Travel Demand Model Traffic volumes under Phase 3 were estimated using the same regional travel demand model that was used for the recent update to the Spokane Valley Comprehensive Plan. Prior to running the model, input was gathered from the project's technical advisory committee (TAC) to identify future land use and 1 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 transportation network changes that were not already incorporated in the model. The TAC is comprised of representatives from Spokane Valley, Spokane County, Liberty Lake, the Spokane Regional Transportation Council (SRTC), Washington State Department of Transportation (WSDOT), developers, utility providers, and the railroads. After consulting with the TAC, a few changes were made to the regional travel demand model in the vicinity of the Northeast Industrial Area before running the model: • The 2015 and 2040 land use, including the number of dwelling units and employees, in the seven TAZs within Liberty Lake (442, 445, 446, 447, 448, 449 & 450) were updated based on information provided in the Liberty Lake Network Analysis Transportation Study (February, 2017). • Indiana Avenue was connected between Barker Road and Harvard Road in the 2040 model • A new east -west connector road between Flora Road and Barker Road was added between Euclid Avenue and Trent Avenue to reflect a planned connection for the area. • Reconfiguration of the Barker Road/Trent Avenue intersection, including a scenario both with and without Flora Road open across the BNSF Railroad south of Trent Avenue Barker Road/Trent Avenue Reconfiguration Several alternatives are being studied as part of a separate Baker Road/Trent Avenue intersection reconfiguration. Given that the final alternative is not known at this time, we assumed two scenarios when conducting the 2040 traffic analysis for the Flora Road/Trent Avenue intersection, one in which the Flora Road/BNSF Railroad at -grade crossing would remain open and one in which it would close. Both are being studied as alternatives as part the Barker Road/Trent Avenue reconfiguration. For all other intersections we assumed the scenario that would result in the most conservative (highest) traffic volume that would pass through the intersection (which happens with Flora Road remains open across the BNSF tracks). It should be noted that at most intersections, there was little variability in forecast traffic volumes between the alternatives being studied for Trent Avenue/Barker Road. Applying the Difference Method Instead of using the traffic forecasts directly from the 2040 travel demand, 2040 volumes were estimated using an industry standard approach known as the difference method. Under the difference method, the difference in traffic volumes between the 2015 and 2040 models were added to observed counts at each of the study area intersections to arrive at a 2040 forecast traffic. This method reduces model error by relying as much as possible on observed data rather than model output data. Estimating AM Peak Volumes The regional travel demand model forecasts daily traffic and PM peak traffic, but not AM peak. To estimate 2 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 traffic growth in the AM peak, 80% of PM peak traffic was used, which is consistent with research published in National Cooperative Highway Research Program Report 3651 and in observed peak hour traffic count data in Spokane Valley. Additionally, the growth in traffic during the AM peak was assumed to be the inverse of growth in traffic in the PM peak (for example, 80% of PM peak volumes for southbound right turn movements were applied to eastbound left movements to get the AM peak traffic forecast). 2040 Street Network Assumptions The 2040 Synchro network (used to analyze level of service at each intersection) assume the following changes to the street network from what they are today. These were also reflected in the Spokane Regional Transportation Council (SRTC) 2040 travel demand model. These assumptions based on projects that were programmed in the Spokane Valley Six -Year Transportation Improvement Program (TIP) or the SRTC financially constrained project list from the Horizon 2040 Plan when this study started: • Northbound and southbound left turn lanes were added at all intersections along Barker Road to reflect the planned upgrade of Barker Road to a 3 -lane urban section • The Barker Road/I-90 interchange was reconfigured to a standard diamond interchange with two- lane roundabouts plus slip ramps for right -turn movements at both ramps (as reflected in I- 90/Barker Rd the Interchange Justification Report) • Five lanes were added along Barker Road between I-90 and Appleway Avenue • The existing partial interchange at I-90/Appleway Avenue was replaced with a new, full interchange at I-90/Henry Road2 • New northbound and southbound left turn lanes were added on Sullivan Road at the Trent Avenue ramps Trip Generation The Phase 3 traffic analysis was conducted based on land use assumptions from the 2016 Update to the Spokane Valley Comprehensive Plan. The Comprehensive Plan assumes the Northeast Industrial Area will grow by about 3,200 employees between 2015 and 2040. Based on the 2040 travel demand model, employment growth in the Northeast Industrial Area is forecast to generate about 1,500 PM new peak hour trips, with about 1,340 of those generated by land uses east of Flora Road. Figure 2 shows employment growth and PM peak hour trip generation from new employees by location within the Northeast Industrial Area boundary. The travel demand model assumes an average PM peak hour trip generation rate of about 1 Martin, W., N. McGuckin. Travel Estimating Techniques for Urban Planning. NCHRP Report 365. National Academy Press, Washington, D.C., 1998. 2 Note: This configuration is consistent with the existing SRTC plan and was assumed when this study was initiated. However, since this study was initiated WSDOT completed their modeling for a new Henry Road interchange and found it did not show purpose and need. Potential strategies to address future traffic if the Henry Road/I-90 interchange is not built by 2040 are addressed in the mitigations section. 3 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 0.46 trips per employee, with 37% of trips inbound and 63% of trips outbound during the PM peak. This trip rate is similar to ITE's trip rate for General Light Industrial uses (ITE Code 110). Figure 2: 2015-2040 employment growth and trip generation within the Northeast Industrial Area Section of the Northeast Industrial Area 2015-2040 Employment Growth PM Peak Hour Trips In Out Total West of Flora Road Between Flora Road and Barker Road East of Barker Road 340 60 100 160 1,460 250 430 680 1,420 245 415 660 Total 3,220 555 945 1,500 Trip Distribution There is no public access across the railroad spur west of Flora Road. Therefore the portion of the Northeast Industrial Area west of Flora Road will have a very different trip distribution than the rest of the Northeast Industrial Area. The area west of Flora Road will load primarily load onto Sullivan Road and Euclid Avenue, while the area east of Flora Road will primarily load onto Flora Road, Barker Road and Euclid Avenue. The distribution of trips from land uses within the Northeast Industrial Area is described in Figure 3 and mapped in Figure 4 for trips from land uses east of Flora Road, and Figure 5 for trips from land uses west of Flora Road. Figure 3: 2040 trip distribution from Northeast Industrial Area Direction Via primary road/street % Trips by trip end location East of Flora Rd West of Flora Rd Northwest Southwest Flora Road (north) Trent Avenue (west) Sullivan Road (north) 8% 20% 3% 0% 24% 22% Mission Avenue or I-90 (west of Barker) 11% N/A Mission/Indiana Ave or I-90 (w/o Sullivan) N/A 11% Sullivan Road (south of Marietta Ave) 14% 33% Sullivan Road (south of I-90) 4 N/A 22% Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 East South Local Wellesley Avenue (east) 11% 2% Trent Avenue (east) 2% 3% Euclid Avenue (east) 10% 6% Mission/Indiana Ave or I-90 (e/o Barker) 4% 5% Barker Road (south) 7% 2% Nearby local streets 13% 3% Figure 4: 2040 trip distribution from Northeast Industrial Area east of Flora Road Broad Av Wellesley Av 8% Heroy Av O 3% Rich Av 20% Trent Av aNSF RR N " Industrial Park4ALt. Industrial Park B Stcn s N t Industrial-PafkC-S15 1 u, --s 1 Euclid Av zx s % local trips) Montgomery Av °i' 7 �G A Buckeye Av Progress Rd z .n 47 0„. Air Rd Indiany Rr, Broadway Av 025 05 v rt Valleyway Av 0 1 U Nies Alki Av 0 pv 1eV 0o.N ydrYDr Av PPPIe'gaV Pv Page 15 spokane�'1:�. Liberty Lake E. .1 Study Area (PAO) Spokane Valley City Limits Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Figure 5: 2040 trip distribution from Northeast Industrial Area west of Flora Road Wellesley Av HeroyyAv 22%Rich As Trent Av Broad Av Industrial ParktAWSt_ - - Industrial Park B St s I 0 In d u stri a l -P ark-C-S't+I 1 t v o} 1 s s a E cc -a m o m 0 a a Valleyway Av c O 0 0.25 0.5 1 V miles Broadway Av cc /o local trips) Montgomery Av 1 ,� "G d Knox Av Arc St Arc Rd Cataldo Av cc Buckeye Av 0 Mission Av Sinto Av A c Sharp Av -2% b Alki AsColpv heY a tl34' Nt Av RR spOk0n' Ri,. Liberty Lake • - 1 Study Area (PAO) Spokane Valley City Limits Truck Trips The percent of trips made by heavy trucks in 2040 was assumed to be the same as observed counts in 2017. RESULTS Intersection Traffic volumes The existing (2017) and forecast (2040) lane configurations and AM/PM peak hour turn movements for each of the intersections included in this study are shown in Figure 6 and Figure 7. 6 Wellesley Av Heroy Av cc c rn Broad Av Rich Av Trent Av Industrial Park;Lt a a a Industrial Park B St -o Industri'aFPak-C'54-l-±-1; 1 Marietta Po }, 1 3 ' Euclid Av mQ la aal 1 1 1 1 1 1 1 orjon f mow mai — Buckeye Av Broadway Av Montgomery Av Knox Av Arc St Arc Rd CC bO 0 Cataldo Av 11.11 O.® cc C dission Av W Q Sinto Av J E Sharp Av BOppe P to Alki Av v ypnk 1. Barker Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 1 3. Barker Rd/Euclid Ave (south) 4. Barker Rd/E Buckeye Ave 5. Barker Rd/E Riverway Ave r65 (34) w'r° 207 (322) 21 (78) 4412 ((03) 240 (350) 11 (16) �1411 ((E31)7) a.�� foe M"oP`.� 4,, 8(2)1,023(512) 47 (1 2) ) 387 (1,021)—. 96 (142) -1 $ Y • 31(9) 46 (172) • r'1," 03 N N r" N 7 (5) 0 0 17 (17) • r 6. Barker Rd/E Indiana Ave (north) 7. Barker Rd/E Indiana Ave (south) 8. Barker Rd/Mission Ave 9. Barker Rd/E Boone Ave 10. Barker Rd/WBI-90 Ramp/Cataldo a 03C 4 6 (31) 230 (404) ti 402 (394) r 5 (17) • 1 (8)aif (46)�co.�� m Im 4L 18 (19) ..—M 87 (82) 180 (79) '�" ` 4, • 3 (13) 4- 0 (CO 7 (4) a v eo v oleo a,m. 9 (42) 21 (51) 21(63) Cat.. 37 (14) • f95 Ir 41(119) 41 (115) i (54) 0(0) 1 (0) 14 (11) • 44(66) 13 (22) -4.43 19 (26) �r >'4 11. Barker Rd/EB 1-90 Ramps 12. N Flora Rd/Trent Ave 13. N Flora Rd/Euclid Ave N 14. N Flora Rd/Euclid Ave S 15. Sullivan RdNVB Trent Ave I EB I -BO a,m i EB I BO On n m ro ® 178 (40) "4=979 (564) r59 (14) ^ "' I� 1 h • 25 (28)rsi' 82 �� E.oi�a,�. N o riaa: 4 .o� .�87 l CD e v Iii 41 a.,.Mo- 107 (76) 2 (0) 163(64) 160 (437) 0 (0) 127 (574) r 44 (12) �r 429 (1,128) ti 70 (14) ®w�,� m e (130) �r 9 (2) • 11 al in L16. Sullivan Rd/EB Trent Ave 17. Sullivan Rd/Euclid Ave 18. Del Rey Drlrrent Ave Ea.,.Mo- 1. 3 E.oi�ao- ++ 66(98) 11 (5) r 41 (127) & • X6(18) 1,161 (580) 88 (27) 0 (0) 323 (206) r27 (71) 4(16)=.Z. 31 (111) ) r 977 J 467 (1,209) - Legend Traffic Signal • Stop Sign AM(PM) Peak Hour Traffic Volume Figure 6 Peak Hour Traffic Volumes and Lane Configurations Existing (2017) Conditions Wellesley Av Heroy Av u< N L1 r t ini� a 7 efDO v Euclid Av Broad Av Rich Av Trent Av 1 Industrial ParktAL,t. - - Industrial Park B St -o 1 Industri'aI-Pahk-C-S't-11' 1 Marietta NJ Er a 1 1 T Broadway Av m m Montgomery Avg 9� p 8 ® Buckeye Av Knox Av cr Cataldo Av cp Legend CC yl Sinto AV E Sharp Av Boone to111/ ssion Av Alki Av 12 Traffic Signal 1 Stop Sign AM(PM) Peak Hour Traffic Volume 1 1 1 1 1 1 PU Hnlon SPok 0 1a. Barker RdNVellesley Rd 1b. Wellesley Rd/Trent Ave 2. Barker Rd/Euclid Ave (north) 3. Barker Rd/Euclid Ave (south) 1 4. Barker Rd/E Buckeye Ave 215 (260) X 35 (3) 830 (315) r 60 (30) � E.en...I ' 230 (135) 210 (205) i 1055450) 6 E..ido—auro 335 (540) 20 (25) 20 (20) � 70 (8) Ee.neyeo- 130 (1751_, 110 (100) S K & m 240 (825) ti 180 (245) 1 $ N 10 (15) 115 (305) . to 5. Barker Rd/Riverway Ave 6. Barker Rd/Indiana Ave North 7. Barker Rd/Indiana Ave South 8. Barker Rd/Mission Ave 9. Barker Rd/Boone Ave I Be. o— L • 15 (10) 4-5 (5) 70 (3) & = 0 DI ele or „d,,.,,d,...dd 15 (45) 405 (520) ti 4- 505 (625) r 20 (20) • 25 (2) �.�� c:14 43 u� o °= m_ Irm M,s�o.o- �i� 80 (90) .-205(160) r 160 (90) m o `. `I^"" • 10 (50) 4-0(0) 100} (135) 5 (10) 0 (0) 25 (25) • r 20 (25) _. 55 (2) ® f180im1,4,0). r m 180 (230) 105 (260) 140 (75) i 0 (0) 5 (0) 25 (30) • r' M.2 10. Barker RdNVB 1-90 Ramps 11. Barker Rd/EB 1-90 Ramps 12a. Flora Rd/Trent Ave (RR x-ing open) 12b. Floralfrent RR x-ing closed) 13. Flora Rd/Euclid . m o II� i Ave North • 40 (7) 165 (180) o P" 50 (215) 0 (0)m 105 (70) • l ff n o 240 (440) 0 (0) 140 (745) • LT `. m ® r�yP 185 (50) r 995 (575) (2) u "' ® �y 300 (135) 1,000 (770) Al -r65 45 (15) 440 (1,150) ti 160 (420) ® 45 (15 - 595 (1,155) y ' 14. /Euclid Ave South 15. Sullivan RdNVB Trent Ave 16. Sullivan Rd/EB Trent Ave 9 17. Sullivan Rd/Euclid Ave 18. Del Rey Drlfrent Ave E..i�d A. S... 4 a II wa.,w�o- 41 250 (150) X0(0) 170 (70) £ r. Wim Ea.,m�... � £ oIINN �md... ++ X100 (150) r 20(30) r90 (215) 092 .,w® X15 (4) 1170(590) 240 (250)a 10 (5 ® t :> 105 (35) 2 (5) 335 (275) ?} r 45 (110) 55 (65)' 35 (165) tt 20 95 — 475 (1,22) y Figure 7 Peak Hour Traffic Volumes and Lane Configurations Future (2040) Conditions Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Level of Service Standards The City of Spokane Valley uses level of service (LOS) to describe and evaluate traffic operations along major arterial corridors and intersections within the City. Levels range from LOS A to LOS F, which encompass a range of congestion types from uninterrupted traffic (LOS A) to highly -congested conditions (LOS F). The description and intersection delay thresholds of each LOS category are described in Figure 8. These are based on the Highway Capacity Manual, which is the methodology used by Spokane Valley. The LOS for signalized intersections is measured by the average delay per vehicle entering the intersection from all approaches, while the LOS for unsignalized intersections is measured by the average delay per vehicle on the approach with the highest average delay. Figure 8: Level of service description and delay thresholds at intersections Level of Service Description Signalized Intersection Delay (seconds) Unsignalized Intersection Delay (seconds) A Free-flowing conditions. B Stable operating conditions. 0-10 10-20 C Stable operating conditions, but individual motorists 20-35 are affected by the interaction with other motorists. 0-10 10-15 15-25 D High density of motorists, but stable flow. 35-55 25-35 E Near -capacity operations, with speeds reduced to a 55-80 35-50 low but uniform speed. F Over -capacity conditions with long delays. > 80 >50 Source: Highway Capacity Manual 2010, Transportation Research Board The LOS standards used by Spokane Valley are defined in the Comprehensive Plan as follows: • LOS D for major arterial corridors: o Argonne/Mullan between the town of Millwood and Appleway Boulevard o Pines Road between Trent Avenue and 8th Avenue o Evergreen Road between Indiana Avenue and 8th Avenue o Sullivan Road between Wellesley Avenue and 8th Avenue o Sprague Avenue/Appleway Boulevard between Fancher Road and Sullivan Road • LOS D for signalized intersections not on major arterial corridors • LOS E for unsignalized intersections (LOS F is acceptable if the peak hour traffic signal warrant is not met) WSDOT also uses LOS thresholds for State Highways. Within the study area intersections with Trent Avenue (SH 290) and I-90 would need to operate at LOS D or better to meet WSDOT LOS standards. 9 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Level of Service Results Traffic operations, including intersection vehicle delay and level of service (LOS) at each intersection under both existing conditions (2017) and Phase 3 conditions (2040) were analyzed using Synchro (a transportation planning software). The existing LOS results are shown in Figure 9 and the results of the Phase 3 LOS analysis are shown in Figure 10. Results show that by 2040 under Phase 3 of development in the Northeast Industrial Area the majority of intersections studied in this memo would continue to operate at an acceptable LOS. These results assume all projects included in the Spokane Valley Six -Year TIP and the SRTC financially constrained project list from the Horizon 2040 Plan are operational by 2040. However, two intersections are forecast to fail the City's LOS standards by 2040, a significant transportation impact: • Barker Road/Boone Avenue • Flora Road/ Trent Avenue Additional transportation impacts were also identified along Barker Road south of Mission Avenue and at the Barker Road/UP Railroad at -grade crossing, both discussed below. Figure 9: Existing (Year 2017) Intersection LOS Results Intersection AM Peak Delay LOS PM Peak Delay LOS Approach 1. Barker Rd/ Trent Ave 2. Barker Rd/ Euclid Ave (north) 3. Barker Rd/ Euclid Ave (south) SSSC 12 4. Barker Road/ Buckeye Ave SSSC 13 B 10 B WB 5. Barker Road/ Riverway Ave SSSC 16 C 20 C WB 6. Barker Rd/ Indiana Ave (north) SSSC 11 B 12 B EB 7. Barker Rd/ Indiana Ave (south) SSSC 14 B 15 B WB 8. Barker Rd/ Mission Ave Signal 13 B 17 B 9. Barker Rd/ Boone Ave SSSC 22 C 18 C EB/WB 10. Barker Rd/ 1-90 Westbound Ramps Signal 68 E 43 D SSSC SSSC 59 10 F2 A B 41 11 17 E B C NB EB WB 10 Approach Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 11. Barker Rd/ 1-90 Eastbound Ramps' Signal 44 D 113 F 12. Flora Rd/ Trent Ave SSSC 129 F2 124 F2 SB/NB 13. Flora Rd/ Euclid Ave (north) SSSC 11 B 11 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 10 A 10 A EB 15. Sullivan Rd/ Trent Westbound Ramps Signal 16 B 12 B 16. Sullivan Rd/ Trent Eastbound Ramps Signal 13 B 21 C 17. Sullivan Rd/ Euclid Ave Signal 51 D 60 E4 18. Del Rey Dr/ Trent Ave SSSC 23 C 18 C SB 1. SSSC = Side Street Stop Control. 2. Does not meet City LOS standards. Intersection operates at LOS F and volumes satisfy the peak hour signal warrant per MUTCD. 3. Based on HCM 2000 methodology. 4. LOS E is acceptable here because Sullivan is a major arterial corridor that meets LOS standard corridor -wide. Figure 10: Phase 3 (Year 2040) Intersection LOS Results Intersection AM Peak Delay LOS PM Peak Delay LOS la. Barker Rd/ Wellesley Ave' lb. Wellesley Ave/ Trent Ave' Signal or 28 C 25 C Roundabout Signal or 26 C 25 C Roundabout 2. Barker Rd/ Euclid Ave (north) SSSC 12 B 16 C EB 3. Barker Rd/ Euclid Ave (south) SSSC 14 B 19 C WB 4. Barker Road/ Buckeye Ave SSSC 14 B 17 C WB 5. Barker Road/ Riverway Ave SSSC 26 D 40 E WB 6. Barker Rd/ Indiana Ave (north) SSSC 13 B 17 C EB 7. Barker Rd/ Indiana Ave (south) SSSC 23 C 26 D WB 8. Barker Rd/ Mission Ave Signal 20 C 25 C 9. Barker Rd/ Boone Ave SSSC 139 F4 >300 F5 WB 10. Barker Rd/ 1-90 Westbound Ramps Roundabout 30 C 13 B 11. Barker Rd/ 1-90 Eastbound Ramps Roundabout 12 B 25 C 11 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 12a. Flora Rd/ Trent Ave (if Flora Rd/BNSF rail crossing is open2) 12b. Flora Rd/Trent Ave (if Flora Rd/BNSF rail crossing is closed3) SSSC >300 F5 >300 F5 SB/NB SSSC 174 F5 >300 F5 SB 13. Flora Rd/ Euclid Ave (north) SSSC 15 B 15 B WB 14. Flora Rd/ Euclid Ave (south) SSSC 11 B 12 B EB 15. Sullivan Rd/ Trent Westbound Ramps Signal 39 D 53 D 16. Sullivan Rd/ Trent Eastbound Ramps Signal 12 B 38 D 17. Sullivan Rd/ Euclid Ave Signal 52 D 51 D 18. Del Rey Dr/ Trent Ave SSSC 35 E 29 D SB 1. SSSC = Side Street Stop Control. 2. This scenario assumes Barker Road will be diverted 1/2 mile east to a new intersection with Wellesley Road just south of the BNSF Railroad 3. This scenario assumes Barker Road will intersect Trent Avenue via a new grade separated BNSF Railroad crossing 4. Does not satisfy peak hour signal warrant using MUTCD guidelines, thus would technically still meet the City's LOS standard. 5. Does not meet City LOS standards. Intersection operates at LOS F and traffic volumes satisfy the peak hour signal warrant per MUTCD guidelines. Barker Road/Boone Avenue Intersection By 2040 the Barker Road/Boone Avenue intersection is forecast to operate at LOS F (as measured by the westbound approach) during both the AM and PM peak — and traffic volumes peak would be high enough on Barker Road and Boone Avenue during the PM peak to meet the peak hour signal warrant using MUTCD3 criteria. The 2040 travel demand model used for this analysis assumes that Cataldo Avenue - which is a local road that provides access to several industrial sites just east of Barker Road and north of I-90 - would be rerouted (as part of the Barker Road/I-90 interchange reconstruction planned by WSDOT) north to intersect Boone Avenue just east of Barker Road instead of intersecting Barker Road at the I-90 westbound ramps as it does today. This would effectively shift all of the traffic currently (and in the future) along Cataldo Avenue to instead use the Barker Road/Boone Avenue intersection. This would be sufficient by 2040 to cause the Barker Road/Boone Avenue intersection to fail the City's LOS threshold. It should be noted that traffic analysis completed as part of the I-90/Barker Road Interchange Justification Report (IJR) also assumes Cataldo Avenue would be rerouted to Boone Avenue east of Barker Road. As part of the Methods and Assumptions Memorandum for that project published prior to the IJR, WSDOT proposed three potential scenarios for the Barker Road/Boone Avenue intersection to accommodate traffic 3 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov 12 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 on Cataldo Avenue, Barker Road and Boone Avenue. The three alternatives include: • A five -way roundabout at Barker Road/Boone Avenue/Cataldo Avenue • Converting Barker Road/Cataldo Avenue to a right-in/right-out intersection and Barker Road/Boone Avenue to a roundabout • Rerouting Cataldo Avenue from Barker Road to Boone Avenue east of Barker Road and adding a signal to the Barker Road/Boone Avenue intersection It is anticipated that any of these alternative configurations for Cataldo Avenue would meet the City's LOS standard. Flora Road/Trent Avenue Under existing conditions, the Flora Road/Trent Avenue intersection does not meet the City's LOS standards. Two future alternatives being considered by Spokane Valley were studied for this intersection: 1. Flora Road remains open across the BNSF railroad and Barker Road is diverted one half -mile east to a new intersection with Wellesley Avenue 2. Flora Road is closed across the BNSF railroad (effectively changing this from a four -leg to a three - leg intersection) and Barker Road intersects Trent Avenue via a new grade -separated crossing with the BNSF Railroad in approximately the same location as today's intersection An added delay of 60 seconds was also added to the travel model to all northbound/southbound through and northbound/southbound left movements at Flora Road/Trent Avenue to account for the difficulty in making northbound and southbound left and through movements at this intersection. This change ensured that the travel model did not "overassign" traffic to an intersection that will likely have higher delays for northbound traffic. By year 2040, without any improvements, delay would increase substantially under both alternatives (Flora open or closed across the BNSF tracks) during both the AM and PM peak and thus continue to fail the City's LOS standards. Since this is a side -street stop controlled intersection, LOS is measured based on the approach with the highest delay. Under the alternative where the Flora Road/BNSF Railroad crossing remains open, the highest delay during the AM peak would be from the southbound approach, where traffic originates primarily from residential development north of Trent Avenue (outside the study area). In the PM peak, the highest delay would occur from the northbound approach, where traffic originates from the industrial sites south of Trent Avenue. Despite the added delay, the SRTC travel model predicts the deviation in Barker Road would cause a substantial number of drivers to opt for Flora Road instead of Barker Road to access Trent Avenue. Under the alternative where the Flora Road/BNSF Railroad crossing is closed, delay from the southbound approach would still be well above LOS F during both the AM and PM peak hours. Under both alternatives, 13 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 peak hour traffic volumes would be high enough on Flora Road and Trent Avenue to meet the peak hour signal warrant using MUTCD4 criteria. Barker Road (I-90 to Euclid Avenue) The recently completed Spokane Valley Comprehensive Plan recommended widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040. That recommendation was re-examined as part of this study. Average daily traffic (ADT) and the peak hour one-way volumes on Barker Road were forecast for 2040 on between I-90 and Euclid Avenue based on the updates to the travel demand model described in the methodology section of this Memo. Results are shown in Figure 11. Figure 11: Traffic Volumes on Barker Road Existing (2017) Barker Road Segment Peak Hour Volume (highest approach) 2040 Peak Hour Volume (highest approach) Boone Avenue — Mission Avenue 13,400 640 18,400 780 Mission Avenue — Euclid Avenue 10,200 510 16,000 715 The industry standard threshold for the amount of vehicles one thru lane of traffic can accommodate before significant delays occur ranges from about 600-900 vehicles per hour. The variation depends on driveway/intersection frequency, access control, travel speed, intersection control, concentration of traffic during the peak hour and other factors. The results of this analysis demonstrate that volumes would be high enough on Barker Road between I-90 and Mission Avenue (combined with the presence of signalized intersections and frequent driveways/intersections) to have a significant transportation impact. Traffic volumes on Barker Road north of Mission are forecast to be a little lower and, while being on the cusp of warranting mitigation, are not forecast to have a significant transportation impact. Traffic Impacts at the At -Grade Rail Crossings The impacts of queuing vehicles from the Union Pacific (UP) railroad at -grade crossing at Barker Road were analyzed using Synchro in year 2040. The Union Pacific (UP) Railroad crosses Barker Road between the Euclid Avenue westbound and Euclid Avenue eastbound intersections. No grade -separation projects are currently planned at this crossing, thus is it assumed there will still be an at -grade rail crossing at this location in year 2040. Based on data provided by the Federal Railroad Administration (FRA), the UP line 4 Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration, https://mutcd.fhwa.dot.gov 14 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 hosts about 9 trains per day on average. No information is provided on whether or not UP anticipates the number of trains a day to change in the future. Thus, the same number of trains on average per day today was also assumed to also occur in 2040. If the frequency of trains were to increase in the future this would not impact the queue length (unless the average length of trains or speed of trains changed), but instead, would affect the frequency of queueing. The railroad crossing analysis looked at the forecast queue length and associated traffic impacts under three scenarios in which the gates across Barker Road would be down during both the AM and PM peak: • Average queue length — This was measured by the 50th percentile queue length during an average gate down time (2 minutes) and represents the typical queue that would occur when a train crosses Barker Road during the peak commuting period. • Worst case scenario queue length (through trains) — This was measured by the 95th percentile queue length during the longest observed gate down times and represents a queue during the worst case scenario: a particularly high surge in peak hour traffic combined with a long gate down time (4 minutes). Note: based on the observed frequency of long gate down times on each line the worst case scenario is likely to occur 3-4 times per year along the UP line. • Worst case scenario queue length (trains backing onto future rail spur) — This was measured by the 95th percentile queue length during a hypothetical situation in which a train would be backing onto the new spur planned just east of Barker Road. This was measured by increasing the longest observed gate down time by 50% to 6 minutes. This would represent a queue during the worst case scenario for non -through train movements: if a train were to back onto the future spur planned just east of Barker Road during a particularly high surge in peak hour traffic. Estimated existing vehicle queue lengths at the Barker Road/UP railroad at -grade crossing are shown in Figure 12. The results of the 2040 queuing analysis are shown in Figure 13, including the estimated vehicle queue length in feet along Barker Road during the AM and PM peak when the gates are down at the UP crossing given each scenario. 5 Duration and frequency of gate down times was recorded at both the UP rail crossings along Barker Road between 7AM and 6PM Tuesday, February 14, 2017 15 SB Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Figure 12: Existing vehicle queue length, Barker Road/UP at -grade rail crossing when gates are down Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB Average (50th percentile) Worst Case Thru Trains (95th percentile) 9 2 minutes 300 250 225 500 9 4 minutes 700 250 525 1,050 Figure 13: 2040 vehicle queue length, Barker Road/UP at -grade rail crossing when gates are down Trains per Day Gate Down Time Vehicle Queue Length (feet) AM Peak NB SB PM Peak NB SB Average (50th percentile) Worst Case Thru Trains (95th percentile) Worst Case Trains Accessing Future Spur' (95th percentile) 1. This scenario is what could occur if a train were to be backing into or out of the new rail spur planned by developers east of Barker Road during a particularly high surge in peak hour traffic. 9 2 minutes 600 375 400 975 9 4 minutes 1,275 800 875 2,025 unknown 6 minutes 1,875 1,200 1,275 3,000 In general, the queues at the UP crossing are forecast to be about 50-100% longer than they are today. The longest queues are anticipated to occur in the northbound direction in the AM peak and southbound direction during the PM peak. Vehicle queueing will occur both on Barker Road and Euclid Avenue. Based on the forecast approach volume from each of those streets, close to 80 percent of the queue during the AM peak heading northbound would be on Barker Road, with the remaining on Euclid Avenue south of the tracks (heading westbound to turn onto Barker Road). Therefore it is anticipated that the average vehicle queue during the AM peak on Barker Road heading northbound would be about 475 feet, but about 3-4 times per year could be as long as 975 feet. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (northbound) Barker Road during the AM peak in this 16 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 scenario could be as long as 1,450 feet. About 10 percent of the vehicles heading north on Barker Road would be making a right turn onto Euclid before the railroad tracks and about 40 percent of vehicles heading west on Euclid Avenue would be making a left turn onto Barker Road and not crossing the railroad tracks. Thus, about 20 percent of the traffic south of the rail crossing in the AM peak would not actually be heading across the tracks, but most of these vehicles would get stuck in the queue. These vehicles would not only lengthen the queues in AM peak by an additional 20 percent, but this occurrence would add to driver frustration and increase the likelihood of drivers performing risky maneuvers to get around the queues. While the northbound queues would be shorter during the PM peak, the percentage of vehicles likely to get caught in the queue not intending to cross the tracks (heading northbound right or westbound left at Barker Road/Euclid Avenue [south]) would be even higher during the PM peak, representing about 35 percent of traffic. Therefore, the long northbound queue is determined to be a significant transportation impact. During the PM peak the longest queues will occur north of the tracks from vehicles heading southbound on Barker Road (or eastbound on Euclid Avenue). During this time about 50 percent of the queue will be on Barker Road and about 50 percent will be on Euclid Avenue. Therefore it is anticipated that the average vehicle queue during the PM peak would be about 500 feet on both Barker Road heading southbound and Euclid Avenue heading eastbound, but about 3-4 times per year could be as long as 1,000 feet on both streets. Assuming trains backing onto the planned rail spur east of Barker Road were to block the intersection for 6 minutes, the queue on (southbound) Barker Road and (eastbound) Euclid Avenue during the PM peak in this scenario could be as long as 1,500 feet on each street. Fewer than 25 vehicles per hour are forecast to be heading either southbound right or eastbound left at this intersection, thus about 95 percent of the vehicles in the queue would be waiting to cross the tracks. MITIGATION Recommended mitigations to address significant transportation impacts at the three intersections that would fail the City's LOS standards under Phase 3 as well as the section of Barker Road from I-90 to Mission Avenue are described below. Recommendations for the UP at -grade rail crossing on Barker Road are also discussed. Barker Road/Boone Avenue Intersection This analysis assumes Cataldo Avenue would be rerouted from Barker Road to Boone Avenue via a new north -south alignment somewhere east of Barker Road with the reconfiguration of the Barker Road/I-90 interchange, which is consistent with what was assumed in the I-90/Barker Road IJR published by WSDOT. Based on a review of parcel boundaries from Spokane County's SCOUT map, this may require right-of-way 17 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 from property owners, or the utilization of potential right-of-way on the border of Spokane Valley and Liberty Lake, along with a short extension of Boone Avenue to the east. This would also require construction of a cul-de-sac on the west end of Cataldo Avenue. Assuming that Cataldo Avenue is rerouted from Barker Road to Boone Avenue as part of the Barker Road/I-90 interchange reconstruction, the Barker Road/Boone Avenue intersection would fail the City's LOS standards in 2040. To address this LOS impact, it is recommended that Spokane Valley add a signal or roundabout to this intersection. Analysis using Synchro shows that the addition of an actuated uncoordinated signal would improve the LOS at this intersection in 2040 from F to A during both the AM and PM peak. A roundabout would also operate acceptably. If a signal is implemented, the intersection should be designed to include a separate northbound left turn pocket of at least 125 feet, along with a northbound through and through -right lane. The southbound approach should be similarly configured. Ideally the east and westbound Boone approaches would have separate left and through -right turn lanes. Also, it would be preferred if the offset between the east and west legs of Boone Avenue were realigned to be opposite of each other. An alternative option would be to convert Cataldo to right-in/right-out access at its current intersection with Barker Road. Under this option, the Barker Road/Boone Ave intersection would operate at LOS D in the AM and LOS E in the PM in 2040 (based on the LOS of the westbound approach), which is acceptable for a side -street stop controlled intersection. However, a right-in/right-out configuration would require U- turn access at the Barker Road/Boone Avenue intersection. This could be accomplished through a roundabout or turnaround at the Barker Road/Boone Avenue intersection. Flora Road/Trent Avenue Intersection The Flora Rd/Trent Ave intersection currently operates at LOS F during both the AM and PM peak hour and delay is forecast to increase substantially by 2040 regardless of whether the southbound leg across the BNSF Railroad is closed in the future or not. To address this, it is recommended that a signal be installed at this intersection along with left turn pockets on Flora Road or a roundabout. Assuming an actuated, uncoordinated signal with a 110 second cycle length and protected left turn movements on Trent Avenue, traffic would operate at LOS C during the AM Peak and LOS B during the PM peak with the BNSF railroad crossing open (LOS A with the BNSF Railroad crossing closed) by 2040 if these mitigations were applied. A roundabout large enough to accommodate two -lanes of traffic in both directions of Trent Avenue would also operate acceptably. Given that Trent Avenue is a State Highway, under WSDOT design criteria an Intersection Control Analysis (ICA) would need to be conducted to evaluate alternatives before a signal can be installed. 18 ,,9 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Barker Road (I-90 to Euclid Avenue) The recently completed Spokane Valley Comprehensive Plan recommends widening Barker Road to five lanes from I-90 to Euclid Avenue by 2040. Analysis as part of this study show that traffic volumes are forecast to be high enough (combined with the frequency of driveways/intersections and presence of signals or future roundabouts) to have a significant transportation impact on Barker Road between I-90 and Mission Avenue. Based on this, it is recommended to widen Barker Road between I-90 and Mission Avenue to five lanes by 2040. Traffic volumes on Barker Road between Euclid Avenue and Mission Avenue are forecast to be close to, but not at the threshold to warrant widening. Therefore, it is recommended that Barker Road remain three lanes from Mission Avenue to Euclid Avenue by 2040. However, Spokane Valley should continue keep the widening plan in the Comprehensive Plan in order to require ROW from future developments. This will preserve the possibility for widening should forecasts change in the future or widening be deemed necessary shortly after 2040. As part of this recommendation the City will continue to implement its Transportation System and Demand Management strategies identified in the 2016 Comprehensive Plan, see Figure 14. The Comprehensive Plan states that "it is the City's policy to consider strategies such as transportation demand management, access restrictions, design modifications, transit enhancements, and intelligent transportation systems prior to adding new lane capacity to the system, particularly for single -occupancy vehicles." Figure 14: Spokane Valley Transportation System and Demand Management Strategies Transportation System and Demand Management (Non -Capacity Projects) Description Intelligent Transportation Systems Commute Trip Reduction and Transportation Demand Management Programs Coordinate with Spokane Transit Authority Continue implementing Intelligent Transportation Systems (ITS), which include signal coordination, adaptive signal control, incident reporting, and other technologies. Coordinate with the Regional Transportation Management Center. Implement the Spokane Valley Commute Trip Reduction Implementation Plan Update: 2015-2019. Work with employers to provide information, marketing materials, training, and support to reduce drive -alone commuting to workplaces in Spokane Valley. Continue to work with Spokane Transit Authority to implement transit service improvements, including High Capacity Transit on major corridors in Spokane Valley to provide other options to driving. 19 ,,9 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Encourage Infill and Higher Density Development Pedestrian and Bicycle Infrastructure As identified in the Land Use Element, infill and higher density development is envisioned along many of the Valley's major arterial and transit routes. This development generates fewer auto trips than comparable lower density development that is not near transit and other commercial uses. Continue to implement the non -motorized transportation network identified in the Pedestrian and Bicycle Master Program to provide other options to driving in the community. The City will work with employers in the Northeast Industrial Area to implement the Commute Trip Reduction and Transportation Management Programs. In the future bike lanes and sidewalks will be provided along the length of the Barker Road corridor (from Trent Avenue to I-90), all arterial roads will be designed to accommodate transit vehicles and as the area densifies the Spokane Transit Authority may provide transit service to the Northeast Industrial Area. However, even with these measures in place, the substantial increase in employment within the Northeast Industrial Area will require roadway capacity expansion along Barker Road to accommodate access to the jobs and facilitate goods movement to and from the industrial sites. Barker Road/UP Railroad At -Grade Crossing An analysis of vehicle queue length at the UP rail crossing on Barker Road shows that vehicle queues will be about 50-100% longer in 2040 than they are today. Additionally, assuming there would be trains backing onto the planned rail spur with even longer gate down times than observed today, queue lengths could triple by 2040. In order address this later scenario, it is recommended that if owners want to take advantage of the EIS, as a condition of construction of the new rail spur the City coordinate with owners of the rail spur along with the UP Railroad agree to limit movement of trains onto and off of the rail spur to non -peak hours. This would largely avoid the likelihood of extremely long queues shown in Figure 13. Results of the queueing analysis show that even though queue lengths from normal through train movement along the UP line would increase by 2040, the average queue during the peak hour on either Barker Road or Euclid Avenue would be 500 feet or less. During the worst case scenario, which would occur about 3-4 times per year (assuming no change to UP train frequency), the queue on Barker Road or Euclid Avenue would be less than 1/4 mile. Beyond the occasional delay to drivers waiting to cross the tracks, two additional impacts would be anticipated from these longer queues: • Increased frequency for queuing vehicles to block nearby local streets, particularly Bridgeport Avenue (which is about 680 feet north of Euclid Avenue) and some driveways; and • Increased frequency of vehicles not intending to cross the tracks to get caught in the queue, which 20 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 would add to the length of the queue. For example, during the PM peak at the Barker Road/ Euclid Avenue (south) intersection, about 100 vehicles are forecast to make a northbound right from Barker Road to Euclid Avenue and about 70 vehicles are forecast to make a westbound left from Euclid Avenue to Barker Road. These vehicles would not cross the tracks, but could get caught in the queue. Less than 25 vehicles are forecast to make a similar movement, eastbound left or southbound right, at the Barker Road/Euclid Avenue (north) intersection. The following strategies are recommended to mitigate these issues in the future: • To mitigate the potential for blocked streets and high -traveled driveways, it is recommended to: o paint and sign "Do Not Block Intersection/Driveway" at locations where vehicles are likely to get blocked by the queue, including the southbound lane of Barker Road at Bridgeport Avenue and the northbound lane of Barker Road at Euclid Avenue (south); o not allow new driveways or access roads on Barker Road or Euclid Avenue within 500 feet of the UP Railroad crossing to developments that are anticipated to generate more than 20 vehicles per hour; and o discourage new driveways or access roads on Barker Road or Euclid Avenue within 1,000 feet of the UP Railroad crossing to developments that are anticipated to generate more than 20 vehicles per hour • To reduce the number of vehicles caught in the queue that are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 500 foot long northbound right turn lane and 300 -foot long eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. Henry Road/I-90 Interchange It should be noted that the 2040 travel demand model used to forecast traffic presented in this Memo assumed that a new full interchange would be constructed at Henry Road/I-90 in place of the existing partial Appleway Avenue/I-90 interchange. This configuration is consistent with the existing SRTC Horizon 2040 Plan and was assumed when this study was initiated. However, since this study was initiated, WSDOT completed their modeling for a new Henry Road interchange and found it did not meet the purpose and need identified in the original project definition. Without the Henry Road interchange, there is the potential for new residential and commercial growth in Liberty Lake to result in additional traffic impacts on the Barker Road corridor between Mission Avenue and I-90. If the Henry Road/I-90 interchange is no longer assumed to be built by 2040, it is recommended that the City of Spokane Valley and Liberty Lake work together to jointly address future infrastructure needs given this new configuration. This could be accomplished through a long-range transportation analysis of the area to determine an appropriate range of transportation infrastructure improvements and a funding strategy to implement the improvements in a timely manner. 21 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Planned Rail Spur Across Barker Road As part of the Phase 1 development, a new rail spur is planned off the Union Pacific mainline just north and east of the Barker Road/Euclid Avenue (north) intersection to provide rail access to the planned industrial development. In the future (as part of Phase 3 of development), land owners are considering extending that rail spur west across Barker Road at -grade to provide access to developable land between Barker Road and Flora Road. Given that train movements on the spur are planned to be infrequent and short, no significant impacts to traffic operations on Barker Road are anticipated as long as the following criteria are met: • The rail spur across Barker Road should be located sufficiently far from the existing Barker Road/UP at -grade crossing and from the Barker Road/Trent Avenue intersection so as not to risk vehicle queues from those locations backing into the rail spur or interfering with the planned Barker Road/BNSF grade separation project. It is recommended that the planned rail spur be located at least 1,500 feet from the Barker Road/UP at -grade crossing and at least 2,000 feet from the Barker Road/Trent Avenue intersection. This leaves about 1,300 feet of area along Barker Road in which the spur crossing could be located. • In order to address delay from train movement along the planned rail spur across Barker Road, it is recommended that as a condition of construction of the new rail spur, the City coordinate with owners of the rail spur along with the UP Railroad to agree to limit movement of trains across Barker Road along the rail spur to non -peak hours. Or to at least limit the time the gates are down during the peak hours to be less than two -minutes. The extension of the new rail spur would add a new rail crossing across Barker Road, which is designated as an arterial street by the City of Spokane Valley. This will require the owner of the rail spur to file a petition (RCW 81.53.030 and WAC 480-62-150(1)(a)) with the State Utilities and Transportation Commission (UTC). It would also require an on-site safety assessment with UTC staff, Union Pacific Railroad, and the City of Spokane Valley at a minimum as well as a feasibility study as decided by the UTC Commissioners to demonstrate why a grade separation would be impractical at this location. CONCLUSIONS The results of the traffic impact analysis in the Northeast Industrial Area of Spokane Valley demonstrated that the following two intersections would fail the City's LOS standards under Phase 3 of development in year 2040: • Barker Road/Boone Avenue • Flora Road/ Trent Avenue 22 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Results also show that by 2040 traffic volumes on Barker Road between I-90 and Mission Avenue would have a significant transportation impact on traffic operations. Lastly, results also indicate that the queue length at the Barker Road/UP Railroad at -grade crossing would increase by 50%-100% and could triple in length if back-up moves onto the planned rail spur east of Barker Road were to block Barker Road. This would increase the potential for blocked streets and driveways as well as the potential for traffic to get stuck in the queue that is not trying to get across the tracks and may make risky maneuvers. The following mitigations are recommended to address these impacts: • Barker Road/Boone Avenue — It is recommended that Spokane Valley either close the access to Cataldo Avenue from Barker Road or convert this intersection to right-in/right-out when the Barker Road/I-90 intersection is reconstructed given the proximity of this intersection with the planned roundabout and Boone Avenue. A closure would require rerouting traffic on Cataldo Avenue to Boone Avenue via a new north -south alignment somewhere east of Barker Road, which would require negotiation with private property owners for right-of-way. Under this option, traffic would increase substantially on Boone Avenue, which would cause the intersection to operate at a LOS that exceeds the City's threshold by 2040. To mitigate this, it is recommended that a signal or roundabout be added at this intersection. If a signal were implemented, it is recommended to also add a 125 -foot northbound left turn lane and a right turn only lane at this intersection to prevent northbound vehicles from queuing into the Barker Road/I-90 Westbound Ramp roundabouts. A right-in/right-out configuration would require u -turn access at Barker Road/Boone Avenue, which could be accomplished through a roundabout or turnaround. • Flora Road/Trent Avenue — This intersection does not currently meet the City's LOS standards and regardless of whether or not the southbound leg of the intersection is closed over the BNSF railroad tracks in the future delay will increase by 2040. It is recommended that a signal be installed at this intersection along with left turn pockets on Flora Road or the intersection be converted to a roundabout. • Barker Road (I-90 to Mission Avenue) — Following with the recommendation from the 2016 Spokane Valley Comprehensive Plan, it is recommended to widen Barker Road between I-90 and Mission Avenue from three lanes to five lanes by 2040 in order to accommodate forecast traffic. The Comprehensive Plan also recommends widening Barker Road to five lanes from Mission Avenue to Euclid Avenue by 2040. However, analysis as part of this study shows traffic volumes on Barker Road north of Mission Avenue (while close to warranting five lanes) are forecast to be within the range that can be accommodated by a three lane road without causing significant delays. However, Spokane Valley should continue to keep the plan to widen Barker Road from Euclid 23 Chaz Bates Spokane Valley Northeast Industrial Area PAO — Phase 3 Traffic Analysis v7 December 21, 2017 Avenue to Mission Avenue in the Comprehensive Plan in order to require right-of-way from future developments. This will preserve the possibility for widening should forecasts change in the future or widening be deemed necessary shortly after 2040. • Vehicle Queues from Barker Road/UP Railroad Crossings — Three mitigation strategies are recommended to address the impacts from queuing vehicles at the Barker Road/UP Railroad crossing: o In order to address delay from back-up moves into and out of the planned rail spur east of Barker Road, it is recommended that as a condition of construction of the new rail spur the City coordinate with owners of the rail spur along with the UP Railroad agree to limit movement of trains onto and off of the rail spur to non -peak hours. o To mitigate the potential for blocked streets and high -traveled driveways, it is recommended to strategically sign and paint "Do Not Block Intersection/Driveway" at locations where vehicles are likely to get blocked. We also recommend restricting (or discouraging) the construction of new driveways to medium or large scale developments on Barker Road or Euclid Avenue within 1,000 feet of the UP at -grade crossing. o To limit the number of vehicles that may get caught in the queue, but are not trying to get across the tracks and may try a risky maneuver to get around traffic, it is recommended to add a 500 -foot long northbound right turn lane and 300 -foot eastbound left turn lane at the Barker Road/Euclid Avenue (south) intersection. 24 APPENDIX C: INFRASTRUCTURE PLAN FOR SPOKANE VALLEY NORTHEAST INDUSTRIAL AREA PAO Infrastructure Plan Spokane Valley Northeast Industrial Area Planned Action Ordinance Prepared for: City of Spokane Valley Updated August 2018 SE17-0508 FEHR ) PEERS Contents Introduction 3 Phases of Development 3 Planned Infrastructure Projects 4 Infrastructure Projects by Phase 6 Estimating the Costs of Infrastructure Projects 7 Northeast Industrial Area's Fair -Share Contribution 8 Additional Financing Strategies 12 Conclusions 13 INFRASTRUCTURE PLAN 8/16/18 Introduction This document outlines a phased transportation infrastructure plan and implementation strategy to accommodate employment growth associated with development in the Northeast Industrial Area of Spokane Valley through year 2040. The boundaries of the Northeast Industrial Area are shown in Figure 1. Figure 1. Northeast Industrial Area boundaries Industrial Park 1st 51 Broad Av yAv .1 11 Heroy Av IN 1 1 on Rich Av Trent Av Y�"'1 r r � 1 r 1rr r 1 Wellesley r Industrial Park4Aiitr r r 1 Industrial Park B St + 1 1 • Industrial-Pai-k-CSt' I x� 1 y Euclid Av 1 a PR ina Rd 4fr EC E z a - Va lleyway Av 025 0.5 t 8 Broadway Av t Biles Montgomery Av 5�� a Knox Av Arc St Arc Rd Cataldo Av d a 8 2 Buckeye Av ▪ Mission Av Sinto Av E, Sharp Av axone Pv Alki Av v Myon Av Liberty Lake • r r 1. _ 1 Study Area (FAO) Spokane Valley City Limits Future transportation infrastructure needs were determined based on traffic analysis associated with forecast development in order to meet the City of Spokane Valley and Washington State Department of Transportation (WSDOT) level of service (LOS) standards. Based on the infrastructure needs, planning - level costs were estimated for each future project. This plan also includes a strategy to pay for those projects through a fair -share cost fee for future developments in the Northeast Industrial Area as well as through identification of additional potential financing options. Phases of Development Three future land use phases for the Northeast Industrial Area were identified as a way to incrementally organize when future infrastructure projects will likely be needed between now and 2040: • Phase 1(2019)—Two manufacturing sites near Barker and Euclid totaling about 375 employees. • Phase 2 (2025-2032) — Partial development of the Northeast Industrial Area. This is defined as when development would likely trigger the need for a major infrastructure project prior to 2040. Spokane Valley Northeast Industrial Area Planned Action Ordinance 3 1 Page INFRASTRUCTURE PLAN 8/16/18 • Phase 3 (2040) — 2040 Buildout of the Northeast Industrial Area as defined by the Community Prosperity Alternative of the Spokane Valley Comprehensive Plan Traffic analysis was performed for each phase of development to identify traffic impacts and mitigation strategies. The detailed traffic analysis, including outcomes of each phase of development can be found in The Spokane Valley Industrial Area PAO - Phase 1, Phase 2 & Phase 3 Traffic Analysis Memorandums. A short summary of the intersections/roadway segments with traffic congestion issues are listed in Figure 2. Figure 2. Locations forecast to have significant traffic impacts. Intersection/Segment Phase When LOS Degrades LOS/Queueing Barker Road/Trent Avenue Phase 1 139 seconds / LOS F — AM peak hour 90 seconds/ LOS F — PM peak hour Barker Road/1-90 westbound Phase 1 92 seconds/ LOS F — AM peak hour Barker Road/1-90 eastbound Phase 1 122 seconds/ LOS F — PM peak hour Barker Road (Mission Avenue to 1-90) Phase 2 LOS E Barker Road/Boone Avenue Phase 3 299 seconds/ LOS F — PM peak hour Flora Road/Trent Avenue (BNSF grade crossing open) Phase 3 >300 seconds/ LOS F — AM & PM peak hour Flora Road/Trent Avenue (BNSF grade crossing closed) Phase 3 290 seconds/ LOS F —AM peak hour 153 seconds/ LOS F — PM peak hour Barker Road/Euclid Avenue (south) Phase 3 600 ft. queue — 50th percentile, NB direction, AM peak hour 1,275 ft. queue — 95th percentile, NB direction, AM peak hour Planned Infrastructure Projects To determine which additional infrastructure projects are required to support additional development in the Northeast Industrial Area, our team first reviewed the lists of planned improvement projects to be implemented by 2040. These projects are a part of Spokane Valley Department of Public Works' Six -Year Transportation Improvement Program (TIP) and/or part of the Spokane Regional Transportation Council (SRTC) financially constrained project list in the Horizon 2040 Plan and are listed in Figure 3. Figure 3. Planned transportation projects located in the study area or at key intersections nearby Project Description Program (Project #) Year Agency Responsible In Study Area? Barker Road/BNSF Grade Separation Construct grade separation at Barker/BNSF RR/Trent 2018-2023 TIP (#4) 2021 City of Spokane Valley Yes Barker Road — Euclid to Trent Reconstruct to 3 -lane urban section 2018-2023 TIP (#20) 2021 City of Spokane Valley Yes Barker Road Improvement Project— Appleway to 1-90 Widen and improve to 5 -lane urban section; roundabout @ Broadway; realign east leg of Broadway 2018-2023 TIP (#21) 2021 City of Spokane Valley No Barker Road Improvement Project— Spokane River to Euclid Reconstruct and widen to 3- lane urban section 2018-2023 TIP (#25) 2022 City of Spokane Valley No Spokane Valley Northeast Industrial Area Planned Action Ordinance 4IPage INFRASTRUCTURE PLAN 8/16/18 Project Description Program (Project #) Year Agency In Study Responsible Area? I-90/Barker Road Interchange Construct general purpose lanes and replace Barker Rd I/C Horizon 2040 Plan (#12) 2020 WSDOT No Sullivan Road Bridge over Trent Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track and add capacity) Horizon 2040 Plan (#29) 2031- 2040 City of Spokane Valley, BNSF No Of the projects listed in Figure 3 that are already planned, three were identified as projects to be included in the fair -share cost estimate for the Northeast Industrial Area Planned Action Ordinance: • Barker Road — Euclid to Trent • Barker Road Improvement Project — Spokane River to Euclid • Sullivan Road Bridge over Trent These projects were added to the impact fee for several reasons: 1. These projects will add capacity and benefit access to the Northeast Industrial Area, 2. Full funding for these projects has not been secured; and 3. The inclusion of these projects will help ensure they are in place to support development in the Northeast Industrial Area. The details for how the costs of these projects were included in the fair -share cost estimate is described later in this document. New East-West Connector In order to improve connectivity and access within the Northeast Industrial Area a new east -west local street is also assumed to be built prior to 2040 to connect Flora Road with Barker Road at a location north of Euclid Avenue and south of the BNSF railroad tracks. This street will be built by developers as the area is developed, and thus was not included in the list of infrastructure projects required to mitigate traffic impacts. This street will be a critical link to provide connectivity and access within the study area particularly if Flora Road is closed across the BNSF railroad. As such, it will be important for Spokane Valley to ensure that future developments in the area do not preclude a connection at this location and, depending on the size and location of the development, contribute toward the construction of this future connector. Utility Projects Future regional utility upgrades will be implemented by the utility companies as demand for the utilities increases with development and as is consistent with their standard practices. The cost of utility projects is not factored into the infrastructure costs presented in this document. Instead, individual developments will follow the standard approval process as required by Spokane Valley and utility providers and all utility costs will be borne by the developers when their developments come on line. Spokane Valley Northeast Industrial Area Planned Action Ordinance 5 I P a g e INFRASTRUCTURE PLAN 8/16/18 Infrastructure Projects by Phase The following list provides a summary of the recommended transportation infrastructure projects to address traffic impacts associated with each phase of development in the Northeast Industrial Area. Phase 1 Infrastructure Projects The Phase 1 analysis identified traffic LOS issues at the Barker Road/Trent Avenue and Barker Road/I-90 intersections. Since city/regional improvement projects are already identified at these two locations and the implementing agencies do not require any additional developer funds from the Northeast Industrial Area to construct these projects, these improvements are not included in the infrastructure plan for the Northeast Industrial Area. However, it is important to point out that the improvements at Barker/Trent and Barker/I-90 are important for accessing the Phase 1 developments, so Spokane Valley should work to ensure the projects are developed on the timelines identified in the TIP and Horizon 2040 Plan. • Boone Avenue/Cataldo Avenue — Currently, Caltaldo Avenue intersects with Barker Road at an intersection that also includes the westbound 1-90 ramps. With the proposed reconstruction of the Barker Road/I-90 interchange, Cataldo Avenue would need to be reconfigured to accommodate the new design. While there are several options to realign Cataldo Avenue, for the purposes of this Infrastructure Plan, it is assumed that Cataldo Avenue would be terminated in a cul-de-sac just east of Barker Road and a new local access road would be constructed across private property to connect Cataldo Avenue and Boone Avenue. An interim signal will also be needed at the Barker Road/Boone Avenue intersection to accommodate traffic that will be rerouted from Cataldo until a more permanent solution is constructed when Barker Road is widened. This is assumed to be a simple span wire signal. It is unclear in the Barker Road/I-90 Interchange Justification Report, who would pay for this reconfiguration, so this project is included in the Infrastructure Plan. Phase 2 Infrastructure Projects • Barker Road, Mission Avenue to 1-90 — Based on the Phase 3 traffic analysis it is recommended that Barker Road be widened to five lanes between Mission Avenue and 1-90. Given the size of this project, the timing for when this project will likely be needed was used as the trigger point to define Phase 2 of development. Depending on the pace of development in the Northeast Industrial Area, Barker Road would likely need to be widened to five lanes between Mission Avenue and 1-90 sometime between 2025 and 2032 in order to accommodate forecast traffic. If no new industrial development in the Northeast Industrial Area occurred over the next 15 years, background traffic growth alone on Barker Road — caused by other nearby and regional developments — would likely trigger the need to widen Barker Road south of Mission Avenue by year 2032. Alternatively, if there were to be rapid buildout of the Northeast Industrial Area over the next 5-10 years, the earliest year that widening would likely be needed to meet the City's LOS standards is in 2025. Phase 3 Infrastructure Projects • Flora Road/Trent Avenue — It is recommended that Spokane Valley signalize the Flora Road/Trent Avenue intersection and add left turn lanes on Flora Road or convert this intersection to a roundabout to accommodate traffic growth. This project will be required by 2040 even if the southern leg of the intersection (across the BNSF tracks) is closed as part of the Barker Road/BNSF Railroad grade separation project. Spokane Valley Northeast Industrial Area Planned Action Ordinance 6 I P a g e INFRASTRUCTURE PLAN 8/16/18 • Barker Road/Euclid Avenue (south) — To address vehicle queuing from the Barker Road/UP Railroad at -grade crossing, it is recommended to add a northbound right turn lane on Barker Road and a westbound left turn lane on Euclid Avenue at the Barker Road/Euclid Ave (south) intersection. It is also recommended to sign and paint "do not block" at key driveways and intersections on Barker Road approaching the UP Railroad crossing. • Barker Road/Boone Avenue — As traffic increases on Barker Road, the intersection with Boone Avenue will eventually need a traffic signal or roundabout. As noted earlier, this traffic signal/roundabout will also serve traffic that is rerouted from Cataldo Avenue that would now use this intersection to access Barker Road. Estimating the Costs of Infrastructure Projects The cost of each future infrastructure project recommended to mitigate traffic impacts in the Northeast Industrial Area was estimated based on the unit cost of common construction elements shown in Figure 4. Unit costs in Figure 4 were generally derived from the 2016 Mirabeau Subarea Traffic Study (in which a similar analysis was used) and adjusted for 2017 dollars based on the Caltrans construction cost index (which increased 19.6% from 2016 to 2017). In a few instances unit costs were based on recent WSDOT bid tabulations for roadway construction projects or adjusted based on the location of the projects within Spokane Valley. Figure 4. Construction project unit costs Element Description Unit Quantity Unit Cost (2017 dollars) Hard Costs Roadway Demolition Demolition and removal of old roadway Square Yard $ 14 Curb Demolition Demolition and removal of old curb/gutter Linear Foot $ 16 Sidewalk Demolition Demolition and removal of old sidewalk Square Yard $ 19 Signal Demolition Demolition and removal of old traffic signal equipment Each mast arm $ 6,000 Excavation Excavation, grading, fill, earthwork Cubic Yard $ 36 Road Section Construction of new roadway surface Square Yard $ 80 Curb Construction of new curb/gutter Linear Foot $ 42 Sidewalk Construction of new sidewalks Square Yard $ 80 Curb Ramp Construction of new curb ramps Each $ 3,500 Traffic Signal Construction of new traffic signal Each Signal System $ 480,000 Span Wire Signal Construction of interim traffic signal Each Signal System $ 120,000 Roundabout (one lane) Construction of new one -lane roundabout Each $ 650,000 Roundabout (two lanes) Construction of new two-lane roundabout Each $ 1,000,000 Cul -de -sac Construction of new cul-de-sac with a 50 - foot radius Each $ 100,000 Additional Costs Right-of-way (partial) Cost of acquiring right-of-way for part of a parcel Square Foot $ 5 Right-of-way (full) Cost of acquiring right-of-way for the entire parcel Spokane County Assessor's Value times 1.1 to reflect actual market value Drainage Cost to provide proper stormwater drainage to the affected area 20% of "hard" costs above Mobilization Cost to get a construction crew engaged 10% of "hard" costs above Engineering Cost to design and permit the project 20% of "hard" costs above Traffic Control Cost to manage traffic during construction 15% of "hard" costs above Spokane Valley Northeast Industrial Area Planned Action Ordinance 7IPage INFRASTRUCTURE PLAN 8/16/18 Element Description Unit Quantity Unit Cost (2017 dollars) Contingency Cost contingency for potential for unexpected drainage/utility/earthwork conflicts; WSDOT coordination 30% of "hard" costs above In order to provide an incentive to the first wave of development in the Northeast Industrial Area, the City of Spokane Valley is shouldering all of the costs of the infrastructure required to facilitate Phase 1 development. Note that the Phase 1 infrastructure projects are major infrastructure improvements that also benefit Phase 2 and 3 development in the area. Thus, Figure 5 summarizes the estimated project cost (based on the unit costs from Figure 4) for each of the projects that would be needed as part of Phase 1, Phase 2 and Phase 3 of development in the Northeast Industrial Area, plus the projects already planned that will be included in the fair -share cost estimate as part of the PAO. Figure 5. Recommended projects to mitigate traffic impacts associated with development in the Northeast Industrial Area Project Phase Description Cost Estimate (2017 dollars) Cataldo Avenue realignment 3 Reroute Cataldo Avenue to intersect Boone Avenue instead of Barker Road; add a cul-de-sac to Cataldo Avenue at existing intersection with Barker Road $ 1,377,000 Interim signal at Barker Road/Boone Avenue 1 Add an interim signal $ 198,000 Barker Road — Mission Avenue to 1-90 2 Reconstruct to a 5 -lane urban section $ 2,818,000 Flora Road/Trent Avenue 3 Add a signal with left turn lanes on Flora Road or convert to a roundabout $ 2,163,000' Barker Road/Euclid Avenue (south) 3 Add northbound right -turn lane and westbound left- turn lane and sign/strip "do not block intersection" $ 244,000 Barker Road/Boone Avenue 3 Add a permanent signal with northbound left and right turn pockets or a roundabout accommodating two lanes of traffic on Barker Road $ 2,214,000' Barker Road — Euclid to Trent Already Planned (2021) Reconstruct to 3 -lane urban section $ 4,709,0002 Barker Road — Spokane River to Euclid Already Planned (2022) Reconstruct to 3 -lane urban section $ 3,828,000 2 Sullivan Road Bridge over Trent Already Planned (2031- 2040) Construct new bridge over Trent and BNSF railroad tracks (to accommodate an additional mainline track and add capacity) see below3 1. To be conservative, the highest cost option (a roundabout) was used. 2. Cost estimates reflect most recent available data from (2018) grant applications. 3. Since only a portion of this project is to be funded by Spokane Valley an estimate of the total cost is not available. Northeast Industrial Area's Fair -Share Contribution In order to offset the costs of future infrastructure projects that will be needed to mitigate the traffic impacts caused by development, Spokane Valley will collect fees from future developments in the Spokane Valley Northeast Industrial Area Planned Action Ordinance 8 1 P a g e INFRASTRUCTURE PLAN 8/16/18 Northeast Industrial Area based on a fair -share cost estimate. The fair -share financial contribution is determined by how much traffic the Northeast Industrial Area is expected to contribute in 2040 to each of the intersections or streets where needed projects were identified. The same regional travel demand model used to forecast 2040 traffic was used to estimate the percent of traffic generated by the Northeast Industrial Area through each project location. This was done by using a tool in the model called a "select zone analysis." The select zone analysis was set to identify the traffic generated by the Northeast Industrial Area development separate from any other traffic generated by development in the region. It should be noted that since the portion of the Northeast Industrial Area west of Flora Road will have a different travel shed than the portion east of Flora Road, the fair -share contribution was estimated separately for each portion of the Northeast Industrial Area. Trips generated from development east of Flora Road will have the greatest impact on traffic along Flora Road and Barker Road, thus the select zone analysis was isolated to the land area east of Flora road for the projects in Figure 5. Trips generated by development west of Flora Road will have the greatest impacts on traffic along Sullivan Road. Thus, the fair -share financial contributions from land developed in that area were assumed to contribute toward increasing capacity on Sullivan Road at Trent Avenue. Fair -Share Contribution for Areas East of Flora Road The results of the select zone analysis from the portion of the Northeast Industrial Area east of Flora Road for each of the six respective projects identified is shown in Figure 6. The results of this analysis show that the majority of traffic through the impacted locations is generated from land uses outside the Northeast Industrial Area. Furthermore, the farther a project location is from the Northeast Industrial Area, generally the smaller the portion of traffic generated by the Northeast Industrial Area will pass through that location. Figure 6. Northeast Industrial Area's share of total improvement costs Associated Project Location Development Phase Portion of future traffic from Northeast Industrial Areal Estimated Total Project Cost (2017 dollars) Northeast Industrial Area Fair - Share Cost Interim signal at Barker Rd/Boone Ave Phase 1 only 4.0%2 $ 198,000 $ 7,920 Cataldo Avenue realignment Phases 1 & 3 10.3% $ 1,377,000 $ 142,003 Barker Road — Mission Avenue to 1-90 Phase 2 11.3% $ 2,818,000 $ 317,300 Flora Road/Trent Avenue Phase 3 21.4% $ 2,163,000 $ 463,686 Barker Road/Euclid Avenue (south) Phase 3 29.5% $ 244,000 $ 71,933 Barker Road/Boone Avenue (Phase 3) Phase 3 10.3% $ 2,214,000 $ 228,319 Barker Road — Euclid to Trent Planned (2021) 33.6% $ 4,709,0003 $ 1,582,627 Barker Road — Spokane River to Euclid Planned (2022) 22.1% $ 3,828,0003 $ 845,971 Sullivan Bridge over Trent Planned (by 2040) see below4 Total Northeast Industrial Area Fair -Share Cost $ 3,659,399 1. Rounded to the nearest tenth percentage 2. Since this project will only apply to Phase 1, the proportion of traffic in Phase 1 was used here 3. Cost estimates reflect most recent available data from (2018) grant applications. 4. Since only a portion of this project is to be funded by Spokane Valley and development in the Northeast Industrial Area primarily west of Flora Road will have the most significant traffic impacts at this location, the fair -share cost of this project was calculated separately. Spokane Valley Northeast Industrial Area Planned Action Ordinance 9 1 P a g e INFRASTRUCTURE PLAN 8/16/18 The portion of traffic from the Northeast Industrial Area that is forecast to pass through each project location was multiplied by the estimated cost of that project to arrive at the Northeast Industrial Area's fair -share cost per infrastructure project, shown in Figure 6. Typically, costs to mitigate transportation infrastructure impacts are allocated based on PM peak hour traffic generation. Using PM peak hour trips is typical, since it is the PM peak hour that typically has the most -congested traffic and trips are a way to fairly distribute costs in a way that is proportionate to the total impact generated. In other words, larger developments that generate more trips pay proportionately more than smaller developments that generate fewer trips. To develop a per -trip fee, it was first necessary to estimate PM peak hour traffic that will be generated by new development in the Northeast Industrial Area. Separate trip generation estimates are required for Phase 1 and Phase 2 & 3 since the reconfiguration of Cataldo Avenue will require an interim improvement that only benefits Phase 1, while the Cataldo realignment benefits all development in the Northeast Industrial Area. In addition, the other projects listed in Figure 5 are not required for Phase 1 and therefore only benefit Phase 2 & 3 development. Using this logic, separate traffic impact mitigation fee components are calculated for: • Projects that benefit Phase 1 only • Projects that benefit Phase 2 & 3 only • Projects that benefit Phase 1, 2 & 3 Projects that Benefit Phase 1 Development Based on information from the City of Spokane Valley and trip generation rates from the Institute of Transportation Engineers (ITE), Phase 1 is expected to generate 160 PM peak hour trips. To calculate the Phase 1 fair -share costs, the Northeast Industrial Area fair -share cost of building the interim traffic signal at Barker Road/Boone Avenue is divided by PM peak hour trips in Phase 1 to get a cost for projects that benefit Phase 1 only of $50 per PM peak hour trip. Projects that Benefit Phase 2 & 3 Development Only Based on the land use forecasts in the Spokane Valley Comprehensive Plan it is estimated that about 2,886 new employees will work in the Northeast Industrial Area east of Flora Road by 2040. The travel demand model estimates a PM peak hour trip generation rate for employees in the Northeast Industrial Area of about 0.46. This trip rate is consistent with the trip rates for industrial land uses identified by ITE. When the average PM peak hour trip rate is applied to the growth in employees, it is estimated that about 1,340 new PM peak hour trips will be generated from employment growth in the Northeast Industrial Area east of Flora Road. Since growth associated with Phase 1 development is being excluded from this impact fee, the 160 PM peak hour trips estimated as part of Phase 1 development were subtracted from 1,340 to arrive at 1,180 PM peak hour trips. The Northeast Industrial Area's fair -share costs for projects that benefit Phase 2 & 3 development only (excludes the Cataldo Avenue realignment and the interim signal at Barker Road/Boone Avenue) were then divided by the growth in PM peak hour trips (between Phase 1 and the 2040 planning horizon) to get a cost per PM peak hour trip for projects that benefit Phase 3 of development only of $2,974: $ 3,509,399 (Northeast Industrial Area's share of total project costs) / 1,180 (new PM peak hour trip generated east of Flora Road less the PM peak hour trips from Phase 1) = $2,974 per PM peak hour trip. Spokane Valley Northeast Industrial Area Planned Action Ordinance 10 I P a g e INFRASTRUCTURE PLAN 8/16/18 Projects that Benefit Phase 1, 2 and 3 Development To estimate the cost per PM peak hour trip for the Cataldo Avenue realignment, which would benefit Phase 1, 2 and 3 development, the estimated fair -share cost of that project ($ 142,003) was divided by the new PM peak hour trips that will be generated from employment growth in the Northeast Industrial Area east of Flora Road by 2040 (1,340). This calculation results in a cost of $106 per PM peak hour trip for projects that benefit both Phase 1, 2 & 3 of development. Cost per PM Peak Hour Trip by Development Phase Figure 7 shows how these costs were factored into a final PM peak hour trip cost for Phase 1 and Phase 2 & 3 development. In order to get a cost per PM peak hour trip for Phase 1 of development the cost per PM peak hour trip for both the Cataldo Avenue realignment and the interim traffic signal at Barker Road/Boone Avenue was added to get $156 per PM peak hour trip. In order to get the cost per PM peak hour trip for Phase 2 & 3 of development the cost per PM peak hour trip for the Cataldo Avenue realignment was added to the cost per PM peak hour trip for all the projects that would benefit Phase 2 & 3 only. This results in a cost of $2,974 per PM peak hour trip for Phase 2 & 3 development. Thus, the fee that would be assessed for developers that opt into the Northeast Industrial Area Planned Action Ordinance as part of Phase 1 development would be $156 per PM peak hour trip and the fee assessed to developments that occur after Phase 1 would be $2,974. The City may opt to shoulder the cost of the Phase 1 development impact fee. Figure 7. Cost per PM peak hour trip by development phase. Projects by Phase Fair -Share Cost Forecast PM Peak Trips Phase 1 Cost per Phase 3 Cost per PM peak hour trip PM peak hour trip Projects that benefit Phase 1 only Projects that benefit Phase 2 & 3 only Projects that benefit Phase 1, 2 and 3 Total $ 7,920 $3,509,836 $142,003 $ 3,659,759 160 1,180 1,340 1,340 $ 50 N/A $ 106 $ 156 N/A $ 2,974 $ 106 $ 3,080 Fair -Share Contribution for Areas West of Flora Road Euclid Avenue is the only public access road across the railroad spur west of Flora Road, and because it is considerably south of the PAO area, most of the traffic generated by future development in the portion of the Northeast Industrial Area west of Flora Road will load onto Sullivan Road via B Street. Thus the fair -share financial contributions from land developed in the western portion of the PAO area were assumed to instead contribute toward increasing capacity on Sullivan Road at Trent Avenue. The SRTC Horizon 2040 plan identified a bridge replacement project at this location sometime between 2031 and 2040. Given that Spokane Valley will only pay a portion of the cost of the Sullivan Bridge replacement and that portion is unknown at this time, the same cost per PM peak hour trip that was estimated east of Flora Road will be applied to development west of Flora Road. By applying the same fee to both development areas in the PAO area, development in one portion of the PAO area is not paying a disproportionately high fee, and the fees paid by development on the east and west side of Flora Road are directed toward the projects the developments have the greatest impacts on. This will create a simpler and more equitable fee structure for future developments across the entire Northeast Industrial Area. Spokane Valley Northeast Industrial Area Planned Action Ordinance 11 1 Page INFRASTRUCTURE PLAN 8/16/18 Based on land use forecasts from the Spokane Valley Comprehensive Plan it is estimated that the portion of the Northeast Industrial Area west of Flora Road will grow by about 340 employees by 2040. This will generate an estimated 160 new PM peak hour trips. Assuming Spokane Valley collects $2,974 per new PM peak hour trip, fees collected from future development east of Flora Road as part of the Northeast Industrial Area fair -share financial contribution program will generate about $476,000 (in 2017 dollars). Based on the select zone analysis, forecast development in the area west of Flora Road would be responsible for about 9% of the total traffic growth through the Sullivan/Trent interchange. Additional Financing Strategies Funding generated by developers through the Northeast Industrial Area fair -share financial contribution program will only cover a portion of the cost of future infrastructure projects. Spokane Valley will need to use other financing strategies to pay for the remaining costs of those projects. Additional financing strategies that Spokane Valley could consider include implementing a local improvement district or transportation benefit district, applying for grants, leveraging Federal Aid Road designation, and leveraging other State and regional resources. Another option the City could explore is to apply a broader-based impact fee program in collaboration with surrounding jurisdictions. For example, a significant portion of future traffic along Barker Road at Mission Avenue and Boone Avenue will be generated by nearby development in Spokane Valley, Liberty Lake and unincorporated Spokane County. Spokane Valley could work with Liberty Lake and the County to conduct a joint regional sub -area transportation study for this area to determine an appropriate impact fee for future development projects that benefit mobility in all three jurisdictions. Impact to Nearby Spokane County Intersections Spokane County identified the intersections of Harvard Road/Wellesley Avenue and Harvard Road/Euclid Avenue as locations that will need improvements to meet their LOS standards by 2040. Both of these intersections are about 1.5 miles east of the Spokane Valley Northeast Industrial Area. In order to determine the percent of traffic passing through these intersections during the PM peak generated from the Northeast Industrial Area, a select zone analysis (similar to what was performed as part of the fair -share analysis described previously) was performed for year 2040 for each approach of the two intersections. The analysis was performed using the SRTC 2040 regional travel demand model updated in December, 2017. It should be noted that several roadway network adjustments were made in the updated SRTC model to match what was assumed at part of the PAO analysis (such as the Barker Road/Trent Avenue intersection, closure of Flora Road at the BNSF rail crossing, the new east -west connector, the Indiana Avenue connection to Harvard Road, and the Henry Road overpass at 1-90 without an interchange). These assumptions were verified with SRTC. The results show that by 2040 about 12% of traffic passing through the Harvard Road/Wellesley Avenue intersection and about 12% of traffic passing through the Harvard Road/Euclid Avenue intersection would be generated by the Northeast Industrial Area. In order to mitigate the impacts of traffic from the Northeast Industrial Area at these two intersections it is recommended that the City of Spokane Valley and Spokane County develop a memorandum of understanding (MOU) that clearly identifies the planned projects at the two intersections to improve traffic operations and the estimated costs of those projects. At the time this document was prepared, no improvements for the two intersections have been identified. The MOU would also identify the estimated cost per PM peak hour trip generated by the Northeast Industrial area by multiplying the total Spokane Valley Northeast Industrial Area Planned Action Ordinance 12 1 Page INFRASTRUCTURE PLAN 8/16/18 estimated project cost (agreed on and documented in the MOU) by the percentages identified above and dividing by the forecast number of PM peak hour trips that would be generated by the Northeast Industrial Area east of Flora Road in 2040, which equals 1,340. Given that there are other locations where development in Spokane Valley impacts Spokane County infrastructure, and vice -versa, other impacts and mitigation costs could also be included in the MOU. Once the MOU is signed by all parties, a future developer will develop a trip letter and calculate the fee owed to add necessary capacity at the Spokane County intersections. Conclusions This report provides a summary of the major infrastructure projects that will likely be needed to mitigate traffic impacts associated with development in the Northeast Industrial Area through 2040. The report also provides a financing strategy using a fair -share cost estimation and other strategies to pay for those projects. Several major infrastructure projects are either already programmed (with outside funding coming from other sources) as part of the Spokane Valley 6 -year TIP, will implemented by other agencies (such as WSDOT), or will be built by developers as the area gets developed. These projects were not factored into the fair -share cost calculations include, but are not limited to: • The Barker Road/BNSF Railroad grade separation project • Reconstruction of the Barker Road/I-90 interchange • Adding an east -west local road to connect Barker Road with Flora Road between Euclid Avenue and the BNSF Railroad tracks Traffic analysis (documented the Phase 1, 2 and 3 Traffic Analysis Memorandums) demonstrated that several mitigation projects will be needed by 2040 to meet LOS standards or are planned by the City but not funded. Funding and implementation of these projects will be the responsibility (at least partially) of Spokane Valley. These projects were factored into the Northeast Industrial Area's fair -share cost calculations and include: • Realignment of Cataldo Avenue • Barker Road/Boone Avenue intersection interim improvements • Reconstructing Barker Road to a 5 -lane urban section between Mission Avenue and 1-90 • Flora Road/Trent Avenue intersection improvements • Barker Road/Euclid Avenue (south) intersection improvements • Barker Road/Boone Avenue intersection 2040 improvements • Reconstructing Barker Road to a 3 -lane urban section north of the Spokane River (Identified as two separate projects in the Spokane Valley 6 -year TIP — and identified by the city to be partially funded by development in the Northeast Industrial Area) • Sullivan Road/Trent Avenue capacity improvements (Identified by the SRTC Horizon 2040 plan — this project is included as it is not programmed by the City, but is to be partially funded by the City) A fair -share cost calculation was developed to identify the Northeast Industrial Area's share of future traffic through each of the above projects and associated mitigation costs. A separate cost was estimated for Phase 1 of development versus Phase 2 & 3 of development to reflect the impacts to traffic from each of those phases. If developers agree to participate in the Northeast Industrial Area Spokane Valley Northeast Industrial Area Planned Action Ordinance 13 I P a g e INFRASTRUCTURE PLAN 8/16/18 Planned Action Ordinance they will meet their SEPA obligations to mitigate traffic congestion impacts through a mitigation contribution of up to $156 per PM peak hour trip for development associated with Phase 1 and $2,831 per PM peak hour trip for all future developments after Phase 1. After making this mitigation payment developers will not have to conduct another traffic study, outside of a site access and circulation study, which may be required by Spokane Valley to ensure safe access for all modes into and within the development site. If developers opt not to participate in the PAO, they will be responsible for conducting their own traffic impact analysis following the guidelines set forth by Spokane Valley. They will also be responsible for funding any found during that process that will be needed to meet concurrency standards. Utility impacts from future development and costs associated with that were not factored into the mitigation fee. Developers will still be required to follow the Spokane Valley approval process for utilities and will pay for those costs separately. Spokane Valley will need to use other financing strategies to pay for the remaining costs of the projects identified above that will not be covered by developers. One potential strategy includes applying a broader-based impact fee program in collaboration with surrounding jurisdictions to collect fair -share fees from residential developments in Spokane Valley, Liberty Lake and unincorporated Spokane Valley. Other financing strategies Spokane Valley might consider include implementing a local improvement district or transportation benefit district, applying for grants, leveraging Federal Aid Road designation and leveraging other State and regional resources. Spokane Valley Northeast Industrial Area Planned Action Ordinance 14 I P a g e APPENDIX D: GENERAL SEWER SUMMARY PACKET FOR PLANNED ACTION ORDINANCE APPLICATIONS Spokane County WASHINGTON GENERAL SEWER SUMMARY PACKET for Planned Action Ordinance Applications ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director This packet presents Spokane County Environmental Services' process and requirements relative to the sewer system for development within the City of Spokane Valley's Northeast Industrial Area (NIA). The City of Spokane Valley's NIA is within Spokane County's sanitary sewer service area. Please read and understand this letter, so plan review and permitting can be completed in a timely manner. Sewer Planning Requirements Form for Planned Action Ordinance Applications The purpose of the attached Sewer Planning Requirements Form is to ensure that the developer, or their agent, and Spokane County Environmental Services (Environmental Services) have a preliminary conversation and project review regarding the specific sewer requirements prior to starting the sewer design for each project. This discussion will help clarify if any public sewer extension is required. Public sewer extensions can greatly impact both cost and timing for the completion of a project. Project Sewer Plan Review & Acceptance for Construction Construction plans for the sewage collection system need to be submitted and accepted by Environmental Services. These plans will determine the project's permitting requirements. Generally, all developments that require public or private sanitary sewer service (8" pipe or larger) need to be submitted as a separate sewer submittal package with at least a cover sheet, plan and profiles, and a detail sheet for any specific project construction details and applicable Spokane County standard plans. The construction drawings need to be submitted on 24" X 36" plan sheets. For projects that will require public sewer installation, the developer's construction engineer shall submit a letter of intent to provide construction inspection and record drawing services prior to the Environmental Services' acceptance of the plans for construction. For developments that require a private 6" sanitary sewer, a single sheet plan submittal may suffice. While profiles are not required, cleanout rims, pipe invert elevations, lengths, slopes and building finished floor elevations need to be clearly labeled. Additional details and applicable Spokane County standard plans may be required. The construction drawings need to be submitted on 24" X 36" plan sheets. Installation of all 4" and 6" sanitary sewer pipe and all building connections must be permitted and inspected by an Environmental Services sewer inspector. The attached Commercial Water Usage Estimate Form shall be included with the first plan submittal to Environmental Services. The water usage estimate will be used to determine the sewer connection charges and the monthly sewer service fees. Not having this form completed early, prior to the permitting phase, can cause delays when building permits are ready for issuance. Also to be included with the first submittal is the attached industrial pretreatment questionnaire, "Short Form Survey of Nonresidential Establishments". This form is used to determine whether any on- site pretreatment will be required prior to discharge in the County sewer system. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 1 of 4 General Sewer Summary Packet, Revised 4/30/18 Project Specific Summary Letter After plans are reviewed, a Project Specific Summary Letter will be provided if it is deemed necessary by Environmental Services. This letter will stipulate the project specific sewer requirements and must be signed and returned to Environmental Services. Preconstruction Meeting, Project Inspection, Engineer's Statement, and Record Drawings A Preconstruction meeting is mandatory for all projects within the NIA. Call your plan reviewer to schedule a time and place for the meeting. Normally, a preconstruction meeting should have the contractor and engineer present. For projects with 8" (or greater) sanitary sewer, the developer, design engineer, construction management or Inspection Company and the contractor should all be in attendance. During construction of the 8" (or greater) sanitary sewer, the sewer system must be inspected and tested in full accordance with the County's Project Construction Certification Procedures for Road, Drainage, And Sewer Projects dated January 2018. This includes continuous inspection during all times that pipe laying is underway for both mainline and side sewers. Television inspection of the system must be coordinated by your engineer with Environmental Services, prior to paving operations (pre - pave video inspection), and after completion of paving (post -pave video inspection). Upon completion of all construction and associated testing, your construction engineer must provide the required Engineer's Certification Statement, as well as acceptable record drawings for the sewer system. Sewer construction, inspections, record drawings and engineer's statements shall conform to the requirements set forth in the Spokane County Project Construction Certification Procedures for Road, Drainage and Sewer Projects dated January 2018. Sewage Collection System Acceptance, Financial Security, and Warranty Following Environmental Services' receipt of: 1) The Engineer's Certification Statement 2) Acceptable record drawings 3) Documentation of sewer construction costs (Public Sewer only) 4) Approved financial security instrument for the warranty period (Public Sewer only) Environmental Services will accept the public portion of the sewer system (8 -inch sewer mains or larger) for operation and maintenance. This acceptance will be subject to a one-year warranty period, and the financial security shall remain in place throughout the warranty period. The amount of the financial security for the warranty period will be based on representative 25% of the estimated construction cost of the system as calculated by Environmental Services. A calculation of the required sewer bond amount will be provided after the first plan submittal. Sewer Connection Charges Following submittal and review of Plans, a Sewer Connection Charge Agreement form must be completed by Environmental Services and signed by the Owner. Work directly with your plan reviewer on the Sewer Connection Charge Agreement. Developments located within the NIA will be subject to a Special Connection Charge (SCC), in addition to a General Facility Charge (GFC) as stipulated in the 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 2 of 4 General Sewer Summary Packet, Revised 4/30/18 County Sanitary Sewer Ordinance. The sewer connection charges, as outlined in Spokane County Code Article 8.03.1247, is calculated based on a dollar amount per Equivalent Residential Unit (ERU). An ERU is 800 cubic feet of non -irrigation water usage per month. For budgeting purposes, the current SCC is $3,560.00 per Equivalent Residential Unit (ERU). The current GFC has been set at $4,630 per ERU. Therefore, total connection charges are currently $8,190 per ERU. These rates are subject to change, as determined by the Board of County Commissioners. The County establishes the sewer connection charges for a property based upon the rates in effect at the time of sewer connection permit issuance. Sewer connection permits are valid for one year from the date of issuance. If the permit expires prior to the completion of the connection, a new permit is required, and sewer connection charges are then based upon the rates in effect at the time that the new permit is issued. Sewer connection charges may be paid in full at the time of sewer connection permit issuance, or as otherwise allowed under the Sanitary Sewer Ordinance. Construction Cost Reimbursement for Public Sewer For projects that install public sanitary sewer only the SCC may be offset by the documented cost of sewer construction. Multiplying the SCC by the estimated ERU's of non -irrigation water usage provides the maximum potential dollar amount that may be credited toward the projects sewer connection charges. To receive the SCC credit, itemized documentation specific to the public sewer construction costs must be submitted to the County. Please be sure to track all public sewer related costs separate from other project costs. Bill of Sale for Public Sewer For the County's acceptance of the project as part of the public sewer system, itemized documentation will need to be submitted by the developer, or their engineer, for specific sewer construction costs.* Documentation should include detailed summary of the costs of the sewer installation, including copies of invoices for construction, design engineering, surveying, and inspection and testing services. These construction costs are used by Environmental Services to prepare a Bill of Sale, transferring ownership of the public sewer system elements to Spokane County. The Bill of Sale must be signed, dated, notarized and returned to our office for the transfer to be completed. *For example, submitting a representative 1/3 of the overall project construction cost will not suffice as itemized documentation. Sewer Permit Application for Private Sewer Following acceptance of Plans, a Sewer Permit Application form must be completed. Work directly with your plan reviewer on the Sewer Permit Application. No installation of 4" or 6" sewer or connections of any buildings to the sewer may occur prior to obtaining the required sewer connection permits from Spokane County. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 3 of 4 General Sewer Summary Packet, Revised 4/30/18 Mailing and Contact Information Spokane County Environmental Services 1026 W. Broadway Avenue, 4th Floor Spokane, WA 99260 Phone: (509) 477-3604 Fax: (509) 477-4715 Colin Depner: (509) 477-7282, Plan Review & Permitting cdepner@spokanecounty.orq Chris Knudson: (509) 477-7180, Plan Review & Permitting cknudson@spokanecounty.orq Kristen Armstrong, PE: (509) 477-7412, Project Manager kmarmstronq@spokanecounty.orq Eugene Repp, PE: (509) 477-7488, Planning and Design Manager grepp@spokanecounty.orq Electronic Submittals The Sewer Planning Requirements Form for Planned Action Ordinance Applications, Commercial Water Usage Estimate Form, Short Survey of Nonresidential Establishments form, and your project Plans can be submitted electronically. Hard copies of the forms are included and links to the forms provided below. Electronic Submittal:=SPIanReview@spokanecounty.orq Attn: Colin Depner or Chris Knudson *Subject line should read: "Project Name" within the Northeast Industrial Area PAO Link to Additional Information: http://www.spokanecounty.orq/SewerPlanningDesign o Spokane County Standards for Road and Sewer Construction ■ Construction Certification Procedures (Technical Reference C) ■ Side Sewer Installation Handbook (TechnicalReferenceE) ■ Sanitary Sewer Standards Manual (Chapter 11) o Commercial Water Usage Estimate Form o Sewer Planning Requirements Form for Planned Action Ordinance Applications o Sewer Permit Application o Short Form Survey of Nonresidential Establishments 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Page 4 of 4 General Sewer Summary Packet, Revised 4/30/18 Spokane County W ASFiiNGTQN Project Name: SEWER PLANNING REQUIREMENTS FORM for Planned Action Ordinance Applications ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director Parcel #: General Project Description: The City of Spokane Valley's Northeast Industrial Area is within Spokane County's sewer service area. PLEASE NOTE: Form must be finalized and signed by Spokane County Environmental Services 1. Is sewer currently available, with service connections provided as required, to serve the proposed development? (If yes, go to signature block; if no, go to 2a) 2a. Is the site within the Spokane County 6 -Year Sewer Construction Capital Improvement Program? (If yes, go to 2b. If no, go to 3) 2b. Will the developer design, fund, construct & provide financial surety for the necessary systems to provide Dryline Sewer and/or Double Plumbing Dry Side Sewers as required? (If no, go to 3) 3. Will the developer design, fund, construct and provide financial surety for the necessary systems to extend sewer service to the site and provide service connections as required? YLI No Yo N Yo No Y111 N111 This sewer planning form is non -transferable to other projects and shall be valid as long as the referenced project remains active and is not modified. Additional Sewer Requirements: Signature of County Staff - Prepared By: Date: I certify I have read and will comply with the stipulations of this completed form and the County sewer requirements presented in the "General Sewer Summary Packet". Signature of Owner/Owner's Agent/Developer: 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509) 477-7133 Date: Sewer Planning Requirements Form, Revised 4/12/18 Spokane County W ASHINGIV S DATE: COMMERCIAL WATER USAGE ESTIMATE FORM ENVIRONMENTAL SERVICES DEPARTMENT Kevin R. Cooke, P.E., Environmental Services Director TO: Spokane County Environmental Services Department FROM: TITLE: (Please Print Name) SUBJECT: Water Usage For: Address: Parcel No: The estimated annual non -irrigation water usage for the subject property is cubic feet. Notes. 1. Sewer connection charges will initially be based upon this estimate 2. The number of Equivalent Residential Units (ERUs) initially assigned to the propertywill be based upon an allowance of 800 cubic feet per month per ERU. 3. If the actual future non -irrigation water usage exceeds the estimate presented above, additional sewer connection charges will become due. 4. The monthly sewer service fees for the property will be determined based upon the sewer service fee rates in effect, which are subject to change over time. 5. The County will periodically review the water usage for the property to make appropriate billing adjustments. 1026 West Broadway Ave, 4th Floor, Spokane, WA 99260-0430 PHONE: (509) 477-3604 FAX: (509) 477-4715 TDD: (509)477-7133 Commercial Water Usage Estimate Form, Revised 4/11/18 SHORT FORM SURVEY of NONRESIDENTIAL ESTABLISHMENTS 1. Company Name: 2. Telephone Number: ( ) 3. Mailing Address: 4. Facility Address: (If different) 5. Does this Company have a facility located In Spokane County, Washington? ❑ Yes ❑ No (If "NO", Get Authorized Signature Below Stop Here, and Return Form In Envelope Provided) 6. Name of environmental contact person: Phone no. (Person empowered by authorized representative to represent the Company, or responsible for the proper completion of this survey form.) 7. Primary type of business: Narrative description of the type of operations conducted. Please identify all activities from which waste water is generated. SIC or NAICS Code(s) assigned if known: 8. This facility uses water (gallons per day) from the following sources: (check all that apply) ❑Public Water GPD ❑Private Well GPD ❑Reclaimed Water GPD ❑Surface Water GPD 9. This estimated amount of water (in Gallons per Day) used for the following purposes is: ❑ Domestic uses (restrooms, showers, kitchens, laundry rooms) GPD ❑ Boilers, cooling, or other unpolluted waste waters GPD ❑ Non -Domestic activities (describe the activities): GPD GPD GPD 10. Waste water from this facility goes to the following: (check all that apply) ❑ Sanitary Sewer ❑ Storm Sewer ❑ Ground (drain fields, wet well) ❑ Open Waters ❑ Waste Haulers ❑ Evaporation ❑ Other means of disposal - Please list: 11. Chemicals are used and/or stored on the premises: In Drums ❑Only In Small Containers ❑No Chemicals 12. This facility (❑ does, ❑ does not) generate dangerous waste (wAc 173-303-090) (If Assigned, WAD# 13. Materials, chemicals, products, equipment, or wastes (❑ are; ❑ are not) stored in uncovered areas. 14. This facility (❑does, ❑ does not) have a grease interceptor or an oil/water separator. 15. Vehicles and/or equipment (❑ are, ❑ are not) washed at this facility. If so, wash water goes to: 1 have personally examined and am familiar with the information submitted in this document and attachments. Based on my inquiry of those individuals immediately responsible for obtaining the information reported herein, 1 believe that the submitted information is true, accurate, and complete. 1 am aware that there are significant penalties for submitting false information, including the possibility of fine and/or imprisonment. Printed name of Authorized Representative" Signature Date Job Title" Telephone Number "Surveys must be signed as follows: Corporations - By a principle executive officer of at least the level of Vice -President. Partnership - By a general partner. Sole Proprietorship - By the Proprietor. (Ref: CFR part 403.12(1)) Disclosure: Title 40 of the Code of Federal Regulations Part 403 Section 403.14 requires information provided in this questionnaire identifying the nature and frequency of discharge to be available to the public without restriction. Requests for confidential treatment of other information shall be governed by procedures specified in 40 CFR part 2 and applicable State Law. Should a discharge permit be required for your facility, the information in this questionnaire may be used to issue the permit. Internal Use: Form sent on Received on LF Required Yes No Fax: (509) 477-4715 Spokane County Environmental Services, 1026 West Broadway, Spokane, Washington, 99260-0430 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Check all that apply: ['consent ❑ old business ['information ® admin. report Department Director Approval: ['new business ['public hearing ['pending legislation ['executive session AGENDA ITEM TITLE: Barker Road Reconstruction & Garland Ave Extension GOVERNING LEGISLATION: PREVIOUS COUNCIL ACTION TAKEN: • June 5, 2018: Council adopted the 2019-2024 Six Year TIP by Resolution #18-003. • March 27, 2018: Council passed a motion authorizing staff to apply for the Washington State Department of Transportation's City Safety Program (CSP) and SRTC's 2018 call for projects, including federal funds from Surface Transportation Block Grant (STBG). • March 13, 2018: Council passed a motion authorizing staff to apply for the Washington State Freight Mobility Strategic Investment Board (FMSIB) 2018 call for projects. • January 15, 2019: Administrative Report on the City's amendment to the 2019 6 -Year transportation improvement program, which includes the Garland Ave. Extension project. BACKGROUND: Staff will discuss construction and funding options for Barker Road from Euclid Ave. to the southern limits of the Barker Road/BNSF Grade Separation Project and for Garland Avenue from Flora Road to Barker Road. OPTIONS: Discussion. RECOMMENDED ACTION OR MOTION: Discussion. BUDGET/FINANCIAL IMPACTS: Reconstruction of the Barker Road corridor is partially funded through grant awards and City funds in the amount of $1,485,417 that have currently been set aside from the Capital Reserve Fund #312 for this project. If the City were to construct Barker Road from Euclid to the southern limits of the Barker Road/BNSF Grade Separation Project in 2019, the total cost is estimated at $3,378,000. Of that amount, approximately $1,300,000 additional in City funds would be necessary after taking into consideration the $675,600 in grant funds that could be allocated to this section as well as the $1,485,417 from Fund #312 that has already been set aside. Also, if the City were to complete the preliminary engineering for Barker Road reconstruction from Euclid to the Spokane River, approximately $300,000 additional City Funds would be needed. This brings the total 2019 funding needs for the Barker Road reconstruction projects to about $1,600,000. For the construction of Garland Avenue in 2019, the City would need $1,500,000 in addition to the 50%, or $1,500,000, match from the developer. Between Barker Road reconstruction projects and construction of Garland Avenue, the City would require an additional $3.1 million, which has not currently been identified in the City's 2019 Budget. This additional $3.1 million could be financed by earmarking a portion of a future 2019 transfer of about $7.1 million from the General Fund #001 to the Capital Reserve Fund #312 that represents the 2017 General Fund fund balance in excess of 50% of recurring General Fund expenditures. Additionally, the per trip fees in the Planned Action Ordinance for the NE Industrial Area could generate as much as $2.4 million, the proceeds of which would be used to replenish Capital Reserve Fund #312. Over time, this would result in an additional net cash outflow of approximately $700,000 from Fund #312. The future transfer of $7.1 million will be coming forward for Council approval in a 2019 Budget amendment. Also, the additional project costs in 2019 would require a future 2019 Budget amendment to appropriate the funding for these projects. STAFF CONTACT: John Hohman, Deputy City Manager Chelsie Taylor, Finance Director Adam Jackson, Planning & Grants Engineer ATTACHMENTS: PowerPoint: Barker Road Reconstruction and Garland Avenue Extension Potential and Pending Project Worksheet Barker Road Reconstruction and Garland Avenue Extension Spokane .0.0Valley January 29, 2019 John Hohman, P.E., Deputy City Manager Chelsie Taylor, Finance Director Adam Jackson, P.E., Planning & Grants Engineer rTf 4 • s =-rt�Y ¢r 11 11 g. 2 Northeast Industrial Area CY 4. 1• 1 ▪ a�i.■ r.. 014 •.+ ' \ F SpregueAve .r . " '• '* • *'J ?..■. so. .. `� n, r *•1're. E f90FWY E 8th Ave . ,o{ ■ F * Trent Ave E Nolan dieldAve EIgOF rEtgppwi, t_ z ■ • • E ! 90 FA, E Sprague Ave E 4th Ave s5'S�y t . r•41. Jo 4♦• • I f.• -- Ilncol __ • ca Spokane • • -rn 400sVal ley E Sprague Ave E 4th Ave • • E 8th) S52, • •*4t E 32ndA Construction Start Years 2020/21 Barker Grade Separation Project -1 2019 2019 2019 Barker Corridor — Garland to GSP Barker Corridor — Euclid to Garland Garland Ave. — Flora to Barker Barker Corridor — Spokane River to Euclid Spokane ii Valley Barker Road Corridor Cost Estimate Total Corridor Cost Estimate $9 Million (2018) $8 Million (2019) Reduced estimate due to: • GSP tie-in is about 1,000 feet farther south than assumed. • In-house design (initial estimate assumed consultant design) • Initial estimate assumed CN begin 2020+ S" "okan� e� P Valley �s Barker Road Corridor Construction 2018 Est. Project Limits 2019 Actual Project Limits • Combine Euclid -Garland and Garland-GSP segments into one construction "project" • Extend County sewer from Euclid to GSP • Must be installed prior to GSP construction • Accommodate development on Garland Ave. S``�`okane P Valley �s Garland Avenue Extension • Garland — Flora to Barker • Approx. 1 mile long • 3 lane collector arterial street • $3 Million total estimate • Developer to share cost with City 50/50 • Must build prior to GSP construction • Serves as detour route for GSP construction • Extend sewer on Garland west from Barker • Accommodate development on Garland Ave. • Alternate route once Flora/BNSF crossing is closed as required by Barker/BNSF GSP S<<�,okan"� P Valley �s Funding Status Barker Road Reconstruction (River to GSP) • Current Project Estimate: $7,900,000 • Total Grant Funds Received: $3,857,000 • FMSIB (06/2018) $1,576,0001 • STBG (12/2018) $2,050,0002 • CSP (01/2019) $ 231,0003 • Unfunded Balance: 1FMSIB award is for 20% of the total project cost, with a maximum award of $1.68 million. 2STBG funds are available in 2020 and can be applied along the length of the Barker Corridor. 3CSP funds must be applied to the shared -use pathway for Barker Road between the Spokane River and Euclid. 4Approx. $400,000 of the Unfunded Balance is the min. required City -match for SRTC's award. 5To date, the City has set-aside $1.5 million for the Barker Road Corridor project. Garland Avenue Construction $4,043,00045 • Current Project Estimate: $3,000,000 • Developer (50%) 7 • City (50%) $1,500,000 $1,500,000 Funding Considerations • For 2019 Construction: • Reconstruct Barker Road from Euclid to GSP • Construct Garland Avenue from Flora to Barker • The federal funding process could not be completed in time to start construction April/May 2019 • STBG funds not available until 2020-2021 (contingent upon SRTC review) • FMSIB funds are available in 2019 (on a reimbursable basis) • Barker from Euclid to GSP would be funded by City + FMSIB Funds • To date, the City has set-aside $1.5 million for the Barker Road Corridor project. • Reconstruct Barker from Spokane River to Euclid in 2020/2021 using STBG + CSP + FMSIB + City funds • Will look to maximize grant funds for this segment Sji4o5ka� e" P 8 • Possible TIB project .0.0.10Valley Funding Status - 2019 Needs 2019 Costs: Barker Rd - Euclid to GSP - PE, ROW, Construction Barker Rd - Euclid to Spokane River- PE only Garland Ave. Construction Less: Grant Proceeds Available 2019 (FMSIB) City Funds Committed from Fund 14312 Garland Ave - Developer Contribution 2019 Unfunded Needs Rounded Needs 9 $ 3,400,000 310,000 3,000,000 6,710,000 (675, 600) (1,500,000) (1,500,000) (3,675,600) $ 3,034,400 $ 3,100,000 The per trip fees from the NE Industrial Area Planned Action Ordinance includes a $2,800/trip fee that will generate as much as $2.4 million in future years. The funds generated from the PAO will replenish Fund #312, which would overtime result in a net cash outflow of $700k for these projects ($3.1 million - $2.4 million = $700k). Spokane ii Valley 10 Questions? Spokane CITY OF SPOKANE VALLEY, WA Pending l Potential Projects Worksheet Estimated Total Project Cost P:\1. General Governance \ Budget \2020 Budget \ Finance \potential and pending projects.xlsx I 1/22/2019 I Grant Financed Project Financing City Financed Secured Grants Potential / Anticipated Grants General Fund Fund 101 Street Fund Fund 103 Paths & Trails Fund 123 Civic Facilities Replacement Fund 309 Parks Capital Project Fund 310 Civic Buildings Capital Projects Fund 312 Capital Reserve Fund 301/302 REET Bond Financed Other Total Unfunded Capital Projects Completed or In -progress: - Projects completed in prior years (see attached list on pg 2) 29,984,766 13,046,3300 0 0 0 0 0 1,157,368 7,197,861 365,803 7,849,573 367,831 29,984,766 0 - Pavement Pres Program Fund#311 (through 2017) N/A 4,657,738 0 6,835,707 905,302 0 0 0 0 3,222,572 0 36,448 18,066,423 N/A ^_p_..._-. T-_:: U_: -._-_:cyto ri___ (C mpleted) ,,61^,679 0 0 0 0 58,304 0 0 0 >,45o,°oR 493,383 0 54 J,61^,679 0 -Appleway Trail -amenities- University to Pines (CN 2019) 664,320 539,320 0 0 0 0 0 125,000 0 0 0 0 0 664,320 0 - Appleway Trail - Sullivan to Corbin (CN to begin 2018) 2,362,503 1,783,000 0 0 0 50,000 0 182,503 0 347,000 0 0 0 2,362,503 0 - „_y T._a 136,,,,E,,e,.....,c,-,,,,,/,9. 4474354 +,09__,90 0 0 0 0 0 0 0 234462 0 0 0 4874,354 0 -Appleway Trail - Evergreen to Sullivan (CN to begin 2020) 2,395,000 2,071,675 0 0 0 0 323,3250 0 2,395,000 0 r.u,=u=o c ow pnW ,,,,,..,11,4 658,004 0 0 0 0 0 654004 0 0 654004 0 - Ve^'e"e C-re^e^=tra^^ €sr d Ave (°'era's B=rker) _o_-C_.._..:__k_.:___.__..._- 3,041,20C B 8 B B B 17%0430 G GI 1,241,20C 3,041,20C G Bridging the Valley -Barker Road/ BNSF Grade Separation* 24,671,321 21,041,0000 0 0 0 0 0 0 1,421,321 2,209,000 0 0 24,671,321 0 -I -Pines Road Underpass* 28,776,000 1,890,000 24,200,583 1,200,000 0 0 0 0 0 1,485,417 0 0 0 28,776,000 0 e^ m8 y=ea a^gu; iti^a (¢SO^, O00) 500,000 0 0 0 0 0 0 0 0 500,000 0 0 0 5004100 J 0 - Transfer to Street O&M Fund #101 for 2019 operating deficit 907,000 0 0 0 0 0 0 0 0 907,000 0 0 0 907,000 0 Future Construction: - Balfour Park development 3,866,000 0 0 0 0 0 0 0 0 1,485,417 0 0 0 1,485,417 2,380,583 - Improvements at proposed SCLD Balfour site 1,300,000 0 0 0 0 0 0 0 839,285 460,715 0 0 0 1,300,000 0 - Phase 2 & 3 - Appleway Landscaping (Park to University) 3,000,000 0 0 0 0 0 0 0 0 0 0 0 0 0 3,000,000 - Park land acquisition 1,000,000 0 0 0 0 0 0 0 0 0 0 0 0 0 1,000,000 - Railroad Quiet Zones study 85,000 0 0 0 0 0 0 0 0 0 0 0 0 0 85,000 - Bus stops and pedestrian crossings on Indiana Ave. 110,000 0 0 0 0 0 0 0 0 110,000 0 0 0 110,000 0 - Sullivan Park land acquisition 844,000 0 0 0 0 0 0 0 0 844,000 0 0 0 844,000 0 - Sullivan Park water line installation 152,858 0 0 0 0 0 0 0 0 152,858 0 0 0 152,858 0 - Appleway Trail - Balfour to University 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Barker Road corridor improvements -Euclid to Trent 3,400,000 675,600 0 0 0 0 0 0 0 1,485,417 0 0 0 2,161,017 1,238,983 -Additional in 2019 to complete Euclid to Barker GSP 0 0 0 0 0 0 0 0 0 1,238,983 0 0 0 1,238,983 (1,238,983) -Euclid to Spokane River 4,190,000 3,181,400 0 0 0 0 0 0 0 0 0 0 29,000 3,210,400 979,600 -Additional in 2019 to complete PE for Euclid to Spokane Riv 310,000 0 0 0 0 0 0 0 0 310,000 0 0 0 310,000 0 -I-90 to Appleway 3,629,000 0 3,138,000 0 0 0 0 0 0 0 0 0 0 3,138,000 491,000 -Appleway to South City Limits 2,854,000 0 2,468,000 0 0 0 0 0 0 0 0 0 0 2,468,000 386,000 Garland Ave Construction 3,000,000 0 0 0 0 0 0 0 0 1,500,000 0 0 1,500,000 3,000,000 0 Total of Capital Projects 125,287,311 included in 6 -year 77P apical Reserve Fund#312 50,582,255 29,806,583 8,035,707 905,302 109,300 2,408,656 307,503 1,996,653 23,954,806 5,900,678 7,849,573 3,174,535 135,031,551 8,322,183 Sources General Fund transfers- 2013 through 2017 16,885,878 General Fund - 2018 transfer for misc. cap projects 1,000,000 General Fund - 2018 transfer of 2016 fund bal > 50% 2,795,429 General Fund - 2019 transfer of 2017 fund bal 50h 7,119,300 Developer contribution (Library District) - 2013 3,180 Developer contribution (Library District) - 2014 4,675 Net proceeds on sale of Carnahan properties - 2018 373,397 28.181.859 Use Projects Completed in Prior Years 7,197,861 ^__l_..._.. T-_:1 4_:.._-_:..t_ r:___ 1,^C2,02G Appleway Trail - Sullivan to Corbin 347,000 Apigew^y .s E„^•O•gv,w 234462 Appleway Trail - Evergreen to Sullivan 323,325 Barker Road / BNSF Grade Separation 1,421,321 Pines Road Underpass 1,985,417 4SBB 000 C1-__1.__ o 9th REAN-a__..:_:.:__ 6684B4 Bus stops & ped crossings on Indiana Ave. 110,000 Sullivan Park land acquisition 844,000 Sullivan Park water line installation 152,858 Barker Road corridor improvements 1,485,417 Additional Barker- Euclid to Trent 1,238,983 Additional Barker- Euclid to Spokane River 310,000 Balfour Park development 1,485,417 Improvements at proposed SCLD Balfour site 460,715 Transfer to Street O&M Fund #101 907,000 Garland Ave Construction 1,500,000 23,954,806 Difference 4,227,053 completed completed commMed completed committed commMed commMed completed completed commMed committed commMed commMed commMed commM ro ed 2019 01 29 Council Meeting Page 1 of 2 CITY OF SPOKANE VALLEY, WA Pending / Potential Projects Worksheet Capital Projects Completed in Prior Years: - Phase 1 - Appleway Landscaping (Dora to Park) - Business Route Signage - Joint Site Design - Balfour Park/Library - Sullivan Road West Bridge replacement - City Hall - Sculpture siting at City Hall 2019 01 29 Council Meeting Estimated Total Project Cost P:\1. General Governance \ Budget \2020 Budget \Finance\potential and pending projects.xlsx 1 1/22/2019 1 Grant Financed Project Financing City Financed Secured Grants Potential / Anticipated Grants General Fund Fund 101 Street Fund Fund 103 Paths & Trails Fund 123 Civic Facilities Replacement Fund 309 Parks Capital Project Fund 310 Civic Buildings Capital Projects Fund 312 Capital Reserve Fund 301/302 REET Bond Financed Other Total Unfunded 261,993 0 0 0 0 0 0 0 0 261,993 0 0 0 261,993 0 21,139 0 0 0 0 0 0 0 0 21,139 0 0 0 21,139 0 57,601 0 0 0 0 0 0 0 0 57,601 0 0 0 57,601 0 15,493,248 13,046,330 0 0 0 0 0 0 0 1,713,284 365,803367,831 15,493,248 0 14,104,025 0 0 0 0 0 0 0 1,157,368 5,097,084 0 7,849,573 0 14,104,025 0 46,760 0 0 0 0 0 0 0 0 46,760 0 0 0 46,760 0 29,984,766 13,046,330 0 0 0 0 1,157,368 7,197,861 365,803 7,849,573 367,831 29,984,766 0 Page 2 oft CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: Check all that apply: ['consent ❑ old business ['new business ['public hearing ['information ® admin. report ['pending legislation ['executive session AGENDA ITEM TITLE: Administrative Report: Potential Grant Opportunity - Infrastructure for Rebuilding America (INFRA) GOVERNING LEGISLATION: N/A PREVIOUS COUNCIL ACTION TAKEN: • October 10, 2017: City Council authorized the City Manager to apply for INFRA FY 17 & FY 18 for the Pines Road/BNSF Grade Separation Project (GSP); • May 22, 2018: City Council authorized the City Manager to apply to the Federal Railroad Administration's Consolidated Rail Infrastructure and Safety Improvements (CRISI) FY 2017 Program for the Pines Road/BNSF GSP. • June 5, 2018: City Council adopted the 2019-2024 Six Year Transportation Improvement Program by Resolution #18-003; • June 5, 2018: City Council authorized the City Manager to apply for Better Utilizing Investments to Leverage Development (BUILD) federal discretionary grant program for the Pines Road/BNSF GSP. • August 21, 2018: City Council authorized the City Manager to apply to the Federal Railroad Administration's CRISI FY 2018 Program for the Pines Road/BNSF GSP. BACKGROUND: The purpose of this administrative report is to discuss the different options available to the City regarding the United States Dept. of Transportation's call for projects under the Infrastructure for Rebuilding America (INFRA) program. INFRA FY 2019 makes available approximately $200 million for a variety of transportation related projects, including grade separation projects. At least 25% of funds must be applied to projects in rural areas, as designated by the US Census Bureau. Projects submitted are classified as "Large" or "Small" projects, with minimum costs of $25 million and $5 million, respectively. Ten percent of INFRA funds are reserved for "Small" projects. INFRA funds are limited to 60% of a project's total cost, and the total federal funding percentage for a project cannot exceed 80%. Priority is given to projects that minimize the need for federal funding. Since 2011, the City has applied to federal discretionary grant programs for capital projects that are regionally significant and cannot be funded solely at the local or state levels. In the past, the City has applied for the Sullivan Road West Bridge, Barker Road/BNSF GSP, and the Pines Road/BNSF GSP. Currently, the City is actively pursuing federal funding support for the Pines Road/BNSF GSP. At the federal level, project applications for the Pines Road/BNSF GSP have stated that the project is in the preliminary design phase and has limited secured funding. Due to the competitive nature of the INFRA program, the above listed program funding specifications, and the current status of the project, the Pines Road/BNSF GSP is not a likely candidate for federal funding from the INFRA program. The City will be in a better position to receive a federal award when it has progressed through the engineering design and right-of-way phases, both of which are partially funded. Should City Council elect to proceed with an application to the INFRA program, the application document would require technical updates to its Benefit Cost Analysis, which is a service provided by an engineering consultant. Alternatively, Spokane County recently approached City staff to discuss the concept of a future joint application to INFRA, or a similar regional/federal funding program, for the Bigelow -Gulch and Sullivan Corridor projects. This partnership would not be established in time to submit a completed application to the current INFRA call for projects, but it does present an opportunity to show a regional partnership for an important project of regional significance for future calls for applications. The joint application would capture the remaining costs of the County's Bigelow-Gulch/Forker Road project and the City's North Sullivan corridor improvements. North Sullivan corridor improvements include the reconstruction of the Sullivan Road/SR 290 interchange, including the Sullivan Road bridge over SR 290, the widening of Sullivan between Wellesley and SR 290, various intersection improvements including left turn lanes, addition of non -motorized pathways for pedestrians and bicyclists, and continuous lighting improvements along the corridor. The County's portion of the project is estimated to cost $15-20 million and the City's portion is estimated to cost $35 million, totaling $50 million. Estimates are high-level and will require a detailed review prior to submitting any formal funding requests to the INFRA program. OPTIONS: Discussion. The following options exist: 1. Consensus for staff to bring forward a motion for City Council to authorize the City Manager, or designee, to apply for INFRA funding for the Pines Road/BNSF GSP 2. Consensus not apply to the current INFRA call for projects. Concurrently, staff would continue developing the Pines Road/BNSF GSP's preliminary engineering and right-of- way phases in 2019, utilizing secured funding sources. 3. Consensus for staff to develop a partnership with Spokane County for a future application for the Bigelow Gulch and North Sullivan Corridor Project.. RECOMMENDED ACTION OR MOTION: Council discretion BUDGET/FINANCIAL IMPACTS: To be determined STAFF CONTACT: Adam Jackson, P.E., Planning & Grants Engineer Bill Helbig, P.E., City Engineer John Hohman, P.E., Deputy City Manager ATTACHMENTS: None CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: Check all that apply: ['consent ❑ old business ['new business ['public hearing ['information ® admin. report ['pending legislation ['executive session AGENDA ITEM TITLE: Police Department Report GOVERNING LEGISLATION: PREVIOUS COUNCIL ACTION TAKEN: BACKGROUND: At Council's request, Chief Werner will give an overview of the Police Department's quarterly report. OPTIONS: Discussion RECOMMENDED ACTION OR MOTION: Discussion BUDGET/FINANCIAL IMPACTS: n/a STAFF CONTACT: ATTACHMENTS: PowerPoint SVPD Quarterly Report > SCOPE > Patrol > Investigative Unit SCOPE Sheriff's Community Oriented Policing Effort Admin Hrs LE Hrs Total Hrs Central Valley 206.5 165.5 372 East Valley* 1,004.5 1,103.5 2,108 Edgecliff 500 55.5 555.5 Trentwood 283 244 527 University 1066 249.5 1,315.5 West Valley* 1,005.5 258 1,263.5 4,065.5 2,076 6,141.5 Volunteer Value at $30.46/hr $187,070.09 *Includes estimated volunteer service hours that are provided in the City of Spokane Valley. These two locations cover both Spokane Valley and the unincorporated portion of the county. • Patrol Average Patrol Staffing* per Shift 4th Qtr. o Dayshift = 6.45 o Nightshift = 6.68 o Power Shift = 2.96 *Does not include supervisors, Traffic Unit, or School Resource Deputies. •3 Patrol Average Staffing Levels Per Shift 2017 vs. 2018 • AVERAGE NIGHTSHIFT STAFFING LEVEL 1.88 i AVERAGE POWER SHIFT AVERAGE DAYSHIFT STAFFING STAFFING LEVEL ■ 2017 ■ 2018 •4 70000 68000 66000 64000 62000 60000 58000 56000 54000 52000 50000 Patrol Patrol Hours Worked 2017 vs. 2018 62575.6 2017 2018 •5 SVPD Patrol Statistics 4th Quarter 2017 vs. 4th Quarter 2018 4th Qtr. 2017 4th Qtr. 2018 % Increase Citizen CFS* 10,592 11,098 4.78% Citizen CFS with Response 6,598 7,171 8.68% Deputy Initiated Incidents 4,877 5,097 4.51% Total Deputy Involved Incidents 11,475 12,268 6.91% *Excluding: Crime Check reports. 1 Patrol 50,000 45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 SVPD Total Citizen Initiated Calls For Service 34,026 35,897 37,226 40,151 43,142 ■ 44,210 45,741 I 2012 2013 2014 2015 2016 2017 2018 7 I Patrol 30,000 28,000 26,000 24,000 22,000 20,000 18,000 16,000 14,000 12,000 10,000 SVPD Citizen Initiated CFS with Deputy Response 22,288 23,065 23,975 25,511 26,142 27,102 28,982 2012 2013 2014 2015 2016 2017 2018 8 Patrol 18000 17000 16000 15000 14000 13000 12000 11000 10000 SVPD Citizen Initiated CFS Without Deputy Response 17000 13251 12,832 11738 14640 17108 16759 2012 2013 2014 2015 2016 2017 2018 9 Patrol 51,000 49,000 47,000 45,000 45,004 SVPD Total Deputy Involved Incidents 43,880 43,000 41,000 39,000 37,000 35,000 46,308 48,186 1 44,928 46,033 49,716 2012 2013 2014 2015 2016 2017 2018 10 Patrol Citizen Complaints Only two external complaints were received during the 4th quarter that included three allegations: o One allegation of discourteous or disrespectful behavior • Not sustained o One allegation of unsafe driving (fail to use turn signal) • Not sustained o One allegation of unlawful traffic stop • Changed to Inquiry (Complaint forms not returned) •11 Patrol • 5 Scheduled to attend the CJTC Academy in Feb. • 8 Deputies currently in field training • 3 Deputies currently in pre -academy training 012 Spokane Valley Investigative Unit (SVIU) 4th Quarter 2018 • 70 Persons Charged o 28 Booked o 42 Charged by affidavit • 324 felony and 19 misdemeanor charges 013 Spokane Valley Investigative Unit (SVIU) 17 Search Warrants o 5 Residences o 12 Vehicles o 1 Motel Rooms o 3 Bank records o 1 GPS Tracker o 10 Bank Account o 2 Miscellaneous Spokane Valley Investigative Unit (SVIU) Seizures and Recoveries • $44,505 in stolen property recovered • Five firearms recovered/seized including one fully automatic machine gun • $24,971 seized from drug dealers • $300 counterfeit currency seized • Six vehicles seized Spokane Valley Investigative Unit (SVIU) Controlled Substance Seizures • 3.25 pounds methamphetamine • 2.25 pounds heroin • 7 grams crack cocaine • Numerous schedule III+ Spokane Valley Investigative Unit (SVIU) 2018 • 5,801 Incidents reviewed by SVIU detectives o 3,354 Cases unassigned due to lack of leads/evidence o 905 Assigned to SVID detectives o 1,014 Patrol Incidents reviewed by SVIU detectives o 528 Potentially workable unassigned due to lack of investigators 017 Spokane Valley Investigative Unit (SVIU) 2018 • 905 Incidents assigned to SVIU detectives o 334 Cleared by arrest or charging document o 310 Suspended after leads exhausted o 52 Referred to other law enforcement agency o 13 Suspended due to uncooperative victim o 16 Unfounded o 180 Currently under investigation Assigned Disposed Cases Unincorporated Major Crimes Performance Measures C14 - 2018 Spokane Valley Settled: 29 97% Settled: 42 166% Settled Ey Arrest: 21 70% Settled Ey Arrest: 31 74% Inactivated: 1 3% Inactivated:0 6% Other Settled: 1 100% Settled By Arrest: 6 0% Inactivated: 6 0% 1 3 42 42 30 1 29 31 21 1 0 0 1 0 Cases Assigned Cases Disposed Cases Settled Settled by Arrest Inactivated • Spokane Valley • Unincorporated • Other Spokane Valley: 49 Unincorporated: 32 Other: 3 Assigned Cases 'Assigned case counts have Death Natural, Death Unknown, Death Suicide, Persons Missing Person Runaway all removed (they are reported separately) • Settled by Arrest • Inactivated • Settled Other • Spokane Valley ■ Unincorporated • Other •19 Major Crimes Performance Measures C14 - 2018 27 34 Missing Persons Assigned Cases 41 Runaways 0 • Spokane Valley • Unincorporated • Other 8 10 Death Investigations Disposed Death Investigations 2, 11% 9, 50% 4, 7, 39% • Spokane Valley • Unincorporated • Other • Spokane Valley • Unincorporated • Other Missing, Runaways Assigned MissingSV: 27 Assigned Missing Uninc: 14 Assigned Missing Other: 1 Disposed Missing & Runaway SV: 88 Disposed Missing & Runaway Uninc: 55 Disposed Missing & Runaway Other: 2 Assigned Death Investigations SV: 8 Assigned Death Investigations Uninc: 10 Assigned Death Other: 6 & Death investigations Assigned Runaway SV: 66 Assigned Runaway Uninc: 41 Assigned Runaway Other: 0 'Death investigations are (Death Natural Death Unknown, Death Suicide) Disposed Death Investigations SV: 2 Disposed Death Investigations Uninc: 7 Disposed Death Investigations Other: 9 • 20 Sexual Assault Unit Performance Measures -2018 25 25 Sexual Assault Unit Performance Measures 26 21 21 Case_.ASSIgreed Cases Disposed Cases Settled Settled by Arrest • Spokane Valley • Unincorporated • Other 2 0 _ 0 inactivated ■ Settled by Arrest • Inactivated • Settled Other Cases Assigned 17, 26% 25. 37% 25, 37% • Spokane Valley • Unincorporated • Other Assigned Disposed Cases Unincorporated Spokane Valley Settled: 21 91% Settled: 26 100% Settled By Arrest: 4 17% Settled ByArrest: 18 31% Inactivated: 2 9% Inactivated: 0 0% Other Settled: 21 100% Settled By Arrest: 14 67% Inactivated: 0 0% •21 Sexual Assault Unit Performance Measures Ct4-2018 25 25 Sexual Assault Unit Performance Measures w/o RSO 26 25 1 1 U Cases Assigned 22 7 Cases Disposed 7 Cases Settled 0 Settled by Arrest • Spokane Valley • Unincorporated • Other 0 1 0 Inactivated ■ Settled by Arrest • Inactivated • Settled Other • Spokane Valley • Unincorporated • :tir Assigned Cases w/o RSO Spokane Valley: 25 Unincorporated: 25 Other: 7 Assigned Disposed Cases w/o RSO Unincorporated w/o RSO Spokane Valley w/o RSO Settled: 21 95% Settled: 26 100% Settled By Arrest: 4 18% Settled By Arrest: 8 31% Inactivated: 1 5% Inactivated: 0 0% Other w/o RSO Settled: 7 100% Settled By Arrest: 0 0% Inactivated: 0 0% • 22 Questions? To: From: Re: DRAFT ADVANCE AGENDA as of January 24, 2019; 11:00 a.m. Please note this is a work in progress; items are tentative Council & Staff City Clerk, by direction of City Manager Draft Schedule for Upcoming Council Meetings Feb 5, 2019, Study Session 6:00 pm [due Tue Jan 29] ACTION ITEMS: 1. Consent Agenda: Claims, Payroll, Minutes 2. First Reading, Planned Action Ordinance — Chaz Bates 3. Mayoral Appointments: Lodging Tax Advisory Committee (LTAC) — Mayor Higgins 4. Motion Consideration: Potential INFRA Grant Opportunity — Adam Jackson Public Comment Opportunity NON -ACTION ITEMS: 5. University Road Preservation, 16th to Dishman Mica — Robert Lochmiller, Gloria Mantz 6. Mission Avenue Preservation and Sidewalk, University to Union — Erica Amsden, G. Mantz 7. Evergreen Crossing, Mission to Indiana — Erica Amsden, Gloria Mantz 8. Knox Sidewalk, Hutchinson to Sargent — Glenn Ritter, Gloria Mantz 9. Wilbur Avenue Sidewalk, Boone to Broadway — Glenn Ritter, Gloria Mantz 10. Argonne Road Preservation, Valleyway to Broadway — Glenn Ritter, Gloria Mantz 11. Midilome Area Preservation — Adam Jackson, Gloria Mantz 12. Advance Agenda — Mayor Higgins Feb 12, 2019, Formal Meeting, 6:00 p.m. meeting cancelled Feb 19, 2019, Special Meeting: Winter Workshop 8:30 a.m Feb 19, 2019, Study Session, 6:00 p.m. meeting cancelled (5 minutes) (15 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (10 minutes) (5 minutes) [*estimated meeting: 115 mins] Council Attends Olympia City Action Days: Feb 13-14 . - — 2:30 pm [due Tue Feb 121 Feb 26, 2019, Formal Meeting Format, 6:00 p.m. 1. Consent Agenda (claims, payroll, minutes) 2. Second Reading, Planned Action Ordinance — Chaz Bates 3. Admin Report: District Court Presentation — Cary Driskell, Judge Jeff Smith 4. Admin Report: 2019 Budget amendment — Chelsie Taylor 5. Broadway Avenue Preservation, Havana to Fancher — Erica Amsden, Gloria Mantz 6. Admin Report: Advance Agenda — Mayor Higgins 7. Info Only: Department Reports [*estimated March 5, 2019, Study Session, 6:00 p.m. 1. Accomplishments Report for 2018 — Mark Calhoun et al 2. Advance Agenda — Mayor Higgins [*estimated March 12, 2019, Formal Meeting Format, 6:00 p.m. 1. PUBLIC HEARING: 2019 Budget Amendment — Chelsie Taylor 2. First Reading Proposed Ordinance Amending 2019 Budget — Chelsie Taylor 3. Consent Agenda (claims, payroll, minutes) 4. Admin Report: Spokane Housing Administration (SHA) Update — Erik Lamb 5. Admin Report: Advance Agenda [due Tue Feb 19] (5 minutes) (10 minutes) (20 minutes) (10 minutes) (10 minutes) (5 minutes) meeting: 60 mins] [due Tue Feb 26] (-90 min) (5 minutes) meeting: 55 mins] [due Tue March 51 (10 minutes) (5 minutes) (5 minutes) (10 minutes) (5 minutes) [*estimated meeting: 35 mins] Draft Advance Agenda 1/24/2019 2:47:49 PM Page 1 of 2 March 19, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins March 26, 2019, Formal Meetin2 Format, 6:00 p.m. 1. Second Reading Proposed Ordinance Amending 2019 Budget — Chelsie Taylor 2. Admin Report: Advance Agenda — Mayor Higgins 3. Info Only: Department Reports April 2, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins April 9, 2019, Formal Meetin2 Format, 6:00 p.m. 1. Consent Agenda (claims, payroll, minutes) 2. Admin Report: Advance Agenda — Mayor Higgins April 16, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins April 23, 2019, Formal Meeting Format, 6:00 p.m. 1. Admin Report: Police Department Quarterly Report — Chief Werner 2. Admin Report: Advance Agenda — Mayor Higgins 3. Info Only: Department Reports April 30, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins Mav 7, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins Mav 14, 2019, Formal Meetin2 Format, 6:00 p.m. 1. Consent Agenda (claims, payroll, minutes) 2. Admin Report: Advance Agenda — Mayor Higgins May 21, 2019, Study Session, 6:00 p.m. 1. Advance Agenda — Mayor Higgins Mav 28, 2019, Formal Meetin2 Format, 6:00 p.m. 1. Advance Agenda — Mayor Higgins 2. Info Only: Department Reports *time for public or Council comments not included OTHER PENDING AND/OR UPCOMING ISSUES/MEETINGS: Camping in RVs Donation Recognition Electrical Inspections Health District Re SV Stats Land Use Notice Requirements Legislative Remote Testimony (Chambers) Mirabeau Park Forestry Mgmt. Naming City Facilities Protocol Neighborhood Restoration Program Park Lighting [due Tue March 121 (5 minutes) [due Tue March 191 (10 minutes) (5 minutes) [due Tue March 261 (5 minutes) [due Tue April 21 (5 minutes) (5 minutes) [due Tue April 91 (5 minutes) [due Tue April 16] (10 minutes) (5 minutes) [due Tue April 23 1 (5 minutes) [due Tue April 30 1 (5 minutes) [due Tue Mav 71 (5 minutes) (5 minutes) [due Tue May 14] (5 minutes) [due Tue Mav 211 (5 minutes) Park Regulations Ordinance Amendments Police Dept. Quarterly Rpt (April, July, Oct, Jan) Sign Ordinance St. Illumination (ownership, cost, location) St. O&M Pavement Preservation Studded Snow Tires Utility Facilities in ROW Water Districts & Green Space Draft Advance Agenda 1/24/2019 2:47:49 PM Page 2 of 2 CITY OF SPOKANE VALLEY Request for Council Action Meeting Date: January 29, 2019 Department Director Approval: Check all that apply: ❑ consent ❑ old business ❑ new business ❑ public hearing ® information ❑ admin. report ❑ pending legislation ❑ executive session AGENDA ITEM TITLE: 2018 Hearing Examiner Report — information only. GOVERNING LEGISLATION: RCW 39.34.040. PREVIOUS COUNCIL ACTION TAKEN: NA. BACKGROUND: From 2003 through 2018, the City received Hearing Examiner services from Spokane County through an interlocal agreement. Those services were provided by Dave Hubert, Hearing Examiner for Spokane County, in 2018. The attached report is a summary of the services provided to the City for 2018. As the Council is aware, the City cancelled the interlocal agreement with Spokane County in June, 2018, and these services are now provided by the City of Spokane through a similar interlocal agreement. OPTIONS: NA. RECOMMENDED ACTION OR MOTION: NA. BUDGET/FINANCIAL IMPACTS: NA. STAFF CONTACT: Cary Driskell, City Attorney ATTACHMENTS: 2018 Hearing Examiner Report for Spokane Valley Spokane Coun WASHINGTON OFFICE OF THE HEARING EXAMINER • DAVID W. HUBERT, CHIEF EXAMINER MEMORANDUM To: City Manager, City Council Members, and Community & Public Works Director From: David W. Hubert, City Hearing Examinr►�► Re: Annual Report on the Hearing Examiner's System Date: January 16, 2019 The City Hearing Examiner is required to report annually to the City Manager, Council Members, and Community & Public Works Director on the City Hearing Examiner system. The annual report is required to state the number and type of hearings conducted and decisions issued for the past year, the outcome of such decisions, recommendations for improving the hearing examiner system, and pertinent observations and recommendations regarding land use policies and regulations. See SVMC 18.20.030.B.1. Interlocal Agreement for Hearing Examiner Services The Hearing Examiner hears and decides land use matters and dangerous/potentially dangerous dog appeals for the City on a pro tem basis, pursuant to an interlocal agreement executed between the City and Spokane County in 2006. The Hearing Examiner bills for services at an hourly rate, as determined under the interlocal agreement. The County received approximately $35,261 from the City for hearing examiner services in 2018. From this revenue, the County paid out approximately $6,200 to the City of Spokane for Pro Tem services on matters presenting a conflict of interest for the Spokane County Hearing Examiner with a developer known to David Hubert, requiring the hearings to be conducted by a Pro Tem. The interlocal agreement renews automatically by its own terms at the end of each year, for a 1 -year period, unless terminated by either entity with notice. The City notified the County in June 2018 of their 180 -day notice of termination of this agreement at the end of the 2018 calendar year. PUBLIC WORKS BLDG. 3RD FLOOR • 1026 WEST BROADWAY AVENUE • SPOKANE, WA 99260-0245 PHONE: (509) 477-7490 • EMAIL: DHUBERT@SPOKANECOUNTY.ORG Annual Report to BOCC January 16, 2019 Page 2 Matters Heard and Decided by the Hearing Examiner in 2018 In 2018, the Hearing Examiner or Hearing Examiner Pro Tem heard 14 land use matters and 2 dangerous/potentially dangerous dog appeals for the City. One administrative appeal decision was appealed to the Superior Court, and is still pending. The breakdown of these matters is as follows: • Land use, including administrative appeals or enforcement actions —14 (5 of these by Pro Tem) • Dangerous/potentially dangerous dog appeals — 2 (both by Pro Tem) The table below summarizes the disposition of City land use matters decided by the Hearing Examiner in 2018. 2018 County Land Use Applications Type of Application Approved Denied Returned Appealed Plat 8 Plat Alteration/Change of Conditions PUD Change of Conditions Rezone 1 Variance Vacation 1 Conditional Use Permit 2 Civil Notice Violation Shoreline Permit TOTALS 12 Administrative Appeals 2 The Hearing Examiner is the Spokane County Sheriff's hearing officer for drug forfeiture matters. Several of the drug forfeiture matters involved investigations by the Spokane Valley Police Department of controlled substances violations through the Spokane Regional Safe Streets Task Force. In 2018, the Hearing Examiner issued 1 decision in a drug forfeiture claim hearing; approved stipulated orders on 3 drug forfeiture claims; and approved 59 orders of forfeiture, the majority involving the failure to file a timely claim in response to a seizure notice. Observations and Recommendations Regarding City Hearing Examiner System and City Land Use Policies, Regulations, and Procedures The public hearings conducted by the Hearing Examiner for the City are held at City Hall on Thursday mornings. The hearing room and the audio and video system in the new City Hall are state of the art, and City staff is very adept in use of the system for presenting at hearings. Annual Report to BOCC January 16, 2019 Page 3 The City's website, under the Community & Economic Development Department, can be accessed to obtain copies of Hearing Examiner decisions and agendas for Spokane Valley matters. The Hearing Examiner believes that the hearing examiner system for the City of Spokane Valley worked well in 2018. The Hearing Examiner kept pace with City Council actions and changes to the SVMC through the review of City Council agendas, the hearing process, updates to the SVMC provided by the City Clerk, contact with City staff, and local media. The Hearing Examiner is impressed with the overall expertise of City planning staff members who appear before the Examiner. The quality and thoroughness of the reports prepared by staff on land use items, and the sophistication and utility of the PowerPoint presentations submitted by staff at the public hearings have been exemplary. City planning staff is very receptive to requests made by the Hearing Examiner for information that is needed at the hearing to evaluate the consistency of a land use application with the relevant approval criteria, and to ensure that staff reports address all the approval criteria the Examiner is required to consider in issuing a land use decision. Other Matters The Hearing Examiner is an attorney and is required to complete 15 hours of continuing legal education each year as an active member of the Washington State Bar Association. Kim Thompson, the Hearing Examiner's full-time staff assistant, serves as clerk and recorder at all hearings conducted by the Examiner; prepares an initial draft of each decision/recommendation and performs final review; handles budget, accounting and clerical functions; and processes, schedules, and provides noticing for drug forfeiture claims and/or forfeiture orders. Ms. Thompson is an integral part of the Hearing Examiner Department. Meeting with the City Manager, City Council, and Director of Community & Public Works The Hearing Examiner welcomes the opportunity to meet with the City Manager, City Council members, and the Director of Community & Public Works regarding this report, upon request. cc: Chris Bainbridge Cary Driskell, City Attorney Lori Barlow, Community & Economic Development