US 395 / I-82 to I-182 Corridor Study
Executive Summary U.S. Highway 395 (US 395) is one of the oldest Columbia River crossings in the Tri-City area / region, built in 1954. This corridor has been and continues to be a critical north-south route through the Tri- Cities and the region. Of the three Columbia River crossings in the Tri-Cities, it continues to have the highest daily traffic volumes. Time and growth are having an impact on the corridor’s performance. This will be the first time that WSDOT has looked at this corridor as whole, since it was established, to determine its current overall performance and a vision for the future of this route through the Tri-Cities and the region. WSDOT has prepared this Corridor Planning Study (CPS) to identify current and future issues, than identify strategies to maintain or enhance mobility in this corridor while maintaining safe and efficient operations over the next 20 years.
The CPS evaluated the non-concurrent section of US 395 segment between Interstate 82 and Interstate 182 within the urban areas of Pasco and Kennewick, approximately 7.5 miles. This highway segment has two distinct sections separated by the Columbia River. To the south, it is an expressway that serves Kennewick with access via signalized intersections. To the north, US 395 is a freeway that provides access to Pasco (and the SR 240 / Columbia Drive) via interchanges.
Traffic volumes on this corridor are bucking the national trends of stagnant or declining traffic volumes. This is due to large areas of open land that are being developed in Kennewick (south end of corridor). Outside of peak periods, the highway is and is projected to continue to operate at an acceptable level of service over the next 20 years; however, the current configuration of the highway is inadequate to serve traffic volumes within peak travel times. Most of mainline US 395 congestion is occurring (and will continue to get worse) within Kennewick and the Columbia River Crossing. The City of Kennewick is unsupportive of local system improvements that could relieve pressure on mainline US 395. Pasco has a good supportive local network, so the main issue in Pasco is optimizing connections to/ from US 395. Without action, congestion will increase and history tells us that this will cause significant delays and commuter frustration, which leads to an increase in collisions.
The CPS used Moving Washington strategies and Least Cost Planning principles to identify low cost actions for near term efficiencies. It also looked into the future at strategies that could be implemented, contingent on further evaluation of strategies, to maintain or restore mobility to acceptable levels of service and travel times. The corridor action plan will continue to follow these strategies to maximize efficiency, manage demand, and strategically add capacity. To date, WSDOT has already implemented many strategies to improve efficiency within this corridor.
The strategies chosen to move forward will not change the character of US 395 as it exists today. The expressway segment will remain signalized and the freeway segment will remain a free-flow highway. All strategies chosen to move forward and recommendations accepted in the final report will be incorporated into the next update of the Benton-Franklin Council of Governments Regional & Metropolitan Transportation Plan Update, as well as the Washington State Highway System Plan.
An example of what the study found is at Yelm Street. Yelm Street is a Kennewick City collector that locals use as a cutoff route from US 395 to Kennewick Avenue (Principal Arterial). This intersection has a
pg. 1 Executive Summary US 395 – I-82 to I-182 Corridor Study
history of the left turn lane traffic backing up onto the mainline lanes. In order to operate this intersection more efficiently, it could be signed to encourage traffic to use the arterial street (less than ½ mile away) or make the intersection right-in / right-out to require people to use the arterial. To address increased turning traffic, a double left turn lane could be constructed as part of adding Capacity Strategically. All of these ideas have different levels of acceptance by the community, the last being most favorable.
Strategies chosen to move forward have different levels of financial commitment and implementation timing. Some are one-time costs, while several operational strategies are yearly costs that will require an ongoing commitment to be effective (e.g., promoting alternate modes of transportation). For the purpose of this study low cost is below 1 million dollars. A project this size is fundable out of existing State and local resources based on priority for that agency. Medium cost is defined as 1 to 5 million dollars. A project this size is fundable with local Surface Transportation Program (STP) allocations, grants (such as Transportation Investment Generating Economic Recovery - TIGER) or existing State funds if they qualify and depending on priority. Projects over 5 million dollars, high cost, may qualify for grants but will most likely need new revenue sources to be constructed, such as tolls or local taxing options. A new Columbia River Crossing is identified as very high, over 100 million dollars. This would need to be constructed with a new revenue source such as tolling the crossing.
Short range strategies carried forward in the study need to be ( to be most effective) implemented within a couple years after acceptance of the Study Plan. This will give the strategy time to be evaluated for its effect on the corridor and possibly defer the need to implement some medium to long range strategies, if effective. The high cost / short range option should be further studied / scoped at this time to refine configuration / cost and plan a financing strategy. Not all of these strategies have full consensus with local jurisdictions and may require more coordination before implementation.
Short Range Est. Moving Washington Strategies chosen to move forward Cost Level Year of Strategy Need¹ Implement 1 of 3 Alternatives at Yelm St Operate Efficiently Low 2012 Minor Modifications to SR 240/US 395 Interchange Operate Efficiently High 2020 Establish a Commute Trip Reduction Program Manage Demand Low* Promote Flow Maps Manage Demand Low Ramp Meter On-Ramps at: Operate Efficiently Low 2020 Columbia Dr, Lewis St, and Court St Interchanges Study and Scope Complete Roadway Planning Low 2013 from SR 240 to Kennewick Ave Begin Expansion of Park and Ride Lots Manage Demand Medium* Study and Scope Construction of Additional Planning Low 2020 Columbia River Crossing Sign Alternate Routes to Tri-Cities Airport and Operate Efficiently Low* 2023 Columbia Basin College ¹Year equals date that it falls below level of service D *requires local commitment (money and time)
pg. 2 Executive Summary US 395 – I-82 to I-182 Corridor Study
Medium range strategies carried forward in the study would be most effective if implemented after short range strategies are found to be ineffective, about five years after acceptance of the study. Some of these strategies may be needed due to growth (i.e. new development) in the area and not solved by short range solutions. At this time (in 5 years) the medium range option should be reevaluated and lower cost strategies should be implemented first (Operate efficiently and Manage demand) if still deemed a viable option. Strategies rejected in the study should be reevaluated to see if they now can move forward as a viable option. High cost / medium range strategies should be further studied / scoped at this time to refine configuration / cost and plan a financing strategy. After implemented and evaluated, medium range strategies could offset the need for long range strategies if effective. Not all of these strategies have full consensus with local jurisdictions and may require more coordination before implementation.
Medium Range Moving Washington Est. Year Strategies chosen to move forward Cost Level Strategy of Need¹ Pedestrian Crossing Improvements Operate Efficiently Medium at Kennewick Ave and Clearwater Ave Meter Traffic through Signalized Corridor Operate Efficiently Low Construct Complete Roadway Add Capacity High 2013 from SR 240 to Kennewick Ave Strategically Construct Double Left-Turn Lane at 10th Ave Operate Efficiently Low 2019 I-182 Interchange – Operate Efficiently Medium 2023 US 395 to 20th Ave Eastbound Weave Lane US 395/Court Street Interchange to I-182 Interchange Operate Efficiently Medium 2023 Northbound Weave Lane Add Capacity Grade Separate Ridgeline Dr Intersection High* Strategically Study and Scope Complete Roadway - Planning Low 2019 Kennewick Ave to 10th Ave and 10th Ave to 27th Ave Incident Response Team for US 395 Operate Efficiently Medium Traffic Management Center to Serve the Tri-Cities Manage Demand Medium* Variable Rate Tolling Manage Demand High Continue Expansion of Park and Ride Lots Manage Demand Medium* Expand and Promote Vanpooling Manage Demand High* Expand and Promote Transit Service Manage Demand High* ¹Year equals date that it falls below level of service D *requires local commitment (money and time)
Long range strategies carried forward in the study would be most effective if implemented after medium range strategies are found to be ineffective, about fifteen years after acceptance of the study. Some of these strategies may be needed due to growth (i.e. new development) in the area and not solved by medium range solutions. At this time (in 15 years) the long range option should be reevaluated to see if it is still deemed a viable strategy. Again, strategies rejected in the study should be reevaluated to see if they now can move forward as a viable option. High cost long range strategies should be further studied / scoped at this time to refine configuration / cost and plan a financing strategy. Because of the complexity of a new river crossing, it is recommended that this option continue
pg. 3 Executive Summary US 395 – I-82 to I-182 Corridor Study to be studied / refined after the short range solutions have been implemented and evaluated. Not all of these strategies have consensus with local jurisdictions and may require more coordination before implementation.
Long Range Moving Washington Est. Year Strategies chosen to move forward Cost Level Strategy of Need¹ Construct Complete Roadway Add Capacity High 2019 from Kennewick Ave to 10th Ave Strategically Construct Complete Roadway Add Capacity High 2018 from 10th Ave to 27th Ave Strategically Add Capacity Very High 2020 Construct Additional Columbia River Crossing Strategically Add Capacity High 2032 Re-Construct Lewis St/Sylvester St Interchange Strategically Construct Complete Roadway Add Capacity High 2029 from 27th Ave to I-82 Strategically ¹Year equals when it is estimated to falls below level of service D *requires local commitment (money and time)
pg. 4 Chapter 1 Introduction and Background
The Washington State Department of Transportation (WSDOT) is undertaking a Corridor Planning Study (CPS) of U.S. Highway 395 (US 395) through the urban areas of Pasco and Kennewick in southeastern Washington State. The study segment is seven and one-half miles long. In the CPS area, US 395 is an urban limited access controlled facility owned, managed and operated by the State of Washington (WSDOT). Existing congestion and a large area of open land being developed in the southern part of the corridor is creating the need to address mobility on this highway. Forecasted growth for the area will add more vehicles to the roadway, exacerbating the current safety and congestion issues. Through this plan, WSDOT will identify and analyze these problems and recommend potential solutions, incorporating the Results WSDOT philosophy. This study is divided into six chapters described below. Chapter 1 – Introduction and Background Description, designations, and purpose of the route are described here, as well as the goals and vision of the study and local issues. Chapter 2 – Existing Network and Inventory Brief history of the corridor, roadway inventory, mobility and safety measurements, highway classifications and designations, alternative transportation services, and local system review Chapter 3 – Population, Land Use, and Comprehensive Plan Review Population characteristics, current and planned land use, and review of Pasco and Kennewick Comprehensive Plans as well as BFCG’s Regional & Metropolitan Transportation Plan. Chapter 4 – Environmental Resources Significant natural environmental factors and existing built environment features. Chapter 5 – Future Operations without Improvements Projected highway operations in a no-build condition including brief summaries of current and projected traffic volumes. Chapter 6 – Proposed Improvements, Planning Level Cost Estimates, and Benefit/Cost Analyses Review of considered solutions, including benefit/cost analyses, to address deficiencies and increase mobility through the 20-year study horizon. Chapter 7 –Plan Implementation Recommended list of prioritized solutions. The US 395 Study Corridor Description The US 395 corridor travels through the Kennewick and Pasco urban areas and is one of two major Columbia River crossings in the region / metropolitan area. Within these cities, the corridor is characterized by both established urban areas and new developing ones. There is a mix of residential, retail, and general commercial land uses.
p. 1 Chapter 1 – Intro. & Background US 395 – I-82 to I-182 Corridor Study
Figure 1-1 – Tri-Cities metropolitan area The study corridor begins at the junction of US 395 and Interstate 82 (I-82). From this point, US 395 runs north through Kennewick and connects to State Route 240 (SR 240). Then, the highway crosses the Columbia River and enters Pasco. The study corridor continues north and ends at the Interstate 182 (I-182) interchange. Outside the study limits US 395 runs concurrent (same roadway) with I-82 to the south and I-182 to the north. From I-82 to SR 240, US 395 is a four-lane expressway with at-grade intersections, most having traffic signals. From SR 240 to I-182, US 395 is a four-lane freeway with interchanges. The corridor has relatively flat terrain, except for a long steep grade for the first mile. The route transitions to a relatively steady and less severe grade for two miles before flattening out. Continuing north, the highway traverses another steep, yet shorter, grade between the Canal Drive Bridge and the SR 240 interchange. With US 395 being one of the major corridors through / into the Tri-Cities forecasted growth will present challenges for the efficient performance of the corridor. From I-82 to 10th Ave, US 395 is bordered by wide open land that is being developed transitioning to older commercial and residential areas. This section of US 395 has partial limited access control, so access is by local at-grade city street connections. Commercial businesses are concentrated close to the intersections with residential areas behind them. Forecasted business and housing growth south of 27th Ave. will present the greatest challenge for mobility on the corridor. From 10th Ave. to SR 240, US 395 is bordered by one of Kennewick’s older business districts with older residential areas. A short section of modified limited access control exists in the corridor from 10th Ave to Ely St. There are many business driveways in this section, which are restricted to right-in / Right-out, as well as at-grade city street connections. From SR 240 to I-182, US 395 is a fully controlled limited access facility serving city streets with interchanges. The interchanges in Pasco connect to three major city streets serving a variety of older commercial and
p. 2 Chapter 1 – Intro. & Background US 395 – I-82 to I-182 Corridor Study residential areas. Growth is expected to be moderate in this area. Currently, the I-182 area north of Pasco is experiencing the majority of growth and development in the city. Within the study limits, US 395 is functionally classified as an Urban Principal Arterial (U1). It is on the National Highway System (NHS) and is identified as a Highway of Statewide Significance (HSS). Further, US 395 as a whole is the only route in Washington State designated as a Congressional High-Priority Corridor per the Intermodal Surface Transportation Efficiency Act of 1991. Purpose of US 395 Local and Regional Washington State has several major water bodies that divide regions and communities, the Columbia River being one. In Washington the crossings of the Columbia River are few and far between, so all crossing are critical to the State’s transportation needs. In the Tri-Cities1 Metropolitan area the river divides the community, as well as the region. The Tri-Cities has three Columbia River crossings, I-182 / US 12 (northern), US 395 (middle) and SR 397 (southern). I-182 / US 12 and US 395 have both local and regional significance (both carrying of over 55,000 vehicles per day each). SR 397 is mainly a local crossing (carrying fewer than 20,000 vehicles per day) due to indirect connections to the regional system. These crossings are so important that the Metropolitan area is studying / planning for added capacity across the Columbia River. I-182 / US 12 is the main east-west regional corridor connecting I-82 from Yakima to US 12 that goes through Walla Walla. US 395 is the main north-south regional corridor connecting Oregon to Spokane (and points farther north). Both of these corridors serve a role as higher speed expressways for traffic traveling through as well as within the greater metropolitan area. The State in recent years has invested significant resources on these two corridors (four laning; US 395 north of Pasco in the 1990’s and US 12 east of Pasco in the 2010’s) to preserve mobility and provide for safe movement people and goods through the region. The State has planned improvements in the future to preserve the vitality of these regional corridors. The US 395 corridor (old SR 14) through Kennewick is an older historic corridor that has less restrictive access control than the new Interstate I-182 corridor or US 395 through Pasco (old US 12). This has allowed for greater access to the corridor from the local network over time. This greater access has allowed Kennewick to make US 395 corridor the main north-south arterial in their community and not develop their Figure 1-2 - US 395 own north-south corridors.
1 The Tri-Cities refers to the greater metropolitan area formed by the cities of Richland, Pasco and Kennewick
p. 3 Chapter 1 – Intro. & Background US 395 – I-82 to I-182 Corridor Study
US 395 is one of the most important freight corridors in the state. It is classified as a T-1 on the Freight and Goods Transportation System (FGTS), the highest freight class and carries over 19 million tons per year. The highway is designated as a Primary Freight Corridor on the Strategic Highway Freight Corridors for Washington State. There are no segments on US 395 specifically signed as truck routes, or that have trucks re-directed off of US 395 onto other routes. National US 395 is a key component in the national highway system. As shown in Figure 1-2, it parallels Interstate 5 and is the major north-south highway interior to the Cascade and Sierra Nevada mountain ranges. US 395 begins at Interstate 15 in southern California and ends at Canada Highway 3, a core route on Canada’s National Highway System in British Columbia. In Washington State, US 395 connects Oregon to Canada. Vision for the Corridor US 395 serves as a medium to high-speed urban expressway connecting I-82 with I-182 through Kennewick and Pasco, to provide safe, efficient travel for freight, commerce, and general traffic for local, regional, and national users.
The expressway section from I-82 to SR 240 (in the 20-year horizon) will remain an at-grade highway with signalized intersections and sustained speeds of 45 mph or greater. Investment in US 395 will preserve its national and state function, while balancing the need for local access to commercial, business and residential land uses at select city arterials or streets. It will continue to serve business access between 10th Avenue and Yelm Street, while increasing travel speeds within this highway segment. Improve local north-south arterials to reduce congestion, improve capacity, and reduce travel times on US 395 by serving some of the shorter-distance local trips. The freeway (fully controlled limited access) section from SR 240 to I-182 will continue to function as a high- speed highway. Additional capacity is needed crossing the Columbia River to accommodate existing and future movement of people and goods. Implement changes at several interchanges to improve traffic flow on the highway. US 395 will continue as a vital Columbia River crossing connecting the community and the region. Implement changes at the crossing to preserve mobility and safety of the crossing. US 395 will continue serving as a major highway for freight, commercial, and general traffic. US 395 is a major freight route and it is important to maintain reliable travel speed for regional and local freight movement. Goals for the Corridor
Maintain or improve the safe and efficient operation of US 395 through Pasco and Kennewick Provide good freight mobility through the corridor Preserve the public investment in US 395 by retaining or strengthening the limited access rights throughout the corridor (RCW 47.52.001 (1)) Preserve the continuity of the US 395 corridor by retaining its direct connection between I-82 and I-182 Maintain a 45 mph speed limit or higher from I-82 to SR 240 Retain the high-speed nature of US 395 from SR 240 to I-182 (minimum 55 mph speed limit)
p. 4 Chapter 1 – Intro. & Background US 395 – I-82 to I-182 Corridor Study
Coordinate improvements with local communities including considerations for non-motorized travel and aesthetics within the US 395 rights-of-way Key Issues Expressed by Jurisdictions and the Public The local jurisdictions expressed a number issues regarding the US 395 corridor. These include: There is a need for additional lanes on US 395 crossing the Columbia River. There needs to be a second through-lane northbound on US 395 through the US 395/SR 240 interchange. (Currently, northbound drivers who want to cross the Columbia River are reluctant to use the second northbound lane on US 395 between Yelm Street and the SR 240 interchange because they will eventually have to merge over into the other lane. Adding a second lane will provide better lane utilization.) The City of Kennewick has expressed interest in restricting or re-routing trucks off of US 395 between I-82 and SR 240. (The classification of this highway does not permit restricting truck traffic from US 395, and most of the freight trips have their destination within the city.) Kennewick would like to improve the aesthetics of US 395 through their community. This would include landscaped medians or additional landscaping along the edge of the US 395 right-of-way. They would also like to improve the appearance of the limited access fencing adjacent to US 395. One suggestion was to replace wire or chain-link fencing with masonry fencing. In addition, Kennewick has interest in adding welcoming signs when entering the City. The community expressed interest in adding sidewalks or a pathway along the corridor and improving the bicycle access on the Columbia River Bridge. The City of Pasco indicated there is a need for a sidewalk on the Sylvester Street bridge across US 395 similar to what was done for Court Street. There is a need to improve the operation of the I-182/US 395 interchange. Northbound US 395 to eastbound I-182 or the 20th Avenue off-ramp stacks up. The eastbound collector-distributor lane along I-182 between US 395 and 20th Avenue may need to be improved. Also, westbound I-182 to southbound US 395 has congestion during peak times.
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Chapter 2 Existing Network and Inventory
Table of Contents INTRODUCTION ...... 1 HISTORY OF THE US 395 CORRIDOR ...... 1 DESIGNATIONS OF US 395 ...... 4 Federal Highway Classifications ...... 4 Federal Functional Classifications ...... 4 Congressional High-Priority Corridor ...... 4 National Highway System ...... 4 State Highway Classifications ...... 5 State Functional Classification ...... 5 Highway of Statewide Significance ...... 5 Freight and Goods Transportation System ...... 5 Terrain Classification ...... 6 Access Control and Speed Limits ...... 6 ROADWAY INVENTORY ...... 8 Highway Lanes, Intersections, Interchanges, Geometrics, Median Widths, and Right-of-Way Widths ...... 8 Highway Lanes ...... 8 Intersections and Interchanges ...... 8 Shoulders ...... 10 Intersection Geometrics ...... 12 Alignments and Sight Distance ...... 13 Acceleration and Deceleration Lanes ...... 13 Medians ...... 13 Right-of-Way ...... 14 Bridge Locations, Vertical Clearance, and Ratings ...... 14 AVERAGE ANNUAL DAILY TRAFFIC VOLUMES ...... 15 EXISTING LEVEL OF SERVICE ...... 17 CORRIDOR SAFETY ANALYSIS ...... 18 Introduction ...... 18 Crash History Overview ...... 19 Analysis and Findings ...... 19 Fatal and Serious Injury Crashes: ...... 19 PEDESTRIAN AND BICYCLE FACILITIES ...... 21 Pedestrians ...... 21 Bicycles ...... 23 Americans with Disabilities Act (ADA)...... 26 Trails...... 27 LOCAL STREET SYSTEM...... 27 Kennewick – North-South Roads ...... 33 Garfield Street/Fruitland Street ...... 33 Olympia Street ...... 33 Vancouver Street ...... 33 Yelm Street ...... 33 Ely Street ...... 33 Morain Street/Neel Street...... 34 Southridge Boulevard/Union Street/Volland Street...... 34 Edison Street ...... 34 Pasco – North-South Roads ...... 34 20th Avenue ...... 34 28th Avenue ...... 34
Road 36 ...... 34 PUBLIC TRANSPORTATION FACILITIES AND SERVICES IN THE CORRIDOR ...... 35 Ben-Franklin Transit ...... 35 Ben-Franklin Vanpool ...... 36 Park and Ride Lots ...... 36 Intercity Transit Services ...... 38 Railroads ...... 38 Airport ...... 40 Utilities ...... 40
US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Introduction
Chapter 2 provides a brief history of corridor and inventory of the existing features. This chapter does not contain planning strategies, data analysis, or recommendations.
History of the US 395 Corridor
Throughout history river crossings are critical to move people and goods though the area. Before 1922 the only way to cross the Columbia River in the area was by ferry (mainly fixed cable). In 1922 a steel truss two lane bridge was built to replace one of the ferry runs and connected Kennewick to Pasco. This was a private toll bridge (just downstream of current day Cable Bridge). The bridge was part of the Inland Empire Highway. Local people called it the Green Bridge.
In the 1930’s when the State and Federal highway system was established, US 395 ran from Pendleton Oregon to Cold Springs vicinity (east of Umatilla on today’s Oregon 37) than north concurrent with US 730 where they connected with US 410 (US 12 today) south of Wallula. Than US 395 ran north concurrent with US 410 & State Highway 3 to Pasco where it turned north and ran concurrent with Primary State Highway 11. In 1933 the State purchased the river crossing between Kennewick and Pasco and established it as US 410 & Primary State Highway 3.
In the 1930’s there was no bridge crossing the Columbia River in the Umatilla / Plymouth area, only a ferry crossed the river. There was a county road (paved) from Plymouth to City of Kennewick. In 1945, the county road became Primary State Highway 8. In 1955 after McNary Dam was built, a toll bridge across the Columbia River at Umatilla (toll remained until 1974) was constructed.
In 1954 a new river crossing was constructed between Pasco and Kennewick (Blue Bridge, current US 395). This was a much larger four lane truss bridge 1.5 miles upstream from the original crossing to line up better with PSH 8 (SR 14). US 410 was moved to the new structure and the old crossing was turned over to the locals and removed from the state highway system (until 1993). In 1967, when Washington Highways where re-classed, US 410 became US 12 and Primary State Highway 8 became SR 14. US 395 still followed the same corridor as it did before.
In the 1980’s two new Interstate Highways (I-82 and I-182) were constructed in the area. I-82 came from Yakima and turned south just east of the Tri-cities and went through Umatilla to connect to I-84 (earlier I-80N) in Oregon. I-182 created an interstate corridor through the Tri-Cities connecting I-82 to US 395 and US 12. This corridor is north of the existing river crossings (six miles) making a more northern crossing of the Columbia River. The I-82 corridor was finished in 1988 with the construction of a second bridge over the Columbia at Umatilla. I-182 began in 1984 with the construction of a new bridge over the Columbia and finished in 1986 with a connection to I-82. As part of this new interstate network, in 1985, US 395 was relocated from Oregon 37 to I-84, then US 395 leaves I-84 goes through Hermiston and connects to I-82 at the river crossing in Umatilla. US 395 then runs concurrent with I-82 (old SR 14 corridor) until it reaches where SR 14 turned and went through Kennewick. US 395 uses the old SR 14 corridor through Kennewick to where it connected US 12 at the Blue Bridge. US 12 was relocated to I-182 and US 395 runs through the old US 12 corridor through Pasco.
The old river crossing, the green bridge, remained in service as a car bridge until 1978, when a new wider four lane cable stay bridge was constructed just upstream of the existing structure. The old bridge was placed on the historic register and commissioned as a bike/pedestrian bridge. By 1990 the bridge had come to a state of disrepair from lack of maintenance and had to be removed. In 1993 this crossing once again became a state highway with the designation of SR 397. In 1993 SR 397 connected the Finley area (south of Kennewick) to p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
US 395 (north) / I-182 interchange. In 2009 SR 397 was extended to connect to I-82 (south of the US 395 interchange).
Over time, this corridor has seen many improvements. Some improvements included interchanges, widening, turn lanes, and installing traffic signals. In Pasco, what was US 12 became a freeway section in the mid-1960’s. Through the mid 1970’s and 1980’s, concrete barrier was installed between the SR 240 interchange and the Court Street Interchange, as well as south of the SR 240 interchange. In Kennewick, this barrier was installed to improve safety by restricting left turns to selected intersections. To address increased traffic in Kennewick, some of this section was widened to four lanes at this time. As part of this widening, a noise wall was constructed buffering the residential neighborhood on US 395 along the north side of the highway from Yelm Street to the Canal Drive Bridge. A majority of the access rights were also acquired to improve the safety and capacity. Beginning in the mid 1990’s, considerable geometric revisions were made at major intersections in Kennewick. Improvements included adding signals and channelization. Also, to minimize the extensive rutting in the asphalt at the signalized intersections, the state installed concrete pavement at 7th, 10th, 19th, and 27th Avenues.
In 2005, WSDOT and the City of Pasco partnered together to add a ramp from the I-182/US 395 interchange to Argent Road. In 2008, the city also constructed a pedestrian walkway over US 395 at the Court Street undercrossing. A major reconstruction of the SR 240 interchange was completed in 2010. The project was funded through the 2005 Transportation Partnership Account. In 2011, the segment from I-82 to Kennewick Avenue was repaved.
p. 2 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-1 – Recently completed and currently programmed projects on US 395
References WSDOT SCR Program Management WSDOT SCR Materials database WSDOT SCR Records Office
p. 3 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Designations of US 395
Federal Highway Classifications
Federal Functional Classifications The federal functional classification system classifies streets and highways according to the character of service they intend to provide. The Federal Highway Administration defines the various classifications as follows: Principal arterials are the most significant roads in an area and carry the highest traffic volumes and the longest trips. Minor arterials connect with and augment the principal arterials carrying trips of moderate length. Collectors provide both access for abutting properties and traffic circulation within residential neighborhoods, and commercial and industrial areas. Local streets provide access for abutting land and connections to higher order roadways.
Except for a short segment at the south end, US 395 is classified as an Urban Other Principal Arterial or Urban Other Freeways/Expressways. Appendix A contains the description for the Federal Highway Administration’s description of an Urban Other Principal Arterial.
Table 2-1 – Federal & State Functional Classifications of US 395
Beg End Location MP MP Federal Classification I-82 to urban/rural boundary 13.05 13.24 3 – Rural Other Principal Arterial Urban/rural boundary to 10th Ave 13.24 16.17 2 -- Urban Other Freeways/Expressways 10th Ave to Ely St/Dennis St 16.17 17.24 3 – Urban Other Principal Arterial Ely St/Dennis St to I-182 ramps 17.24 20.59 2 -- Urban Other Freeways/Expressways
References FHWA, “Functional Classification Guidelines” FHWA, MAP-21 National Highway System Functional classification of highways, RCW 47.05.021 WSDOT Functional Classification Map: http://www.wsdot.wa.gov/data/tools/geoportal/
Congressional High-Priority Corridor US 395, along with Interstate 5, are the only two routes in Washington State designated as Congressional High-Priority Corridors by the U.S. Congress. The purpose of this legislation was to identify corridors that needed further highway development to serve travel and economic development, and give priority to funding construction of this corridor.
Reference FHWA High Priority Corridors: http://www.fhwa.dot.gov/planning/national_highway_system/high_priority_corridors/ Intermodal Surface Transportation Efficiency Act of 1991, Section 1105 – High Priority Corridors on National Highway System.
National Highway System US 395 is on the National Highway System (NHS). The NHS is an interconnected system of principal arterial routes and highways that serve: major population centers, international border crossings, industrial centers, p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory ports, airports, public transportation facilities, other intermodal transportation facilities, and other major travel destinations.
The NHS includes the Interstate System, the Strategic Highway Corridor Network (STRAHNET), and its highway connectors to major military installations (interstate and non-interstate). The NHS meets national defense requirements and serves international, interstate, and interregional travel.
References Design Manual, Chapter 1100 – Design Matrix Procedures, Exhibit 1100-3
State Highway Classifications
State Functional Classification The Washington State Legislature directed WSDOT through RCW 47.05.021 to adopt a functional classification of highways and to classify each highway. Higher function highways emphasize mobility, have higher speed travel, serve greater freight movements and longer distance travel with little or no access to adjacent land. Lower function highways will provide some balance between access to adjacent land and mobility. US 395 in the corridor study is classified as an R1-Rural Principal Arterial in the I-82 interchange vicinity and as a U1-Urban Principal Arterial from the I-82 vicinity to I-182.
References State Highway Log, 2013
Highway of Statewide Significance The state legislature has designated US 395 as a Highway of Statewide Significance (HSS). As an HSS highway, US 395 is exempt from concurrency requirements of the Growth Management Act; however, development impacts to a HSS must still be mitigated under the State Environmental Policy Act.
The acceptable LOS for US 395, including the ramps, is: Urban Areas: LOS “D” Rural Areas: LOS “C”
References Design Manual, Chapter 120 – Planning RCW 36.70A.070(6)(a) and (b) – Comprehensive plans -- Mandatory elements RCW 47.05.022 – Highways of statewide significance RCW 47.06.140 – Transportation facilities and services of statewide significance – Level of service standards Washington State Transportation Commission, Resolution No. 660 – Review State Highways of Statewide Significance system
Freight and Goods Transportation System US 395 is designated as a Primary Freight Corridor for Washington State. The classification of this highway does not permit restricting truck traffic. US 395 is classified as a T-1 on the Freight and Goods Transportation System (FGTS). T-1 is the highest freight class in the FGTS indicating the annual tonnage carried and US 395’s importance for freight movement both regionally and nationally. The study segment carried 17,320,000 tons in 2013 averaging 3,300 trucks per day. The percentage of trucks ranges from 23% between I-82 and Ely Street/Dennis Street to eight to ten percent between Ely Street/Dennis Street and I-182.
p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
While alternate routes around the Tri-Cities area exist, a high percentage of these freight trips have their destination within the city.
On the local network, the major freight routes intersecting US 395 include Columbia Drive, Lewis Street, Clearwater Avenue, and 10th Avenue.
References BFCG Columbia River Crossing Origin-Destination Study 2010 Freight and Goods Transportation System, 2013 Strategic Highway Freight Corridor Washington State Freight Mobility Plan, October 2014
Terrain Classification Terrain is defined as the contour of the roadway as it relates to the frequency and steepness of hills and the effect on truck speed. The State Highway Log has three terrain classifications:
Level – trucks maintain speed Rolling – trucks slow down frequently Mountainous – trucks slow to a crawl frequently.
The US 395 terrain is classified as “rolling” from I-82 (MP 13.05) to the Columbia River (MP 18.93), and “level” from the Columbia River Bridge (MP 18.93) to I-182 (MP 20.59).
References State Highway Log 2013
Access Control and Speed Limits
Within the partial and modified access control sections, Kennewick is served by public street intersections. In the partially controlled limited access section, there are deeded accesses for utilities. In the modified limited access control section, the businesses are served via deeded accesses, but are right-in/right-out accesses only. Through the fully controlled limited access section, access to US 395 for Pasco and Kennewick is served by interchanges.
The speed limit is 55 miles per hour in the fully controlled limited access section. The partially controlled section has a speed limit of 50 mph from the Ridgeline Drive vicinity to the 10th Avenue vicinity; the speed limit is 45 mph from Ely Street/Dennis Street to the Canal Drive Bridge. The modified limited access section has a 35 mph speed limit.
There are 40 deeded approaches between I-82 and I-182 (see Appendix B). Four are residential approaches, eight are utility approaches, and 28 are commercial approaches. All the approaches are between Hildebrand Boulevard and Ely Street/Dennis Street (three miles). The modified limited access section has the largest number approaches with 32, or 80% of the total. The partial limited access section has eight approaches, all of which are utility ones. The approaches are almost evenly distributed on the right or left side of the highway with 19 in the northbound direction and 21 in the southbound direction. The left or right designation identifies which side of the highway the approach is on as viewed going from south to north.
p. 6 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-2 - Limited access control and speed limits on US 395
p. 7 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Table 2-2 – US 395 Limited Access
Limited Access Begin End SRMP % of Total Type SRMP Location Length Miles Full 13.05 13.78 I-82 to Ridgeline Dr 0.73 18.05 20.59 SR 240 to I-182 2.54 Full Subtotal 3.27 43%
Partial 13.78 16.15 Ridgeline Dr to 10th Ave Vicinity 2.37 17.25 18.05 Dennis St/Ely St to SR 240 0.80 Partial Subtotal 3.17 42%
Modified 16.15 17.25 10th Ave Vicinity to Dennis St/Ely St 1.10 15% TOTAL 13.05 20.59 I-82 to I-182 7.54 100%
References RCW 47.52 Limited access facilities WAC 468-58 Limited access highways WSDOT Deeds WSDOT Limited Access Master Plan WSDOT State Highway Log, 2013
Roadway Inventory
Highway Lanes, Intersections, Interchanges, Geometrics, Median Widths, and Right- of-Way Widths
Highway Lanes US 395 is a four-lane highway from I-82 to I-182 with two 12-foot wide through lanes in each direction. Vehicles are allowed full turning movements at all signalized intersections. The lanes are all built to current standard widths.
Intersections and Interchanges The signalized corridor in Kennewick from I-82 to SR 240 has 11 at-grade intersections with turn lanes. There is one interchange (SR 240) that serves Kennewick and two (Lewis Street/Sylvester Street and Court Street) that serve Pasco. The Lewis Street/Sylvester Street is a partial interchange as it does not have northbound on or southbound off movements. Three of the at-grade city street intersections are principal arterials, three are minor arterials, and three are collectors. Two city street intersections are only local access streets, but neither is signalized.
p. 8 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Table 2-3 – US 395 Public Road Intersections and Interchanges
City Street Intersection or Left/ Year MP Interchange Location Type of Traffic Control Right Signalized* 13.05 I-82 Interchange Both 1980 13.78 Ridgeline Dr Stop-controlled on side street Both – 14.22 Hildebrand Blvd Traffic signal Both 2007 14.90 27th Ave Traffic signal Both 1993 15.56 19th Ave Traffic signal Both 1998 16.17 10th Ave Traffic signal Both 1989 16.42 7th Ave Traffic signal Both 1995 Stop-controlled on side _ 16.80 2nd Ave street; left/right-in, right-out Left 16.92 Kennewick Ave Traffic signal Both 1977 17.11 Vista Way (Right)/Clearwater Ave Traffic signal Both 1970 (Left) Stop-controlled on side _ 17.24 Dennis St (Right)/Ely St (Left) street; right-in/right-out Both 17.59 Yelm St Traffic signal Both 1976 18.26 SR 240 Interchange Both 1954 19.35 Lewis St/Sylvester St Interchange Both 1966 20.04 Court St Interchange Both 1966 20.56 I-182 Interchange Both 1981 * - For the interchanges, this is the year the interchange was constructed.
p. 9 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Table 2-4 – Number of Left and Right Turn Lanes
US 395 NB US 395 SB Side Street EB Side Street WB Intersection or LT RT LT RT LT Thru RT LT Thru RT Interchange Lanes Lanes Lanes Lanes Lanes Lanes Lanes Lanes Lanes Lanes I-82 1 1 2 1 N/A 2 1 N/A 2 1 Ridgeline Dr 1 - 1 - - 1 - - 1 - Hildebrand Blvd 1 - 1 - 1 2 1 1 1 1 27th Ave 2 1 2 1 2 2 1 2 2 1 19th Ave 1 - 1 1 1 1 - 1 1 - 10th Ave 1 1 1 1 1 2 1 1 2 1 7th Ave 1 - 1 - - 1 - - 1 - 2nd Ave * 1 N/A N/A - - N/A 1 N/A N/A N/A Kennewick Ave 1 1 1 - 1 2 - 1 2 - Clearwater Ave 1 1 1 1 1 1 - - 2 - Ely St/Dennis St ** N/A - N/A - N/A N/A 1 N/A N/A 1 Yelm St 1 - 1 1 1 1 - 1 1 1 SR 240/Columbia Dr N/A 1 N/A 1 1 2 1 N/A 2 1 Lewis St/Sylvester St N/A 1 N/A N/A 2 2 N/A N/A 1 N/A Court St N/A 1 N/A 1 1 2 1 N/A 2 1 I-182 1 1 N/A N/A N/A 2 1 N/A 2 1 LT = Dedicated left-turn lane(s) RT = Dedicated right-turn lane(s); excludes right-turn tapers. * - 2nd Avenue is a T-intersection with no street on the east side. ** - The Ely Street/Dennis Street intersection is a right-in/right-out intersection.
References WSDOT Approved Interchange Plans WSDOT Contract Plans 7819, 7893 WSDOT State Highway Log, 2013
Shoulders Nearly seven miles of this corridor is constructed with shoulders or curbed sections that meet or exceed state standards. Exceptions are the bridges over and near the Columbia River, which account for 0.70 miles of the 7.54-mile corridor or about 9% of the total length.
p. 10 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Narrow shoulders on US 395 Bridge over Lewis Street
Table 2-5 – Shoulders on US 395
Shoulder Width (feet) Location Beg MP End MP Right Left
Non-Curbed Section I-82 to 10th Ave 13.05 16.17 10 7 Canal Drive Bridge – Northbound 17.89 17.94 2 2 Canal Drive Bridge – Southbound 17.89 17.94 8 7 BNSF & UP Bridge – Northbound 17.94 18.07 2 2 BNSF & UP Bridge – Southbound 17.94 18.07 10 8 SR 240 Interchange to Columbia River Bridge 18.07 18.59 7-10 4-5 Columbia River Bridge (Blue Bridge) 18.59 19.07 4 2 Columbia River Bridge to I-182 - Northbound 19.07 20.59 10 4 Lewis Street Bridge 19.33 19.37 1 1
Curbed Section 10th Ave to Canal Drive Bridge 16.17 17.89 2 7
References WSDOT State Highway Log, 2013
p. 11 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Intersection Geometrics There are separate turn lanes at all intersections through the signalized corridor. The storage lengths, radii, and taper lengths are constructed to current standards except for the southbound right-turn lane on US 395 at Yelm Street.
Table 2-6 – Selected Intersection Geometrics on US 395
Road Name Type Length of Storage Radius Speed Limit
Ridgeline Drive 55 mph Right-turn(NB) Taper - 75 feet Left-turn (NB) Lane 150 feet - Right-turn (SB) Taper - 75 feet Left-turn (SB) Lane 150 feet - Hildebrand Boulevard/36th Avenue 55 mph Right-turn (NB) Taper - 55 feet Left-turn (NB) Lane 550 feet - Left-turn (SB) Lane 450 feet - 27th Avenue 50 mph Right-turn (NB) Lane 585 feet 55 feet Left-turn (NB) Lanes 585 feet - Right-turn (SB) Lane 475 feet 55 feet Left-turn (SB) Lanes 475 feet - 19th Avenue 50 mph Right-turn (NB) Taper - 75 feet Left-turn (NB) Lane 230 feet - Right-turn (SB) Lane 475 feet 75 feet Left-turn (SB) Lane 230 feet - 10th Avenue 35 mph Right-turn (NB) Lane 100 feet 35 feet Left-turn NB) Lane 200 feet - Right-turn (SB) Lane 100 feet 55 feet Left-turn (SB) Lane 260 feet - 7th Avenue 35 mph Right-turn (NB) Taper - 55 feet Left-turn (NB) Lane 150 feet - Right-turn (SB) Taper - 55 feet Left-turn (SB) Lane 210 feet - 2nd Avenue 35 mph Left-turn (NB) Lane 150 feet - Right-turn (SB) Taper - 55 feet Kennewick Avenue 35 mph Right-turn (NB) Lane 200 feet 55 feet Left-turn (NB) Lane 300 feet - Right-turn (SB) Taper - 55 feet Left-turn (SB) Lane 220 feet -
p. 12 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Clearwater Avenue/Vista Way 35 mph Right-turn (NB) Taper - 35 feet Left-turn (NB) Lane 330 feet - Right-turn (SB) Lane 600 feet 50 feet Left-turn (SB) Lane 500 feet - Yelm Street 45 mph Right-turn (NB) Taper - 55 feet Left-turn (NB) Lane 100 feet - Right-turn (SB) Lane 150 feet 55 feet Left-turn (SB) Lane 520 feet - NB = northbound SB = southbound
Alignments and Sight Distance Horizontal alignment defines straight segments and curves while the vertical alignment, or profile, defines the changes in elevation of the roadway. The study area’s horizontal and vertical alignment was analyzed based on WSDOT Design Manual criteria in Chapters 1250 and 1260 and it was determined the vertical alignment meets design criteria. The horizontal alignment meets design criteria with exception to the northbound left curve approaching the Lewis Street overcrossing.
The highway includes two locations with steeper grades. The first segment is between the I-82 interchange and Ridgeline Drive and has an average grade of 5.1 % for 0.72 miles. The speed limit is 55 MPH in this segment. The second segment, between Yelm Street and the SR 240 interchange, begins just south of the Canal Drive overcrossing, and has a downhill grade of 4.9% for 0.11 miles. This is a 45 MPH segment. The remainder of the corridor has level to modest grades.
In 2009/2010 the SR 240 interchange was reconfigured. Shortly after reopening the highway to the public, there was an observed increase in vehicle crashes at the SR 240 on-ramp merge point with northbound US 395. In response to this safety performance issue, the merge was eliminated and the SR 240 to US 395 movement was provided its own lane on the Blue Bridge. This solution improved safety performance but reduced the operational efficiency for northbound through traffic due to the lane reductions for through movement. This interchange is further discussed in Chapter 5.
Stopping sight distance was analyzed for horizontal and vertical curves within the study corridor based on design criteria from Chapter 1260 and it was determined that all curves meet standards.
References WSDOT Design Manual WSDOT South Central Region Traffic Office – Ball Bank Field Review, January 2013
Acceleration and Deceleration Lanes There is only one acceleration lane and two deceleration lanes in the study area. The acceleration lane is in the northbound direction at Yelm Street. It is 600 feet long with a 480-foot taper and exceeds state standards. The deceleration lanes are at 27th Avenue. For intersections with a higher speed limit, deceleration length was included when the right-turn lanes were designed and built.
Medians US 395 is a divided highway through the study corridor. Divided highways have a median that creates a physical or legal barrier prohibiting left turns and separating vehicular traffic traveling in opposite directions. Concrete p. 13 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory barrier or curbing was installed in the median to improve safety by restricting left turns to selected intersections. There are openings in the barrier at the intersections, but otherwise there are no unprotected medians in the corridor. The median width is 16 feet through the signalized corridor (from Hildebrand Boulevard to Yelm Street); the width varies in other locations.
In 1975, concrete barrier was installed between the SR 240 Interchange and the Court Street Interchange. From 1978 to 1981, median curbing was installed from the 4th Avenue Bridge to Ely Street/Dennis Street, and concrete barrier from there to the SR 240 Interchange. In 1983, concrete barrier was installed in the median from I-82 to Ridgeline Drive, and median curbing from the Ridgeline Drive vicinity to the 4th Avenue Bridge. In 1994, the median curbing was replaced by concrete barrier from the Ridgeline Drive vicinity to 10th Avenue, and from 7th to 4th Avenue.
Right-of-Way The US 395 right-of-way varies between 150 and 200 feet wide for most of the study corridor. Right-of-way is 100 feet between 10th and Kennewick Avenue.
Table 2-7 – Right-of-Way Widths*
Beginning Location Ending Location Right-of-Way Width I-82 Ridgeline Dr Vicinity 200 feet Ridgeline Dr Vicinity Hildebrand Blvd Vicinity 150 feet Hildebrand Blvd Vicinity 0.25 miles S of 27th Ave 175-200 feet 0.25 miles S of 27th Ave 10th Ave 150 feet 10th Ave Kennewick Ave 100 feet Kennewick Ave Canal Dr Bridge 150 feet Canal Dr Bridge SR 240 Interchange 200 feet SR 240 Interchange Lewis St 300 feet Lewis St Sylvester St 150 feet Sylvester St I-182 190 feet
* The right-of-way table is intended to show the general amount of right-of-way and the approximate location. There may be short sections within a segment that differ from the most common width. The right-of-way within the interchanges varies considerably, so the table is not intended to identify the right-of-way width through the interchanges.
Bridge Locations, Vertical Clearance, and Ratings
There are 15 bridges through the US 395 study corridor from I-82 to I-182. The vast majority of these (13) are in the freeway section in the northern third of the corridor from the Canal Drive bridges to the I-182 interchange. Most (12) of the bridges were constructed or reconstructed over 25 years ago. Four bridges were constructed in the early to mid-1950’s including one that is almost 60 years old (the northbound US 395 bridge over Lewis Street). Two bridges were constructed within the last five years. There are no weight or height restrictions for legal loads on these bridges. For locations where US 395 goes over another road or other feature, an existing bridge must be a minimum of 16 feet over the road; new bridges are required to be 16 feet 6 inches over the road. Where US 395 crosses over a railroad track, the bridge must be a minimum of 22 feet 6 inches above the tracks; new bridges are required to be a minimum of 23 feet 6 inches above the tracks. Both existing and new pedestrian bridges must be a minimum of 17 feet 6 inches above the highway.
p. 14 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Table 2-8 – US 395 Bridges from I-82 to I-182
Intersecting Built/ MP Feature DIR Bridge # Lanes Reconstructed Width Span Clearance
OVERCROSSINGS – US 395 goes over another road or other feature 13.05 I-82 Both 395/5 3 1984 56’ 253’ 16’ 05” 16.68 W 4th Ave Both 395/11 4 1958/ 1985 52’ 119’ 16’ 10” 17.89 Canal Dr Inc 395/12E 2 1956 49’ 90’ 19’ 05” 17.89 Canal Dr Dec 395/12W 2 1980 32’ 90’ 18’ 11” 17.94 BN&UP RR Inc 395/14E 2 1956 22’ 675’ 22’ 11” 17.94 BN&UP RR Dec 395/14W 3 1980 55’ 654’ 24’ 00” 18.25 Columbia Dr Both 395/16 3 1954/ 1988 68’ 72’ 16’ 01” 18.25 SR 240 E-N Dec 395/38 3 2009 72’ 152’ 17’ 03” Columbia 18.59 River* Both 395/40 4 1954/ 1986 52’ 2,521’ 17’ 09” 19.33 Lewis St Inc 395/101N-E 2 1953 50’ 233’ 14’ 01” 20.54 I-182 Inc 182/20N-W 2 1983 38’ 307’ 17’ 03” 20.54 I-182 Dec 182/20W-S 1 1983 26’ 326’ 17’ 01”
UNDERCROSSINGS – US 395 goes under another road or other feature 19.51 Sylvester St Both 395/102 - 1966 48’ 252’ 16’ 05” 20.04 Court St Both 395/103 - 1966 48’ 114’ 16’ 02” Court St 20.04 Pedestrian Both 395/103P - 2008 10’ 200’ 17’ 06” * – The Columbia River Bridge is also known as the Pioneer Memorial Bridge or the Blue Bridge.
The following six bridges are functionally obsolete and cannot be widened.
Bridge # 395/12E (over Canal Drive, MP 17.89) Bridge # 395/16 (over Columbia Drive, MP 18.25) Bridge # 395/40 (over the Columbia River, MP 18.59) Bridge # 395/101N-E (over Lewis Street, MP 19.33) Bridge # 395/102 (over Sylvester Street, MP 19.51) Bridge # 182/20W-S (over I-182, MP 20.54)
References WSDOT Bridge Engineering Information System WSDOT Design Manual Washington State Bridge Inspection Manual
Average Annual Daily Traffic Volumes
Over the last 20 years, traffic volumes have increased significantly on US 395. The highest volumes occur on the freeway section with the peak volumes occurring on the Columbia River Bridge (the Blue Bridge). The lowest traffic volumes occur at the south end of the corridor just after the Interstate 82 ramp. The South Central p. 15 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Region Traffic Office completed a traffic study for the corridor in 2011. This study included an assumption that the Southridge Sub-area would be fully build developed within the 20-year horizon. Traffic growth rates used were 1.8% between I-82 and 10th Avenue, and 2.3% between 10th Avenue and I-182. These rates were validated by the Benton-Franklin Council of Governments traffic model. In 2014, the SCR Traffic Office confirmed these growth rates are still valid for this corridor.
Table 2-9 – US 395 Average Annual Daily Traffic, 1990-2013
Year Location MP 1990 1995 2000 2005 2010 2013
I-82 (after ramp) 13.42 7,100 9,600 12,000 13,000 14,000 14,000 27th Ave (after) 14.92 8,200 11,000 12,000 16,000 18,000 19,000 10th Ave (after) 16.17 16,000 20,000 21,000 26,000 27,000 27,000 Kennewick Ave (after) 16.92 — 21,000 22,000 26,000 25,000 26,000 Yelm St (before) 17.59 — — — 30,000 31,000 32,000 SR 240 Interchange (at recorder) 18.59 36,400* 45,000 49,000 57,000 57,000 59,000 Sylvester St Ramp (after ramp) 19.44 24,800* 31,000 36,000 40,000 42,000 43,000 I-182 (before EB ramp) 20.28 19,800 26,000 33,000 40,000 43,000 43,000 * - Used traffic count from nearby location
2013 AADT Along US 395 70000
60000
50000
40000
30000
20000
10000
0 I-82 27th Ave 10th Ave Kennewick Yelm St SR 240 Sylvester St I-182 13.05 14.92 16.17 Ave 17.59 18.59 19.44 20.59 16.92
Reference US-395 I-82 to I-182 Corridor Study, February 2011 (WSDOT) WSDOT Annual Traffic Reports
p. 16 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Existing Level of Service
Level of Service (LOS) is the quantitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic density and interruptions, comfort and convenience. LOS is the generally accepted method of describing traffic conditions. Conditions are divided into six levels, A through F, with LOS A representing the best operating conditions from the driver’s perspective and LOS F the worst. The acceptable LOS threshold for US 395 in the study area is LOS D.
The conditions on US 395 vary from free flow at the south end to congestion within the signalized corridor and the Columbia River crossing, and then back to free flow for the freeway section in Pasco. Table 2-10 below shows the existing LOS (2012) for US 395, the forecasted LOS in 2032, and the year the intersection fails (falls below the established threshold).
Table 2-10 – Existing LOS at US 395 Intersections
Intersection Type of Traffic LOS (2012) LOS (2032) Year of Failure Control Ridgeline Dr Stop-controlled D N/A Hildebrand Blvd Traffic Signal B F 2029 27th Ave Traffic Signal D F 2018 19th Ave Traffic Signal B C 10th Ave Traffic Signal C F 2019 7th Ave Traffic Signal A C Kennewick Ave Traffic Signal C F 2021 Clearwater Ave Traffic Signal D F 2013 Yelm St Traffic Signal E F 2012 NB Ramp Terminal at Sylvester St Stop-controlled D F 2015 SB Off-Ramp to Court St Traffic Signal A B NB Off-Ramp to Court St Traffic Signal B C
All intersections currently operate within the LOS standard except for Yelm Street, which has an LOS E. The Clearwater Avenue/Vista Way intersection is anticipated to fail within a year. The northbound ramp terminal at Sylvester Street is expected to fail within a year. The 27th Avenue, 10th Avenue, and Kennewick Avenue intersections are all expected to fail within 10 years. The signalized intersections at 7th and 19th Avenues and the Court Street ramp intersections are expected to operate at an acceptable Level of Service over the planning horizon. With the eventual build-out of the Southridge developments, there are safety concerns about the design of the Ridgeline Drive intersection. This analysis assumed the Ridgeline Drive intersection would operate as a stop controlled right-in/right-out intersection with an ultimate grade-separation configuration.
Table 2-11 below shows the LOS for the freeway segments on US 395 including the on and off ramp merge/diverge for the existing year (2012), the forecasted LOS in 2032, and the year the segment fails.
p. 17 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Table 2-11 – Existing Freeway Current and Design Year LOS
Interchange ramps Analysis LOS (2012) LOS (2032) Year of Failure Type Lewis St/Sylvester St Interchange Lewis St - NB Lt off ramp Diverge D F 2018 Lewis St - SB Lt on ramp Merge D F 2020 Sylvester St - NB off ramp Diverge C E 2028 Court St Interchange Court St - NB off ramp Diverge C D 2026 Court St NB ramp weave to I-182 Weave C F 2023 Court St – SB off ramp Diverge C D Court St- SB Loop on ramp Merge B C Court St – SB on ramp Merge C D SR 240 Interchange* EB SR 240-NB 395 on ramp Add lane C D Columbia Dr – NB on ramp Merge D F 2020 EB SR 240-SB on ramp Merge C D NB – Columbia Dr Diverge C D SB – SR 240 Diverge C D Freeway NB – between UP bridge and Freeway C F 2020 Columbia Drive- on ramp NB - Blue Bridge Freeway D F 2020 SB - Blue Bridge Freeway D F 2020 NB – between Sylvester & Court Sts Freeway C D SB – between Sylvester & Court Sts Freeway C D *analysis based on 2009 and 2029 data
All freeway segments currently operate within the accepted LOS standard, with the exception of the two northbound lanes merging to a single lane in advance of the Columbia Drive on-ramp at the SR 240 interchange. The Lewis Street northbound off-ramp and southbound on-ramp are expected to fall below the LOS standard in 2018, and the free flow movements in both directions on the Blue Bridge are expected to fail in 2020.
References Traffic Study: US 395, I-82 to I-182 Corridor Study, February 2011 WSDOT Design Analysis: US 395 & Columbia Drive to SR 240 Interchange, 2009 WSDOT Highway System Plan 2007-2026
Corridor Safety Analysis
Introduction
WSDOT’s highway safety program uses Sustainable Safety methodology to address the safety aspect of the State’s highways. This methodology provides new tools and processes that use quantitative data and scientific engineering methods to achieve ongoing reductions in fatal and serious injury crashes. Benefits include p. 18 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory increased accuracy in crash risk assessment, project and program performance assessment and project benefit assessment. It identifies the most critical locations, addresses a greater number of crucial safety locations for the same investment, and provides tools to continually improve and refine analysis tools.
The Sustainable Safety program was implemented to save lives and reduce the potential for injury, and assist WSDOT in achieving its ultimate goal of reducing the number of serious injury and fatal crashes to zero by the year 2030. This policy has been established through the Washington State Strategic Highway Safety Plan: Target Zero. The Target Zero plan sets priorities for all traffic safety partners, provides a resource for potential strategies, and monitors outcomes for each of the priority areas. The strategies focus on education, enforcement, engineering and emergency medical services. Additional strategies involve laws, agency rules and policy changes.
Crash data is gathered and used by safety professionals who are tasked with making decisions based on the data collected that will increase the level of safety and overall well-being of the traveling public. Knowing where problem areas exist, safety countermeasures can be implemented.
Crash History Overview
To determine where crashes are occurring within the US 395 study corridor and to help identify problem areas related to safety, crash data was gathered for a 5-year period from January 1, 2009 to December 31, 2013. Crash data captured at intersections also included the city street legs. During the study period, 1,062 crashes occurred within the corridor. The majority of crashes were property damage only, at 66% of all crashes. Possible or evident injury crashes made up 33%. Fatal and serious injury crashes accounted for 1% of all crashes. No single location experienced more than one fatal or serious injury crash during the study period. Based on information received from WSDOT Region’s Traffic Office, there are no identified Collision Analysis Locations (CALs) or Collision Analysis Corridors (CACs) within the study corridor.
The US 395 corridor is an urban highway where traffic is interrupted by numerous intersections, ramp connections and driveways which create conflict points within the corridor. The most common type of crash at signalized intersections is rear-end contact. The rear-end crash locations within the signalized corridor are dependent on traffic queue lengths and are most influenced during peak traffic periods. Numerous rear-end crashes have been recorded in the vicinity of signalized intersections but not coded by law enforcement officials as “intersection related”. For this study, these crashes have been categorized as “non-intersection” related.
In the free-flowing freeway segment of the corridor, interchange ramp connections, while experiencing fewer crashes than intersections, create conflict points influenced by the speed differential between the ramp and the highway. All ramp connection crashes identified during this 5-year study period occurred at on-ramp merge locations with none occurring at off-ramp diverge locations. The majority of ramp connection crashes were a result of the merging vehicle striking an appurtenance, due to excessive speed leaving the ramp. Sideswipes were the second most common type of crash at on-ramp merge locations.
Analysis and Findings
Fatal and Serious Injury Crashes:
Eleven crashes occurred within the corridor resulting in a fatality or serious injury. These crashes were dispersed between W. Hildebrand Boulevard and the north end of the Columbia River Bridge. The single fatality crash occurred at the intersection of W. Hildebrand Boulevard in the northbound direction. The driver of a
p. 19 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory truck-tractor/trailer disregarded the traffic signal on the highway and collided with a vehicle legally entering from the cross street on the right.
Fatality/Serious Injuries by Location (Jan. 2009 - Dec. 2013)
W. Hildebrand Blvd. - M.P. 14.22 1
* W. Kennewick Ave. - M.P. 16.92 1 W. Clearwater Ave./Vista Way - M.P. 17.11 1 N. Yelm St. - M.P. 17.59 1 (not intersection related) - M.P. 17.94 1 (not intersection related) - M.P. 18.0 1 (not intersection related) - M.P. 18.32 1 ramp intersection, NB on From SR240 - M.P. 18.45 1 (on bridge) - M.P. 18.80 1 (on bridge) - M.P. 19.00 Locationand Milepost (M.P.) 1 * (not intersection related) - M.P. 19.11 1 0 1 2 3 4 Number of Crashes
* Involving a Pedestrian Fatality Serious Injury
The remaining ten crashes resulted in a serious injury. The three northern-most intersections within the signalized corridor (W. Kennewick Avenue, W. Clearwater Avenue / Vista Way and N. Yelm Street) each had a single crash resulting in a serious injury. The crash at W. Kennewick Avenue involved a pedestrian and was the result of the pedestrian crossing the highway outside of the marked crosswalk. The crash at W. Clearwater Avenue was a rear-end collision in the southbound direction by a driver who was under the influence of alcohol. At N. Yelm Street, a driver entered the highway from northbound Yelm Street and was struck on the right side at an angle by a southbound driver on US 395. The contributing circumstance was identified as “other”.
Further north, four serious injury crashes occurred within the SR 240 interchange in the northbound direction. The two crashes at mileposts 17.94 and 18.0 were located immediately ahead of the northbound off-ramp to Columbia Drive. One involved a motorcycle striking the rear-end of another vehicle and the other involved a vehicle striking an appurtenance while changing lanes to the left. In both cases, exceeding a reasonable and safe speed was the contributing circumstance. One of the remaining two crashes within the SR 240 interchange occurred at milepost 18.32, immediately ahead of the northbound on-ramp from Columbia Drive. This was a rear-end collision due to the driver eating or drinking while operating the vehicle. The final crash within the interchange occurred at the merge point of the northbound on-ramp from SR 240. The driver lost control while merging from the ramp and struck the left side of a northbound truck-tractor/trailer on SR 395. Alcohol was a factor.
Two serious injury crashes occurred on the Columbia River Bridge. At milepost 18.8 a northbound motorcycle was rear-ended by a driver following too closely. The crash in the southbound direction at milepost 19.0 was also of the rear-end type, and was due to inattention. p. 20 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
The last of the ten serious injury collisions within the corridor occurred at milepost 19.11 in the southbound direction, involving a pedestrian. This location is within the fully controlled limited access section of US 395 near the north end of the Columbia River Bridge, so pedestrian traffic is restricted and crosswalks are not provided.
The highway segments with fewer crashes generally have fewer interruptions from intersections due to stricter access control.
See Appendix C for crash characteristics in more detail.
References WSDOT GIS Workbench, 2010 WSDOT TDO Collision Data, 2014 Washington State Collision Data Summary, 2010 WSDOT Statewide Travel and Collision Data Office, 2012 Washington State’s Strategic Highway Safety Plan Target Zero, 2014 WSDOT Capital Program Development & Maintenance Office, 2013
Pedestrian and Bicycle Facilities
Local networks are the primary facilities for non-motorized travel. The US 395 corridor has a disjointed network of paths, trails, and sidewalks. There are locations with narrow widths and discontinuities. In addition to this local network, US 395 provides shoulders and sidewalks for pedestrians, bicyclists, and other non-motorized modes in accordance with its highway classification. The following section provides a review of the local non-motorized system, as well as WSDOT-owned facilities.
Table 2-11 – Shoulder and Sidewalk Locations on US 395
Location Beg MP End MP Class Description Width I-82 to 10th Ave 13.05 16.17 Shoulder 10 feet 10th Ave to Canal Dr Bridge 16.17 17.89 Sidewalk - adjacent to curb 6 feet Canal Dr Bridge to Columbia River 4 feet (Right), 17.89 18.59 Shoulder Bridge 9 feet (Left) Columbia River Br (Blue Bridge) 18.59 19.07 Sidewalk - separated by barrier 3.5 – 4 feet 8 feet (Right), Columbia River Br to I-182 19.07 20.59 Shoulder 8-10 feet (Left)
Pedestrians Pedestrians use a variety of local and state facilities for travel throughout the corridor. Figure 2-3 shows the local and state pedestrian facilities through the US 395 corridor. Pedestrians are prohibited along the roadway from I-82 to Ridgeline Drive, from the SR 240 Interchange vicinity to the Columbia River Bridge, and from the Columbia River Bridge to I-182 (the freeway sections with full limited access control). There are no sidewalks, paths or trails along the highway between Ridgeline Drive and 10th Avenue. The local network is generally located away from the highway and pedestrian traffic is along the adjacent city streets. There are sidewalks on either side of US 395 as well as a denser local network between 10th Avenue and the Canal Drive Bridges.
The sidewalks terminate at the Canal Drive bridges in both directions (see photo before Figure 2-3) and, with the exception of the Columbia River Bridge, pedestrians are prohibited within the remainder of the corridor. The p. 21 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Columbia River Bridge was constructed with a five foot sidewalk on the northbound side (see photo before Figure 2-3). For pedestrian safety, a concrete barrier with pedestrian railing was added, but it reduces the sidewalk width to 3.5 to 4 feet. WSDOT’s minimum design standard sidewalk width on a bridge is 6 feet. The bridge’s sidewalk connects to the local system and not US 395 itself. The river crossing is over one-half mile and to get from housing to businesses a walking commuter would have to commute over one mile on foot using the bridge. There is no sidewalk on the southbound side.
The sidewalk network (Figure 2-3) is incomplete or non-existent in many areas along the corridor. In Kennewick the classified streets, for the most part, have sidewalks. Off these streets, sidewalks are sporadic, so people have to walk in the street with traffic or dirt shoulders to get to a classified street. Marked crosswalks are located at all signalized intersections, and provide pedestrian display and detection equipment to cross the highway or the adjacent city street. Due to the existing intersection spacing within the expressway section, pedestrians are allowed far more frequent crossing opportunities than typically provided. Intersections south of 10th Avenue are at or greater than one-half mile, so walking commuters will not likely use this section of US 395.
In Pasco, east of US 395 (old Pasco) there is a well-connected sidewalk system. West US 395 in Pasco, sidewalks are non-existent except for a short segment along Court Street. This means people are walking on the street with traffic or on dirt shoulders. The Sylvester Street Bridge has a deficient pedestrian crossing (two feet) over US 395. The Court Street Interchange, however, has a 10 foot pedestrian crossing above US 395 that was constructed in 2005.
The US Census Bureau’s FactFinder (2009-2013 American Community survey 5-year estimates) shows that 1.9% (1,774) commuters walk to work within the Tri-Cities urbanized area. Because of the normal walk commute distance (one-quarter to one-half miles), most trips within the US 395 corridor will begin and end within the city they started (Pasco or Kennewick) and not cross the Columbia River. FactFinder shows that Kennewick has 0.7% (690) households and Pasco has 0.4% (381) of the area’s walking commuters.
Pathway ends just south of the Canal Drive Bridge on Sidewalk on Columbia River Bridge Northbound (3.5 to 4 feet northbound US 395. wide
p. 22 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-3 – Pedestrian facilities in the US 395 study corridor
Bicycles Figure 2-4 was taken from the Benton-Franklin Council of Governments’ (BFCG’s) bicycle map and shows the local bicycle routes through the US 395 corridor. The local plan shows that the bicycle routes are all on the local network. Most of the bicycle routes are on the cities’ classified system (collector streets or above – see Figure 2-5) for bicycle connectivity. There are a few classified roads that are not shown on the local plan as bicycle routes and are not recommended by the local bicycle groups. They are: US 395, SR 240, Columbia Drive and
p. 23 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory part of Court Street. This is because of higher traffic volumes, higher speeds, and restrictive roadway widths for bicycles.
The local bicycle plan shows two different levels of routes, “preferred” and “caution”. They are defined as follows: Preferred: These routes are designated for the bike commuter with a focus on system connectivity. These routes often lack a designated lane stripe, but road shoulders are deemed sufficiently wide so as to be safe for a rider of average-to-above average capabilities to use for a point to point ride or commute. Caution: These routes are for veteran riders who are comfortable maneuvering close to traffic. For example: lane width between bike and car is narrow and adjacent automobile speed is fast; or engineering challenges such as chokepoints in the design of the street are sufficient that riders should survey these routes before using them and then use them with caution, if at all.
With these designations, the map shows a disconnected / incomplete system for bicycle commuters moving through the corridor. But there are major differences in how the City of Kennewick and the City of Pasco accommodate bicyclists on their systems.
Kennewick has made provisions for bicycles on most of their classified streets below the principal arterial level by placing them on Road Diets (reducing four lanes to three lanes with a striped shoulder). However, this varies slightly from a true road diet that has designated bike lanes instead of just striped a shoulder. Some of the shoulders are too narrow for a design standard bike lane. The Road Diet provision is for both north/south and east/west routes. In Kennewick, Union, Morain, Ely, and Vancouver Streets are all designated local north-south bicycle routes that parallel US 395. Also, bicycles are allowed on local sidewalks within the City of Kennewick.
Pasco has not made provisions for bicycles on their street system. Bicycles have to compete with automobile for space on their streets, i.e. ride in the traffic lane. That is why Pasco’s routes are rated with a caution or not on the local plan in the US 395 Corridor. In Pasco, 20th Avenue, 28th Avenue, and Road 36 are local north-south bicycle routes. Road 36 is the only acceptable route for a bicycle commuter, because it is a low volume rural road with narrow shoulders. Pasco could improve bicycle commuter connectivity if they would place 20th Avenue on a road diet.
The only off-street trail system in the corridor is the Sacagawea Heritage Trail. It runs east-west along both sides of the Columbia River from the I-182 Bridge to the SR 397 Bridge and uses both bridges as crossings of the river. The US 395 Bridge sidewalk has a connection to this trail.
The Washington State Bicycle Map shows bicycles are allowed to use parts of US 395. From I-82 to 10th Avenue, bicycles are allowed to use an eight-foot shoulder next to the traffic lanes. From 10th Avenue to Yelm Street, there is an unstriped two-foot shoulder, so bicycles are in the traffic lane. From Yelm Street to SR 240, the shoulder is striped varying from two to four feet, so bicycles still need to be in traffic lane. From SR 240 to Court Street, bicycles are prohibited on the roadway. Bicyclists are allowed to walk their bicycle across the Blue Bridge (US 395) on the narrow pedestrian walkway located on the east side of the bridge. This walkway connects to local streets on either side of the bridge and does not connect to US 395.
The US 395 corridor has a very low level of service for the bicycle commuter. This is due to lack of connectivity of commuter routes (green). They are either broken by caution areas or are strictly caution routes. Currently routes are local (within one’s city) and not regional due lack of connectivity across the Columbia River.
There are no bicycle count data for the US 395 corridor; Pasco and Kennewick do not participate in the State Bicycle survey. Data from the US Census Bureau’s FactFinder (2009-2013 American Community survey 5-year p. 24 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory estimates) show that 0.34% (326) of commuters within the Tri-Cities’ urbanized area bicycle to work. Because of the normal bicycle commute distance (5 to 7 miles) most trips within the US 395 corridor will begin and end within Pasco and Kennewick. FactFinder shows that Kennewick has 0.09% (87) and Pasco has 0.04% (35) of the area’s bicycle commuters. For these low commuter numbers and the disconnected north-south bicycle routes, very few bicycles would use this corridor (US 395 or adjacent local streets).
The BFCG 2010 Regional Bicycle & Pedestrian Plan has collision data for 2001 to 2008. It shows that Kennewick had the highest bicycle collision rate in the Tri-City area with 101 collisions, resulting in 94 injuries and one fatality. Pasco was third with 47 collisions, resulting in 45 injuries and no fatalities. The data are not by location, so they only show trends by city. US 395 has no recorded bicycle collisions.
p. 25 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-4 – Bicycle facilities in the US 395 study corridor
Americans with Disabilities Act (ADA) The U.S. Americans with Disabilities Act (ADA) of 1990 requires pedestrian facilities be designed and constructed such that they are readily accessible and usable by individuals with disabilities. This includes shared-use paths, since they are intended for pedestrian use. On US 395, pedestrians enter or exit the crosswalks from handicap accessible diagonal curb ramps constructed or reconstructed in the 1990’s.
p. 26 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Current ADA requirements may include additional widths, reduced grades and features to assist the sight, hearing, and mobility impaired. Portions of the US 395 corridor have pedestrian facilities that meet these updated guidelines. Other areas do not meet these standards or are missing pedestrian facilities. However, any potential project will be required to meet current ADA standards.
Trails There are two trails in the immediate vicinity of US 395: the Sacagawea Heritage Trail Loop and the Bofer Canyon Climb. The Sacagawea Heritage Trail Loop is a 19-mile pathway that uses the streets of Pasco from Sacagawea Park to the SR 397 Cable Bridge river crossing. The trail then runs along the river levee and under US 395 into Columbia Park.
Bofer Canyon Climb is a rural facility that runs parallel to I-82 from the Ridgeline Drive intersection to the I-82/Coffin Road interchange. The trail begins east of the Ridgeline Drive intersection and runs 21 miles south.
References Americans with Disabilities Act, 1990 Benton-Franklin Council of Governments, 2010 Regional Bicycle and Pedestrian Transportation Plan City of Kennewick Comprehensive Plan, 2009 Design Manual 1510, Pedestrian Facilities Design Manual 1515, Shared Use Paths Design Manual 1520, Roadway Bicycle Facilities Kennewick Municipal Code 11.90.960 RCW 46.61.160 State Highway Log, 2010 WAC 468-58-050
Local Street System
The local street system connects to and interacts with US 395 to form a single transportation network. How well the local system functions can impact the operation of US 395. Reviewing the existing major north-south and east-west streets on the local system can give a broader view of the role of US 395 and the local system as part of the larger corridor and identify any limitations in the local system that may be impacting US 395.
Table 2-12 – Federal Functional Classifications of State & Local Streets Intersecting US 395
Intersecting Local Street US 395 MP Federal Classification On NHS Ridgeline Dr (Left) 13.78 Urban Collector No Ridgeline Dr (Right) 13.78 Urban Minor Arterial No Hildebrand Blvd (Left) 14.22 Urban Other Principal Arterial Yes Hildebrand Blvd (Right) 14.22 Urban Local Access Street No 27th Ave 14.90 Urban Minor Arterial No 19th Ave 15.56 Urban Collector No 10th Ave 16.17 Urban Minor Arterial No 7th Ave 16.42 Urban Collector No 2nd Ave (Left side only) 16.80 Urban Local Access Street No Kennewick Ave (Left) 16.92 Urban Minor Arterial No Kennewick Ave (Right) 16.92 Urban Other Principal Arterial No Clearwater Ave/Vista Way 17.11 Urban Other Principal Arterial Yes p. 27 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Ely St/Dennis St 17.24 Urban Local Access Street No Yelm St 17.59 Urban Collector No SR 240 (Left side only) 18.26 Urban – Other Freeway Expressway Yes Columbia Dr (Right side only) 18.26 Urban Other Principal Arterial Yes Lewis St 19.35 Urban Other Principal Arterial Yes Sylvester St 19.51 Urban Minor Arterial No Court St (Left) 20.04 Urban Other Principal Arterial Yes Court St (Right) 20.04 Urban Minor Arterial No Argent Rd 20.59 + 0.10 Urban Minor Arterial No
Figure 2-5 identifies the various classifications of major local roads and, specifically, the classification of local roads intersecting US 395.
p. 28 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-5 – Functional classifications for major local roads
Table 2-13 – Average Annual Daily Traffic, 2003-2012
Year Location 2003 2004 2005 2008 2012 LOCAL ROADS – INTERSECTING Hildebrand Blvd (east) 2,600 Unknown 2,600 2,800 3,600 Hildebrand Blvd (west) Unknown Unknown Unknown Unknown 2,600
p. 29 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
27th Ave (east) Unknown Unknown 18,800 20,500 22,300 27th Ave (west) 12,100 11,300 11,600 12,800 14,000 19th Ave (east) 2,100 Unknown 2,100 2,000 2,200 19th Ave (west) 2,300 Unknown 2,100 2,300 2,700 10th Ave (east) 18,800 18,500 17,600 16,400 17,800 10th Ave (west) 13,900 15,100 12,600 12,100 13,500 Kennewick Ave (east) 11,900 Unknown 11,300 10,500 11,500 Kennewick Ave (west) 12,000 Unknown 10,000 10,300 10,800 Clearwater Ave 22,700 21,500 21,100 21,900 22,300 Vista Way 9,400 Unknown 8,200 9,300 8,400 Yelm Ave (north) Unknown 3,800 3,500 1,800 1,700 Yelm Ave (south) 11,300 10,600 11,100 11,000 11,800 Columbia Dr 26,100 25,600 25,500 23,600 25,300 Lewis St Unknown 13,400 13,700 13,200 Unknown Sylvester St (east) 13,300 6,000 9,200 8,900 Unknown Sylvester St (west) 11,900 7,500 10,700 10,100 Unknown Court St (east) 33,700 18,100 Unknown Unknown Unknown Court St (west) 30,900 20,000 Unknown Unknown Unknown
LOCAL RDS – PARALLEL TO US 395 2003 2004 2005 2008 2012 Fruitland St (@ Kennewick Ave) Unknown 7,300 7,100 6,000 6,900 Fruitland St (@ Columbia Dr) Unknown 9,800 9,000 8,500 9,700 Garfield St (@ 27th Ave) Unknown 3,800 4,200 4,600 3,600 Garfield St (@ 1st Ave) Unknown 9,300 9,100 10,000 9,000 Olympia St (@ 27th Ave) Unknown 7,700 7,200 8,300 7,800 Olympia St (@ 10th Ave) Unknown 10,900 9,600 9,300 9,700 Olympia St (@ Kennewick Ave) 8,900 9,000 8,200 7,600 8,500 Vancouver St (@ 27th Ave) Unknown 5,200 5,500 6,000 6,000 Vancouver St (@ 10th Ave) 7,900 7,800 7,700 8,300 8,100 Vancouver St (@ Kenn. Ave) 6,300 6,000 6,000 6,200 6,200 Ely St (@ 36th Ave) Unknown 5,900 5,300 7,500 6,000 Ely St (@ 27th Ave) Unknown 6,600 6,300 6,500 6,400 Ely St (@ 10th Ave) Unknown 6,800 6,400 6,600 6,800 Southridge Blvd (@ 27th Ave) Unknown 3,500 3,300 4,400 4,500 Morain St (@ 10th Ave) Unknown 2,500 2,200 2,300 2,200 Morain St (@ Kennewick Ave) Unknown 5,700 5,000 5,300 5,000 Morain St (@ Clearwater Ave) Unknown 7,500 6,600 6,500 6,200 Union St (@ 27th Ave) 12,100 10,700 7,800 7,400 9,000 Union St (@ 10th Ave) 14,500 12,300 10,400 10,100 10,600 Union St (@ Clearwater Ave) 13,000 11,500 10,800 11,800 11,500 Edison St (@ 10th Ave) Unknown 6,800 7,400 6,800 6,400 Edison St (@ Clearwater Ave) 16,000 16,000 15,000 15,000 16,000 Edison St (@ SR 240) 24,000 22,000 22,000 24,000 26,000 20th Ave (@ Sylvester St) Unknown Unknown 9,700 Unknown Unknown 20th Ave (@ Court St) Unknown Unknown 12,600 Unknown Unknown 28th Ave (@Lewis St) 12,600 5,600 7,800 Unknown Unknown Road 36 (@ Court St) 2,700 1,500 2,000 Unknown Unknown
p. 30 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-6 identifies the major local east-west streets that intersect US 395. The speed limits, traffic volumes and number of lanes are noted. Generally, the local east-west streets have more lanes (capacity) and carry significantly more traffic than the local parallel north-south routes.
Figure 2-6 – Major local east-west streets intersecting US 395
p. 31 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-7 identifies the major local north-south streets that intersect US 395. The speed limits, traffic volumes and number of lanes are noted. 20th Avenue in Pasco is the only local north-south road classified as a principal arterial.
Figure 2-7 – Major local north-south routes parallel to US 395
p. 32 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Kennewick – North-South Roads
There are several major north-south streets on either side of US 395, but none provide a full-length connection from north to south. Only one has four or five lanes (Edison Street). In the last 10 years many streets in Kennewick were converted from four lanes to three lanes using the road diet philosophy except the bike lane is unmarked. As Kennewick improves their streets they incorporate areas for pedestrians and bicycles. The City of Kennewick does not have any north-south principal arterials east of US 395 and the nearest one (Columbia Center Boulevard) to the west is over three miles away.
Garfield Street/Fruitland Street The Garfield Street/Fruitland Street route is a signalized route that lies one and one-half miles east of US 395. Although it is a significant distance from US 395, it is the closest major route east of US 395 that crosses the railroad tracks and connects to Columbia Drive. Garfield Street is a two-lane street with on-street parking and classified as a collector or minor arterial from 27th Avenue to Kennewick Avenue. It has a 30 mile per hour speed limit and carries between 4,000 and 9,000 vehicles per day. Fruitland Street is a three-lane (road diet) street classified as a collector from Kennewick Avenue to Columbia Drive. It has a speed limit of 30 miles per hour and carries between 7,000 and 10,000 vehicles per day.
Olympia Street Olympia Street is a signalized street one mile east of US 395. From SR 397 to 45th Avenue, Olympia Street is a rural two-lane road with no shoulders. From 45th Avenue to 27th Avenue, it is a two-lane mixed rural/urban road with shoulders that are narrow in some spots. From 27th Avenue to 10th Avenue, Olympia Street is a three-lane road (road diet) with no parking, curb, and narrow striped shoulders. From 10th Avenue to Kennewick Avenue, it is a three-lane road (a road diet) with on-street parking and no bike lane. Olympia Street is a long minor arterial route beginning with its connection to SR 397 at the south end and terminating at Kennewick Avenue on the north end. It carries between 1,400 and 10,000 vehicles per day with a speed limit of 30 or 35 miles per hour.
Vancouver Street Vancouver Street is a three-lane (road diet with narrow bike shoulder) signalized street and lies one-half mile east of US 395. It is a longer north-south route that also terminates at Kennewick Avenue. Vancouver Street is classified as a collector or minor arterial from 45th Avenue to Kennewick Avenue. It has a speed limit of 30 or 35 miles per hour and carries between 1,400 and 10,000 vehicles per day. A single roundabout exists on this street at the 27th Avenue intersection.
Yelm Street Yelm Street is a short north-south collector that connects Canal Drive and Kennewick Avenue. Yelm Street is a two-lane street (with on-street parking) with a speed limit of 30 miles per hour and carries between 1,200 and 12,000 vehicles per day. Although Yelm Street is a collector street, it carries more traffic at the US 395 intersection than Kennewick Avenue, which is classified as a principal arterial. Yelm Street is signalized at the Kennewick Avenue intersection, and is stop controlled at Canal Drive.
Ely Street Ely Street ranges from only 600 feet east of US 395 at 10th Avenue to just less than a mile at 27th Avenue. It is a three-lane (road diet) street classified as a minor arterial or collector from 10th Avenue to 45th Avenue. Ely Street has a speed limit of 35 or 40 miles per hour and carries between 3,100 and 6,800 vehicles per day. Ely Street is signalized at major intersections.
p. 33 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Morain Street/Neel Street Morain Street is one-half mile west of US 395 at 10th Avenue north to Clearwater Avenue. Morain Street and Neel Street are three-lane (road diet with narrow bike shoulder) signalized streets and classified as a minor arterial or collector from 10th Avenue to Canal Drive. They carry between 2,200 and 4,000 vehicles per day and have a 30 mile per hour speed limit.
Southridge Boulevard/Union Street/Volland Street The Southridge Boulevard/Union Street/Volland Street forms another long major north-south route. Southridge Boulevard parallels US 395 approximately one-quarter mile to the west from Christenson Road to 27th Avenue. Union Street ranges from only one-quarter west of US 395 at 27th Avenue to one mile west at 10th Avenue north to Clearwater Avenue. Volland Street continues the Union Street route up to Canal Drive. Southridge Boulevard is classified as a collector, and Union Street and Volland Street are classified as minor arterials. All are three-lane (road diet) streets. Southridge Boulevard is a free-flow street with a roundabout at the north end. It has a 45 mile per hour speed limit and carries around 4,400 vehicles per day. Union Street has a mix of roundabouts and signals. There is a 35 mile per hour speed limit with traffic averaging between 8,300 and 12,000 vehicles per day. Volland Street is a signalized street with a 35 mile per hour speed limit and averaging around 8,600 vehicles per day. At the south end, Southridge Boulevard intersects Christenson Road, which crosses underneath I-82 and provides access to the new urban area south of I-82.
Edison Street Edison Street is one and one-half miles west of US 395. Although it is a significant distance from US 395, it is the nearest north-south route to connect with SR 240 west of US 395. Edison Street is a signalized four or five-lane (with disconnected bike shoulder) minor arterial from 10th Avenue to Columbia Park Trail adjacent to the Columbia River. It carries between 6,400 and 26,000 vehicles per day and has a 35 mile per hour speed limit.
Pasco – North-South Roads
The City of Pasco has three major north-south routes in the vicinity of US 395. Pasco does not have any bicycle designated areas on their streets. 20th Avenue is classified as a principal arterial.
20th Avenue 20th Avenue is approximately one-half to three-quarters of a mile east of US 395. It is a five-lane (with no bike area) signalized street classified as a principal arterial from Lewis Street to Argent Road, and a minor arterial south of Lewis Street to A Street. 20th Avenue carries between 6,200 and 18,000 vehicles per day and has a speed limit of 30 miles per hour.
28th Avenue 28th Avenue is about one-quarter mile east of US 395. 28th Avenue is a two-lane (on-street parking on one side and a new bike area) signalized street classified as a collector or minor arterial from Sylvester Street to A Street. It continues as a corridor north of Sylvester Street up to Court Street, but is only a local access street. 28th Avenue carries around 7,600 vehicles per day with a speed limit of 25 or 30 miles per hour.
Road 36 Road 36 is less than one-half mile west of US 395. Road 36 is a two-lane (on-street parking, no bike area) rural street classified as a collector or minor arterial from Sylvester Street to Wernett Road. It continues as a route south of Sylvester Street to the Columbia River, but is only classified as a local street. Road 36 has a 25 mile per hour speed limit and carries 1,900 vehicles per day. There is only one signal and it is at Court Street.
References p. 34 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
City of Kennewick, 2003-2012 Traffic Volume Chart: http://www.go2kennewick.com/go2kennewick/dmdocuments/Traffic%20Counts.pdf City of Pasco, Comprehensive Plan 2007-2027
Public Transportation Facilities and Services in the Corridor
Ben-Franklin Transit
Ben Franklin Transit (BFT) is a municipal corporation and the sole provider of public transportation for riders through the greater Tri-Cities area. There are no transit stops on US 395, but several routes run on or cross the highway.
BFT have a number of transit stops along the corridor located within a few blocks of US 395. In Kennewick, the stops are located in the vicinity of the 27th Avenue, 19th Avenue, 10th Avenue, 7th Avenue, Kennewick Avenue, Clearwater Avenue, Ely Street, and Yelm Street intersections, and the SR 240/Columbia Drive interchange. In Pasco, the stops are located near the Lewis Street/Sylvester Street and Court Street interchanges. Transit stops in the immediate vicinity of US 395 can generate pedestrian traffic at the US 395 intersections. BFT has stated they do not want transit stops on US 395 (on the roadway itself) now or in the future due to safety concerns. One transit route extends south to Hildebrand Boulevard providing limited service to the Southridge area, but there is no service to the Canyon Lakes area. BFT has applied for funding to increase service in the corridor and been unsuccessful. As these areas continue to grow BFT will continue evaluating the need for transit serve to these new areas.
Data from the US Census Bureau’s FactFinder (2009-2013 American Community survey 5-year estimates) show that 1.4% (1,364) of commuters within the Tri-Cities urbanized area use public transportation (bus) to get to work. FactFinder shows that Kennewick has 0.57% (537) and Pasco has 0.42% (403) of the area’s public transportation commuters. It is noted that this data is for commuter trips and not general transit use. BFT buses run approximately 50% full or less during morning and afternoon commutes. This includes commuters and non-commute transit users. The area’s main employment center, the Hanford Reservation, is no longer served by transit. Since 2001 transit has not be allowed to service the site due to security reasons. BFT notes that they have a hard time establishing ridership due to a lack of a central business district in the Tri-Cities area. All of the cities have their own old business district (old downtown) and new business districts are separated from the old district by some distance (i.e., business sprawl). This employment discontinuity makes BFT have shorter routes trying to cover all the areas. Most transit commuters will not tolerate more than one transfer to get to their destination. Because of the discontinuity (more than one transfer) most transit trips within the US 395 corridor will begin and end within Pasco and Kennewick.
Access to transit (the sidewalk network – see Figure 2-3) is incomplete or non-existent in many areas along the corridor. The buses run on the cities’ classified system (collector or above – see Figure 2-5) for connectivity. In Kennewick, the classified streets for the most part have sidewalks. Off these streets, sidewalks are sporadic, so people have to walk in the street with traffic or on dirt shoulders to get to a classified street. In Pasco, east of US 395 (old Pasco) there is a well-connected sidewalk system. West US 395 in Pasco, sidewalks are non-existent except for a short segment along Court Street. This means people are walking on the street with traffic or on dirt shoulders to an unprotected transit stop (standing on a dirt shoulder waiting for a bus).
In a transit surveys, BFT found that nearly 85% of riders using the bus need it for transportation, because they have no access to a vehicle. Data from FactFinder show that 1.8% (1,708) of commuters had no vehicle and 17.3% (16,423) had only one vehicle available in a household within the Tri-Cities urbanized area to get to work.
p. 35 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
FactFinder shows that Kennewick has 0.77% (732) households with no car and 6.9% (6,554) with only one car, while Pasco has 0.59% (556) with no car and 4.6% (4,365) with only one car. These facts tend to show that transit in this area is used by people without a vehicle and not general commuters with access to a vehicle.
Ben-Franklin Vanpool
BFT runs one of the state’s largest vanpool programs. Since transit is not allowed on the Hanford Reservation (a major employment center) and there is a disconnected transit system, a majority of public transportation commuters use vanpools. Most commuters are going to the north end of Richland and Hanford areas. The Benton-Franklin Council of Governments (BFCG) conducts a bi-annual SOV/HOV (single-occupant vehicle/high- occupant vehicle) windshield survey that includes counting marked vanpool vehicles. The 2014 survey showed over 150 vanpools going to the Hanford site (not all are BFT vehicles; Yakima Transit and Grant Transit Authority also have vans that run to Hanford). The 2014 windshield survey showed six vans were counted on US 395 at 27th Street in Kennewick and one van was counted at Court Street and 20th Avenue in Pasco.
Data from the US Census Bureau’s FactFinder (2009-2013 American Community survey 5-year estimates) show that 3.2% (3,002) of commuters within the Tri-Cities urbanized area are in carpools of more than four persons (assumed to be vanpools). FactFinder shows that Kennewick has 1.0% (970) of the area’s four-plus-person carpool commuters and Pasco has 0.9% (813).
The BFCG windshield survey shows carpooling accounts for between seven and ten percent of the area’s commuters on average. However, carpooling accounts for 20% of the commuters on US 395 at 27th Street in Kennewick and 25% at Court Street and 20th Avenue in Pasco. BFT has requests to form vanpools in this area, but lacks the infrastructure (parking areas) to support vanpooling along the US 395 corridor in Kennewick and Pasco.
Park and Ride Lots
There are four park-and-ride lots within the study corridor (see Figure 2-8) totaling 235 spaces. Three of the lots are owned and operated by Ben Franklin Transit and are served by buses. WSDOT has one lot on Falls Avenue, which is not served by bus.
BFT has identified the need for 300 new parking spaces in the southern part of the corridor. This area is growing and their existing lot in the area is at or near capacity. If 85 to 90 percent of spaces in a parking lot are filled, it is considered at capacity. BFT has a goal to increase the number of park and ride spaces along this corridor to facilitate vanpool opportunities and requests.
Table 2-14 – Park-and-Ride Locations along US 395 Corridor Park-and-Ride Location # of Spaces Lot Usage Union Loop Rd and 27th Ave, one block west of US 395 (BFT) 50 80% Huntington Ave Transit Center located two blocks west of US 395 (BFT) 96 61% Falls Ave located in US 395 right-of-way just west of Yelm Street (WSDOT) 39 50% 22nd Ave Transit Center in Pasco, about one-half mile east of US 395 (BFT) 50 42%
Data from the US Census Bureau’s FactFinder (2009-2013 American Community survey 5-year estimates) show that 14% (13,130) commuters within the Tri-Cities urbanized area are in carpools. Of that, 8.3% (7,850) are two- person carpools and 2.4% (2,278) are three-person carpools. The rest are assumed to be vanpools as noted above. FactFinder shows that Kennewick has 4,412 and Pasco has 4,624 of the area’s carpool commuters. Of
p. 36 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory this, Kennewick has 2,835 two-person carpools and 607 three-person carpools, while Pasco has 2,627 two- person carpools and 1,184 three-person carpools.
As noted above, the BFCG windshield survey shows the Tri-cities urbanized area average between seven and ten percent carpooling commuters except along US 395 where carpoolers average between 20 and 25 percent.
Figure 2-8 – Park-and-Ride Lots and Ben Franklin Transit Routes within the US 395 Corridor Study Area
References Benton-Franklin Council of Governments Regional Bicycle and Pedestrian Transportation Plan, 2005
p. 37 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Ben Franklin Transit, http://www.bft.org , Richard Ciccone, 2009 and Kathy McMullen, 2012 BFCG “2007 Tri-Cities Metropolitan Area Park and Ride Lot Report”
Intercity Transit Services
There are several entities that offer transit service between the Tri-Cities metropolitan area and other communities. The Confederated Tribes of the Umatilla Indian Reservation funds the Tri-City Trolley offering free public transit service between Hermiston, Oregon and the Tri-Cities. The service operates Monday through Saturday with stops at the 27th Avenue park-and-ride, the Huntington Street Transfer Station, and the 22nd Street Transfer Station. US Census Bureau’s FactFinder show that 49 people in Pasco use the Trolley to commute to work.
Through a partnership with WSDOT and Greyhound Bus Line, Grape Line Transit provides intercity bus service between Walla Walla and Pasco. Grape Line Transit stops at three locations in Pasco: at the 22nd Avenue Transit Center, the Tri-Cities Airport, and the Amtrak Station. Grape Line currently offers three round-trips daily.
Greyhound offers intercity bus service from the Tri-Cities to other locations in the United States, Canada, and Mexico. The only Greyhound transit stops are in Pasco at the three Grape Line Transit stops (see the Grape Line service map in the figure above). The main station, located at the Pasco Intermodal Station/Amtrak Station (535 N 1st Avenue), is a full-service terminal. Riders can also board the Greyhound bus at the Pasco Transit Center and the Tri-Cities Airport, which offer limited service.
Railroads
Burlington Northern Santa Fe (BNSF) and Union Pacific (UP) are the two major railroads in the area. There are no at-grade railroad crossings on US 395. There is an overcrossing of a BNSF mainline and a UP spur line immediately south of the SR 240 interchange. On the local system, at-grade crossings that may influence the highway are located at Fruitland Street, Benton Street, and Washington Street.
These railroad companies serve the Ports of Pasco and Kennewick. The UP line generally parallels SR 240 through Kennewick while the BNSF tracks bisect both Kennewick and Pasco. These railroads as well as canals create barriers to a more interconnected local system.
p. 38 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Figure 2-9 – Railroads, Airport, and Canals within the US 395 Corridor Study Area
Although outside the corridor study area, BNSF has major rail facilities in Pasco. BNSF is concentrating regional service at the Big Pasco Industrial Center location as containers from ports in eastern Idaho and northeastern Oregon are expected to increase. The Big Pasco Industrial Center is a multi-modal rail/barge terminal and is able to transfer freight from train to barge without always using trucks for the haul.
BNSF has designated Big Pasco as one of the three strategic rail properties in the region where they will expand service. It is also the largest switching yard in the Pacific Northwest, with more rail cars per day than Seattle, Tacoma or Portland. The Port of Pasco identified a need to increase the facility at Big Pasco Industrial Center to create an intermodal hub to serve containers by rail, truck or barge in order to accommodate the area’s agricultural exporters. The railroad and the multimodal port facilities provide an indirect improvement to the mobility and safety of the US 395 corridor by decreasing the number of trucks needed to move freight out of the Tri-City area.
References Benton Franklin Council of Governments 2006-2025 Regional Transportation Plan BNSF http://www.bnsf.com/ p. 39 US 395 – I-82 to I-182 Corridor Study Chapter 2 – Existing Network and Inventory
Port of Pasco http://www.portofpasco.org/ Union Pacific Railroad http://www.up.com/ WSDOT Freight Systems Division http://www.wsdot.wa.gov/freight
Airport
The Tri-Cities Airport lies at the north end of the planning study area (see Figure 2-9). US 395 is a major route for access to the airport. The airport has the only commercial air service in the Tri-Cities area, and is the third largest airport in the state based on the number of passengers boarding. It serves communities in southeastern Washington and northeastern Oregon. There are over 250,000 passenger boardings per year with commercial passenger service to Seattle, Salt Lake City, Denver, and Minneapolis.
References Port of Pasco web site, http://www.portofpasco.org/tri-cities-airport/general-information/
Utilities
The study area has a large number of utility easements within the US 395 right of way and corridor with several different types of utilities represented. The utilities are buried or overhead. The known utilities along the US 395 corridor are listed in Appendix D. There are a total of eight utility approaches on US 395 and all are located between Hildebrand Boulevard and 10th Avenue. US 395 crosses four canals through the study corridor (MP 14.82, 15.49 (piped), 15.83, and 17.97).
References WSDOT’s Utility Franchise Permit Program, accessed November 2009. WSDOT Utilities Manual M 22-87.01, December 2008
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Chapter 3 Population, Land Use, and Comprehensive Plan Review
TABLE OF CONTENTS POPULATION ...... 1 LAND USE...... 2 POPULATION AND LAND USE ASSUMPTIONS ...... 3 LOCAL COMPREHENSIVE PLANS ...... 4 City of Kennewick ...... 4 City of Pasco ...... 5 Benton Franklin Council of Governments ...... Error! Bookmark not defined.
US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
Population
The US 395 study corridor is located in the cities of Kennewick in Benton County and Pasco in Franklin County. Per the 2010 US census, the population of Benton and Franklin County was 175,177 and 78,163, respectively. The Office of Financial Management (OFM) projects Benton County’s population to exceed 223,000 by the year 2030 and Franklin County to exceed 130,000.
Kennewick and Pasco both experienced a significant increase in population in the last decade. The US census reports Kennewick’s population grew from 54,693 in 2000 to 73,917 in 2010, a 35% increase. Pasco grew from 32,066 in 2000 to 59,781 in 2010, which is an 86% increase. Figure 3-1 below shows 2010 US Census population data for each census block.
Figure 3-1 – People per census block - 2010 US Census p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
The more densely populated areas cause more intense use of the transportation system; however, they have more opportunity for alternative travel modes. The more densely populated areas are usually the older, more established areas (e.g., east of US 395 in Pasco and north of 10th Avenue in Kennewick). The less densely populated areas are usually more newly developed or vacant with potential for new development (e.g., the southern Kennewick area and west of US 395 in Pasco). Overall, the population densities in the US 395 corridor vicinity are low to moderate. The average population density for U.S. urbanized areas is 2,500 people per square mile.
Employment There are over 75 major employers (over 100 employees each) in the Tri-City area accounting for 49,150 jobs. These major employment areas are concentrated in the cores of Pasco, Richland, and Kennewick and not along the US 395 corridor.
References U.S. Census Bureau, 2010 Census data: http://www.census.gov/population/www/cen2010/cph-t/cph-t-3.html Washington State Office of Financial Management – Growth Management Population Projections for Counties BFCG – 2014 Major Employers Report
Land Use Typical for cities of this size, the adjacent land uses consist of residential, business, commercial and light industrial activities adjacent to the corridor. There is a diverse mix of commercial land uses including retail, restaurants and lodging, concentrated between 10th and Clearwater Avenues in Kennewick (see Figure 3-2). The area between 10th Avenue and the SR 240 interchange is at built out. Established residential neighborhoods abut the entire corridor. The southern section of the Kennewick study area was formerly agricultural land, but has been rezoned for commercial, light industrial, multi-use, and residential uses. In 2000, the Kennewick Southridge sub-area development created a 2,530 acre area in south Kennewick. This sub-area plan includes a future hospital, a large number of single and multi-family residences, retail businesses, and general offices. Access to this sub-area is proposed from US 395 at Hildebrand Boulevard and Ridgeline Drive. These changes in land use have substantially increased traffic volumes on US 395.
Now, all new developments along US 395 must access the highway through a city street. The City of Kennewick 2007 Comprehensive Plan outlines how new developments need to establish improvement plans to control any capacity issues to the existing facilities.
Pasco’s land use along the corridor is built out with well-established commercial, light industrial and residential properties. There is a concentration of businesses between Lewis Street and Court Street in the vicinity of US 395. Access to US 395 is provided only at the existing interchanges. Land use has and will continue to develop with that consideration.
References City of Pasco Comprehensive Plan, 2008 City of Kennewick Comprehensive Plan 2008 Southridge Sub-Area Development, 2005 City of Kennewick Zoning, January 2013 City of Pasco Zoning, January 2013 The Transpo Group study of South-Ridge Village Master Plan, 2007
p. 2 US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
Figure 3-2 – Zoning in Kennewick and Pasco
Population and Land Use Assumptions
There are current and planned commercial and residential developments at the south end of the US 395 corridor. Significant population growth and intensified land use development to the south of the corridor is expected to occur over the next 20 years. This will increase land use densities and may be similar to those in Kennewick’s northern section.
The commercial corridor between 10th and Clearwater Avenues is older and more established. This area is expected to remain a viable commercial area, though the primary commercial area in Kennewick will probably continue to be the Columbia Center Boulevard corridor. The City of Kennewick recently studied the potential for redevelopment of properties between the US 395 and SR 397 bridges and near the Columbia River (Bridge-to- Bridge/River-to-Rail Revitalization Plan). Some of these properties could be redeveloped along with other older sites in northern Kennewick. It was assumed the area from 10th Avenue to the Columbia River will see moderate, but sustained growth.
p. 3 US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
The major growth area in Pasco over the next 20 years is likely to be the I-182 corridor west of US 395. The US 395 corridor in Pasco will probably see moderate growth.
References Bridge-to-Bridge/River-to-Rail Revitalization Plan, December 2010 City of Kennewick Zoning, January 2013 City of Pasco Zoning, January 2013
Local Comprehensive Plans
In accordance with the Growth Management Act, local jurisdictions are responsible for land use planning and are required to develop and periodically update a comprehensive plan. As part of the comprehensive plan, the transportation element is a key component of the local plan and identifies the goals and policies for each local jurisdiction. Local Governments must include the following transportation items in their comprehensive plans. An inventory of state-owned transportation facilities in their boundaries An estimate of traffic impacts to state-owned facilities resulting from their land-use assumptions A list of state transportation system improvements needed to meet demand The adopted level of service standards for state-owned highways
However, as part of the transportation element, local jurisdictions are not required to mitigate land-use impacts to Highways of Statewide Significance, such as US 395.
Listed below are reviews of each of the city’s comprehensive plan as it pertains to the US 395 corridor.
City of Kennewick
The City of Kennewick’s adopted a transportation plan in 2009 identifies US 395 as the major north-south arterial and truck route. There are several goals and strategies to note regarding the City’s vision and desire for the US 395 corridor, some of which may not be compatible with WSDOT goals, and are identified here to present the City’s position. Compatibility with WSDOT’s vision for the corridor will be discussed later in Chapter 5.
Reduce speeds: Kennewick seeks to reduce the speed of traffic from Hildebrand Boulevard to 10th Avenue. The City identifies safety and environmental concerns associated with high truck traffic volumes and high traffic speeds as issues with US 395, and coupled with their desire to create an urban feel. Re-route trucks: The City would prefer to re-route truck traffic off of US 395 within the signalized corridor. Some suggested methods to discourage trucks include additional signals and adjusting signal timing sequencing to slow traffic. Over time, trucks will reroute themselves, to find a faster more efficient route. Enhance landscaping: The City of Kennewick would like to improve the aesthetic appearance of the US 395 corridor. Improvements could include landscaping in the US 395 median and outside the shoulder of the highway, decorative fencing at the right-of-way boundary, and low-wall artwork in the median. Landscaping may include seed grasses, shrubbery, and trees. Fences should be screened at the property line by shrubs or trees.
p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
Urban Growth Area expansion and development: Kennewick’s Urban Growth Area has been expanded at the south end. US 395 is expected to serve as the major north-south arterial accommodating added volumes of future growth from the expanding Southridge Subarea community. The plan stresses that new traffic controls or interchanges are needed to serve the Southridge Subarea growth. Improvements are needed at almost every major existing intersection in the Kennewick portion of the US 395 Corridor to accommodate the projected growth. Road diets: Road diets on city arterials would reduce them from four lanes to three lanes. These include portions of Fruitland Street, Kennewick Avenue, 4th Avenue, 10th Avenue, Canal Drive, and Washington Street. 10th Avenue would be reduced from four lanes to three from US 395 west to Union Street. Non-motorized: The City seeks to improve bicycle and pedestrian facilities throughout the US 395 corridor. Identified projects on US 395: Turn lanes and signal upgrades are planned for: o Yelm Street (project 328) o Clearwater Avenue (project 329) o 10th Avenue (project 324)
City of Pasco
The City of Pasco adopted their comprehensive plan in 2007. US 395 forms the western boundary of Pasco’s central core area and the eastern boundary of the west Pasco area. The majority of the land in the central core is developed.
There are no projects on or within the vicinity of US 395 identified in Pasco’s comprehensive plan. The plan identifies the connection from US 395 to eastbound I-182 at 20th Avenue as an area of concern, which is outside the US 395 Corridor Study area.
The City has expressed interest in signs and minor landscaping at the gateways into their city. Among the locations Pasco has identified as gateways suitable for landscaping and signage are the Lewis Street and the Court Street Interchanges on US 395. The plan indicates the City will coordinate implementation of the gateway treatments with WSDOT.
Benton-Franklin Council of Governments The Benton Franklin Council of Governments (BFCG) adopted their Metropolitan and Regional Transportation Plan (RTP) in 2011. The RTP is a compilation of coordinated city, county, and state planning efforts for the Tri-Cities Urban Area (MPO) and the Benton-Franklin-Walla Walla Counties region (RTPO).
The sole planned local project identified in the RTP is a new interchange at Christensen Road (Ridgeline Drive) and US 395. Unmet needs along the US 395 corridor, according to the plan, are improvements to the US 395/Lewis Street Interchange and reconstruction of the US 395/Court Street Interchange.
The RTP includes a deficiency analysis for the MPO which confirms the US 395 corridor is forecasted to experience severe congestion by the year 2030. The plan goes on to elaborate, current planned projects will help to alleviate congestion; however, “. . . not all congestion problems can be solved through the limited resources available at the local level”.
References The City of Kennewick Comprehensive Plan 2011 The City of Kennewick Transportation Systems Plan 2009 p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 3 – Population, Land Use, and Comprehensive Plan Review
The Southridge Sub Area Plan 2005 The City of Kennewick – US 395 Corridor Study 2007 (revised 2009) City of Pasco Comprehensive Plan 2007 to 2027 City of Pasco, Corridor Gateway Plan, Nov 2008 Benton-Franklin Council of Governments 2011 – 2032 Regional/Metropolitan Transportation Plan BFCG Transportation Plan, Appendix H – RTPO Twenty-Year Project Listings for Urban and Rural Jurisdictions
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Chapter 4 Environmental Resources
TABLE OF CONTENTS SIGNIFICANT NATURAL ENVIRONMENTAL FACTORS ...... 1 Floodplains ...... 1 Shorelines ...... 2 Wetlands ...... 3 Critical Habitat and Endangered Species ...... 4 Geologic Conditions ...... 5 Air Quality ...... 5 Climate Vulnerability ...... 5 BUILT ENVIRONMENT FEATURES IN THE STUDY AREA ...... 5 Industrial ...... 5 Retail and Commercial Areas ...... 5 Residential Neighborhoods ...... 6 Southridge Sub-area ...... 6 Parks and Recreational Facilities ...... 6 Schools ...... 7 Public, Community, and Government Services ...... 8 Noise ...... 9
US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources Significant Natural Environmental Factors
Floodplains
A floodplain is any land area susceptible to being inundated by flood waters from any source. This is usually the flat or nearly flat land on the bottom of a valley. Two areas of the US 395 corridor study area are within a 100 year floodplain. Both pass under the highway at the 4th Avenue overcrossing and in the vicinity of the Burlington Northern and the Union Pacific Railroads overcrossing.
Figure 4-1 – Floodplains in US 395 Planning Study Corridor
References FEMA Q3 flood data for Washington State Counties, 1996 WSDOT Environmental Procedures Manual, 2012
p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources Shorelines
The Columbia River is designated as a shoreline of statewide significance and is managed by the Washington State Shoreline Management Act (SMA). The SMA was enacted in 1971 to provide for the management and protection of shorelines and requires cities and counties to adopt a Shoreline Master Program (SMP) to protect natural resources, provide for public access to public waters and shores, and plan for water-dependent uses. Both Pasco and Kennewick adopted SMPs in 1974. In 2003, the Shoreline Management Act Guidelines were adopted, requiring local governments to review and update their programs. The City of Kennewick updated their Shoreline Management Program in 2009.
Figure 4-2 – Columbia River shoreline in the US 395 vicinity
Kennewick Shoreline Existing Conditions To the west of the Columbia River Bridge, the entire shoreline is accessible to the public via Columbia Park. A boat launch and recreational pond within the park are in the immediate vicinity of the bridge and interchange. The riparian habitat in this is area is important for salmon, steelhead and other Columbia River species. To the east, a levee runs from the bridge to Clover Island. No access to the shoreline exists to the east of the bridge. An aquifer recharge area encompasses most of the US 395 corridor in Kennewick (see Figure 4-3).
Pasco Shoreline Existing Conditions According to the City of Pasco’s Comprehensive Plan, all significant aquifer recharge areas within Franklin County are located outside the Pasco UGA. A levee runs along the north side of the river in Pasco.
p. 2 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources
Figure 4-3 – Columbia River Shoreline Features
References RCW 90.58, Shoreline Management Act of 1971 City of Kennewick Shoreline Management Program, 2009 Franklin County Shoreline Management Master Program, 1983
Wetlands
A wetland is defined as the transitional area between open water and uplands. Wetlands are covered or saturated with water for at least part of the year. Wetlands do not include deep water habitats, lakes, or un-vegetated streams and rivers. As shown on Figure 4-4, the only wetland in close proximity to US 395 is in Zintel Canyon, east of the US 395/10th Avenue intersection. It is unlikely any future improvements to the highway will impact any wetlands.
p. 3 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources
Figure 4-4 – Wetlands in the US 395 Planning Study Corridor
References WSDOT GIS Workbench/National Wetlands Inventory (NWI)
Critical Habitat and Endangered Species
Aquatic The Columbia River in the corridor area is foraging and migratory habitat for bull trout, steelhead, and Chinook salmon. Further, the National Marine Fisheries Service (NMFS) has designated the Columbia River as Critical Habitat for Bull Trout, Upper Columbia River Chinook and steelhead, and Middle Columbia River steelhead. Bull Trout are identified as endangered species according the NMFS.
Terrestrial No threatened or endangered terrestrial species, as defined by the Endangered Species Act, have been documented within approximately 60 miles of the corridor; however, Species of Concern have been documented in the vicinity. These include Townsend’s Ground Squirrel, the Burrowing Owl, and the Peregrine Falcon. There is shrub-steppe habitat at the south end of the corridor.
p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources References National Marine Fisheries Services WDFW Priority Habitats and Species Database
Geologic Conditions The project area is in rolling terrain. The primary soil type is sand, loam, and gravel. According to the U.S. Geological Survey (USGS), the study corridor has relatively low levels of seismic activity.
References US Geological Survey (USGS), Seismic Hazard Zones United States Department of Agriculture (USDA), Natural Resources Conservation Service (NRCS), 2003 WSDOT Design Manual
Air Quality The US 395 corridor study area is in attainment for particulates, ozone, and carbon monoxide. There are no identified air quality concerns for the study area.
References Washington Department of Ecology, 2011
Climate Vulnerability In 2012, WSDOT staff performed a Climate Vulnerability Assessment (CIVA) for all state highways. The CIVA assumed climate impacts would occur as identified in a University of Washington 2009 Climate Impacts Group assessment. These climate impacts included temperature changes, increases in extreme weather events, precipitation changes, sea level rise, fire risk, and high winds. The US 395 corridor study area had one of the lowest scores and is rated as “low” for climate vulnerability. As such, the study corridor is expected to be at low risk for impacts due to possible climate changes.
References WSDOT Climate Impacts Vulnerability Assessment Team, 12/19/2012 Built Environment Features in the Study Area
Industrial The primary industrial areas for both cities are not in proximity to US 395. In Kennewick the industrial areas are east of US 395 along Columbia Drive while in Pasco they are also east of the highway along Lewis Street and State Route 397. There is a small area zoned industrial at the south end of the corridor adjacent to US 395 and I-82. The City of Kennewick has a planned industrial area south of I-82.
Retail and Commercial Areas As with many highway corridors, the US 395 corridor through Kennewick and Pasco is an important connector to commercial areas; however, the central business district for either city is not in the vicinity of US 395. For Kennewick, retail and commercial areas adjacent to US 395 are primarily located in the vicinity of Clearwater Avenue and Kennewick Avenue and along Columbia Drive. Smaller areas are located at 10th Avenue and 27th Avenue. In Pasco, retail/commercial areas are concentrated between Lewis Street and Court Street.
p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources Residential Neighborhoods There are a large number of neighborhoods adjacent to US 395 in Pasco and Kennewick; however, many are buffered by immediately adjacent commercial development. Most of these residential areas were developed before the route was designated as US 395.
Southridge Sub-area Historically, the section of the study area south of 27th Avenue and west of US 395 was farmland. In 2000, the City of Kennewick published the Southridge sub-area plan. This plan identifies a 2,530 acre area south of Kennewick planned for future development. Access to this sub-area is proposed from US 395 at Hildebrand Boulevard and Ridgeline Drive. This sub-area includes a hospital, a large number of single and multi-family residences, retail businesses, and general offices. These changes in land use have substantially increased traffic volumes on US 395.
References City of Kennewick Zoning, January 2013 City of Pasco Zoning, January 2013 Southridge Sub-Area Development, 2005
Parks and Recreational Facilities
Parks Columbia Park is the major park in the Tri-Cities area paralleling the Columbia River (See Figure 4-5). It is adjacent to US 395 and is west of the Columbia River Bridge. Because the park is the primary point of access to the river, it is a major activity center for the City of Kennewick and draws thousands of visitors every year. Westgate Park also abuts US 395.
Recreational Facilities The Southridge Sports Complex is a new outdoor sports complex in the Southridge area. It accommodates a variety of recreational activities like soccer, baseball, softball, lacrosse, football, or rugby. There are two golf courses in the corridor area. Canyon Lakes Golf Course is located to the east of the Hildebrand Boulevard intersection and the Tri-City County Club is southeast of the Yelm Street intersection (See Figure 4-5).
Historic Places The Columbia River Bridge and the James Moore Mansion, located just west of the Columbia River Bridge in Pasco, are on the National Register of Historic Places.
Cultural Places There are no culturally significant areas within the study corridor.
References City of Kennewick Recreational Services, 2009 City of Kennewick 2006-2012 Comprehensive Parks and Recreation Plan Franklin County GIS Data, 2010 Benton County GIS Data, 2009
p. 6 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources
Figure 4-5 – Recreational Facilities in the corridor
Schools
There are no school zones immediately adjacent to US 395; however, there are six Kennewick public schools in the vicinity of the corridor: Southridge High School Southgate Elementary Lincoln Elementary Westgate Elementary Keewaydin Discovery Center Phoenix High School Access to US 395 from the schools is via local streets.
Pasco has four public schools in the study area: Chess Elementary Frost Elementary Stevens Middle School
p. 7 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources Columbia Basin College (CBC) CBC is located northeast of the I-182/US 395 interchange and has no direct access to the highway. The other schools have access to US 395 via the interchanges.
References Benton County GIS Data, 2009 City of Pasco, 2012
Public, Community, and Government Services
These services include police and fire departments, hospitals, city administration buildings, schools, and colleges. These services do not typically generate large daily volumes of traffic; however, they are important to communities. It is important to note that traffic generated by public, community and government services generally does not coincide with the P.M. peak hour of US 395. Further, as shown on Figure 4-6, most public services are far removed from the corridor. All signals along US 395 provide emergency vehicle pre-emption.
Figure 4-6 – Schools, Government, and Public Services Map
References Benton County GIS Data, 2009 p. 8 US 395 – I-82 to I-182 Corridor Study Chapter 4 – Environmental Resources City of Pasco, 2012
Noise
WSDOT complies with all local, state and federal environmental regulations regarding noise generated from traffic and construction. The department has also developed a noise policy that applies to all projects within the state, as required by the Federal Highway Administration (FHWA).
Traffic Noise Mitigation WSDOT performs noise analysis when a project: constructs a highway at a new location significantly modifies the existing vertical and/or horizontal alignment adds traffic through-lanes to a highway
Any area found to be impacted by traffic noise, within the 20-year design, is then considered for noise mitigation. These findings are then used to determine if noise walls would be appropriate and cost-effective.
Existing Noise Walls The only existing noise wall in the corridor area is located on the left side of US 395, between Yelm Street and the West Canal Drive over crossing. This wall was constructed by the FHWA as part of a WSDOT project.
Retro-fit Noise Walls Retro-fit walls are noise walls constructed in high-noise neighborhoods that existed before the highway. This program competes for funding with other programs, such as safety improvements and pedestrian accommodations. Because of this, WSDOT installs, on average, one retro-fit noise wall every two years. Table 4-1 shows identified retro-fit noise walls within the corridor.
Begin ARM End ARM Left/Right Location 22.32 22.36 Left W. 19th Avenue 25.83 26.09 Right Flamingo Mobile Home Community 24.00 24.35 Left Southwest Columbia River Bridge 26.95 27.04 Left Wernett Road 26.27 26.56 Left Riviera Trailer Park
References WSDOT Traffic Noise Policy and Procedures, October 2012 WSDOT Environmental Services Office - Air Quality, Acoustics and Energy Program
Environmental Justice Title VI of the Civil Rights Act of 1964 requires all recipients of federal funds to demonstrate how they have ensured their actions do not discriminate against minorities and low income populations. This process is known as Environmental Justice and is part of the environmental documentation completed under the National Environmental Policy Act (NEPA). WSDOT complies with these federal requirements.
References WSDOT Environmental Services Office
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Chapter 5 Future Operations without Improvements
TABLE OF CONTENTS
Signalized Corridor Overview ...... 1 Segment 1:I-82 to 10th Avenue ...... 1 Hildebrand Boulevard ...... 1 27th Avenue ...... 2 19th Avenue ...... 2 Segment 2: 10th Avenue to Yelm Street ...... 3 10th Avenue ...... 3 7th Avenue ...... 3 Kennewick Avenue ...... 4 Clearwater Avenue/Vista Way ...... 4 Segment 3: Yelm Street ...... 5 Yelm Street ...... 5 Unsignalized Intersections ...... 5 Ridgeline Drive ...... 6 2nd Avenue ...... 6 Ely Street/Dennis Street ...... 6 Freeway Segment (SR 240 to I-182) ...... 6 SR 240 Interchange ...... 6 Columbia River Bridge ...... 7 Lewis Street/Sylvester Street Interchange...... 8 Court Street Interchange ...... 8 I-182 Interchange – Argent Road Off-Ramp ...... 9 I-182 Interchange – US 395 to 20th Avenue Weave ...... 10
US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements
Signalized Corridor Overview
Growth will have the greatest impact on mobility through the signalized corridor as traffic volumes and demand increase. The signalized corridor is three and one-quarter miles in length. The intersection spacing is generally one-half mile or more, although the distance between Kennewick Avenue and Clearwater/Vista Way is less than one-quarter mile.
The signalized corridor has three distinct sections based on the posted speed limit, level of access control and roadside character. The first segment is a higher speed (50 to 55 miles per hour) section and partially controlled. It includes three signalized intersections: Hildebrand Boulevard, 27th Avenue and 19th Avenue. The second segment begins in the urban (modified control with a 35 mph speed limit) section and includes four signalized intersections: 10th Avenue, 7th Avenue, Kennewick Avenue and Clearwater Avenue/Vista Way. There are numerous commercial business approaches in this section. They are restricted to right in-right out movements onto US 395. The third segment contains a single intersection (Yelm Street) where it is again partially controlled and has a 45 mph speed limit. These eight signals are all within the corporate limits of the City of Kennewick. All signals within the corridor contain vehicle-detection (induction loops or video) and all legs of each signal are equipped with emergency vehicle preemption. The change interval (when the signal is yellow or there are red lights on all four legs) is set consistent with the operating speed of the highway and for enhanced safety.
The WSDOT, in cooperation with the City of Kennewick, operates the signal system to maintain the highest level of operating efficiency and safety. The efficiency analysis and signal timing plans consider both US 395 traffic and city street traffic. The coordinated timing plans are designed to provide the best mobility performance (progression through the corridor) as well as serve the intersecting city streets. Peak traffic volumes occur in the morning, around noon, and in the afternoon periods with the afternoon peaks being the heaviest. Signals are timed to address the heaviest movements in the afternoon peak period. On weekdays, these plans begin at 5:30 am and continue throughout the day until 9:00 pm. On weekends, coordination plans are active from 10:00 am until 7:00 pm on Saturday, and from 11:00 am until 6:00 pm on Sundays. Outside these times, the signals operate as “free” or on-demand for each individual intersection leg to better serve the reduced traffic volumes.
All signals have pedestrian facilities to enable people to cross the highway and intersecting city streets. A “pedestrian call” activates a pedestrian signal in order to safely cross the roadway. Unfortunately, pedestrian calls reduce the operating efficiency and capacity of the highway and local streets. Additional crossing time is allocated to ensure pedestrians can cross safely. However, this disrupts the traffic signal coordination plan and the traffic progression on the highway reducing its operating efficiency and capacity. During peak periods, it can take two to three signal cycles to return to signal coordination. The 27th Avenue, Kennewick Avenue and Clearwater Avenue/Vista Way intersections all experience significant numbers of pedestrian calls (20 or more ) between 4:00 and 6:00 pm.
The information below identifies each signalized intersection and their current and projected (future 20-year) performance.
Segment 1: I-82 to 10th Avenue
Hildebrand Boulevard In response to the Southridge development, the fourth leg of this intersection was constructed and a traffic signal was installed in 2007. To the west, Hildebrand Boulevard is classified as a principal arterial and serves as
p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements the primary access point for the Southridge area. For northbound motorists, this is the first signalized intersection on US 395 after the free-flow condition of Interstate 82. A “prepare to stop when flashing” warning sign is in place to alert motorists of the upcoming stop condition. During the PM peak this intersection operates at an LOS B. The majority of traffic travels through this intersection along US 395; side-street volumes are low. During the weekday AM peak, when side-street volumes are the lowest, WSDOT operates this signal as on- demand until 11:00 a.m. rather than 5:30 a.m.
The City of Kennewick is currently working toward connecting Hildebrand Boulevard to the Steptoe Roundabout. Due to an absence of north-south arterials on the local system, this connection will significantly increase traffic on US 395. With the bulk of traffic coming to and from the Southridge area, this intersection is projected to fail (LOS E) in 2029 and degrade to LOS F 2032 as Southridge develops. Aside from the through movement along the highway, eastbound lefts are projected as the heaviest movement in 2032 and will have the greatest impact on intersection operations.
There were 16 collisions related to this intersection within the 10-year collision study period. A single severe collision occurred in 2010, resulting in two injuries and a fatality. Since the installation of the signal, there have been frequent and validated reports of southbound trucks disregarding the signal and running the red light in an effort to maintain speed. This issue is attributed to the significant grade south of the intersection.
Today, pedestrian traffic is light; however, as Southridge develops, the number of pedestrians crossing US 395 is expected to increase.
27th Avenue 27th avenue, a principal arterial, has experienced significant improvements over the last decade. With two left-turn lanes, two through-lanes and a right-turn lane for every leg, this intersection is considered to be at “full build-out”. Traffic volumes on 27th Avenue are equivalent to the volumes on US 395. For optimal operation, the signal cycle length is distributed evenly among the four legs of the intersection. This limits the signal’s ability to operate in coordination and absorb incidents as well as fluctuations in the traffic stream. During the PM peak hours, this intersection operates at an LOS D. Further, the WSDOT Freight Systems Division has identified the 27th Avenue intersection as a top freight bottleneck. Outside of the PM peak, volumes are drastically reduced in all but the westbound direction allowing the signal to operate effectively and efficiently.
The intersection is projected to fail in 2018 and drop to LOS F by 2032. Volumes on US 395 will exceed the projected volumes on 27th Avenue causing motorists on the side-street to wait in queue for multiple green lights before proceeding through the intersection. Because of the build-out condition, future improvements will be limited.
Of all intersection related collisions, 18% occurred at this intersection. Although 92% were property damage only, there were 11 injury and one fatality (2004) collisions.
The increased roadway width, combined with significant pedestrian activity in the AM and PM peak periods causes considerable delay and disrupts signal coordination. Expected increase in pedestrians will further degrade signal operations.
19th Avenue 19th Avenue is classified as a collector primarily serving residential areas in the vicinity of US 395. To the east, 19th Avenue extends only one-half mile before terminating at Ely Street. During the PM peak hours, this intersection operates efficiently at LOS B. There are low traffic volumes on the side street but mainline volumes
p. 2 US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements are higher than intersections to the south. Throughout the rest of the day, including the AM peak, US 395 traffic is significantly lower and side-streets remain low.
In 2032, this intersection is projected to operate at LOS C. Through traffic on US 395 is expected to increase significantly. However, due to the built-out nature of the areas served by 19th Avenue, modest growth is projected for the side-street and the intersection will continue to have sufficient capacity.
The signal at 19th Avenue allows only permissive left-turns from the side-street. These left-turning vehicles must wait for a gap in through traffic before entering the highway. Because of this, a higher percentage of the total collisions at this intersection resulted in injuries. At this intersection, there were 31 collisions with six resulting in injuries. Half of all collisions were rear-ends. There were no fatalities associated with this intersection. On the side street, left-turning vehicles must wait for an acceptable gap in through traffic before entering US 395. Due to the lack of a protected left phase, or “green arrow”, many collisions were caused by motorists failing to yield right-of-way.
Pedestrian traffic is highest just before the PM peak. On weekdays, pedestrian calls disrupt signal synchronization only once an hour. Increased pedestrian traffic could potentially have a significant adverse impact to signal operations.
Segment 2: 10th Avenue to Yelm Street
10th Avenue 10th Avenue is classified as principal arterial. During the PM peak hours, 10th Avenue currently operates at LOS C. Traffic volumes are highest in the southbound direction and side street volumes are substantial. As it exists and operates today, the amount of southbound left-turning vehicles have the greatest impact on signal operation. Pedestrian calls are highest during the mid-afternoon and prior to the PM peak period. During the PM peak, this intersection averages approximately four calls per hour.
The intersection is projected to fail in 2019 and fall to LOS F by 2032. As traffic continues to grow on US 395, queue lengths for northbound and southbound through movements will exceed signal cycle lengths. Southbound left-turning vehicles will block the inside southbound lane due to insufficient storage length.
Of all intersection related collisions, 20% (175) occurred at 10th Avenue with 21 injury collisions. Severe collisions are relatively rare at this intersection.
Today, pedestrian traffic is modest; however future increases in pedestrian volumes will contribute to further delay.
7th Avenue 7th Avenue is classified as a collector primarily serving residential areas in the vicinity of US 395. During the PM peak hours, this intersection currently operates at LOS A. There are very low traffic volumes on the side street but volumes remain high on US 395.
In 2032, this intersection is projected to operate at LOS C. Through traffic on US 395 is expected to increase significantly. However, due to the built-out nature of the areas served by 17th Avenue, modest growth is projected for the side-street and the intersection will continue to have sufficient capacity.
Within the 10-year study period, 31 collisions occurred at this intersection and seven resulted in injuries. There were no fatalities associated with this intersection.
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Pedestrians are more prominent; however, pedestrian calls have a minimal effect on signal synchronization during peak periods. Increased pedestrian traffic is unlikely to be high enough to have a significant impact on signal operations in the future.
Kennewick Avenue Kennewick Avenue serves a major commercial area within Kennewick. It is separated from Clearwater Avenue and Vista Way by less than one-quarter mile. The intersection currently operates at an LOS C during the afternoon peak hours, but is projected to fail in 2021 and degrade further to an LOS F by 2032. Outside the afternoon peak hours, the intersection operates within acceptable standards and is projected to continue to do so throughout the study period.
In the afternoon peak period, the heaviest traffic volumes are the US 395 northbound and southbound through movements requiring a substantial amount of green time to service them. However, there are significant volumes for other movements as well, which compete for green time causing the signal operation to degrade. As traffic volumes increase left-turn queues on all legs will extend beyond the existing storage length during peak times. This will block through traffic and adjacent driveways further compounding congestion at the intersection. The queue for southbound US 395 through traffic could extend one-quarter mile all the way to the Clearwater Avenue intersection. The existing intersection configuration is inadequate to service all movements within acceptable LOS standards throughout the study period.
There were 108 collisions related to this intersection within the 10-year collision study period. There were no fatal collisions and only one severe collision (in 2009).
There is significant pedestrian traffic at the intersection with 200 pedestrian calls a day to cross US 395 and 20 to 25 times during the afternoon peak hours. This leads to frequent disruption of the traffic signal synchronization especially during the afternoon peak. There were two pedestrian collisions in the last ten years (in 2005 and 2009) and no bicycle collisions.
Clearwater Avenue/Vista Way The Clearwater Avenue/Vista Way intersection, along with 27th Avenue, has the highest daily traffic volumes in the signalized corridor. It serves a major commercial area in Kennewick and is less than one-quarter mile from Kennewick Avenue. In 2012, the Clearwater Avenue/Vista Way intersection was operating at an LOS D during the afternoon peak hours, but is projected to fail in 2013 and degrade further to an LOS F by 2032. Outside the afternoon peak hours, the intersection operates within acceptable standards and is projected to do so throughout the study period.
The traffic signal operates as a split phase (Clearwater Avenue and Vista Way have a green light at different times) due to the sharp angle Vista Way intersects US 395. The split phase operation reduces the efficiency of the intersection. There is a double left-turn lane eastbound on Clearwater Avenue (one dedicated left-turn lane and one shared through-left turn lane). The other three legs have a single left-turn lane. In the afternoon peak period, the heaviest traffic movements are the US 395 northbound and southbound through movements requiring a substantial amount of green time to service them, but it is not available due to the signal coordination plan. There are also heavy southbound US 395 right-turns and eastbound Clearwater Avenue left- turns. Other movements have significant traffic volumes as well. These all compete for green time causing the signal operation to degrade.
As traffic volumes increase, queue lengths will extend beyond the existing storage length during peak times. This will block through traffic and adjacent driveways further compounding congestion at the intersection. The p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements queue for southbound US 395 through traffic could extend one-quarter mile. The existing intersection configuration is inadequate to service all movements within acceptable LOS standards and will continue to fail throughout the study period without improvements.
There were 126 collisions related to this intersection within the 10-year collision study period. There were no fatal collisions and only one severe collision (in 2011).
There is significant pedestrian traffic at the intersection with about 150 pedestrian calls a day to cross US 395 and ten or more during the PM peak hours. This leads to frequent disruption of the traffic signal synchronization especially during the PM peak. There was one pedestrian collision in the last ten years (in 2011) and no bicycle collisions.
Segment 3: Yelm Street
Yelm Street Yelm Street is the last signalized intersection just south of the SR 240 Interchange. Although Yelm Street is classified as a collector and directs traffic through a residential area, it functions as an arterial due to heavy traffic volumes on the south leg. The Yelm Street intersection is currently failing operating at an LOS E during the afternoon peak hour and is projected to further degrade to an LOS F by 2032. Outside the afternoon peak time, the intersection operates within acceptable standards and is projected to continue to do so during the study period.
In the afternoon peak period, the critical movement involves traffic coming from SR 240 turning left onto Yelm Street conflicting with through traffic on US 395 heading toward SR 240. These opposing movements compete for green time on the traffic signal causing the intersection to operate below standards. The single left-turn lane is 600 feet long. In the afternoon peak, the queue extends 400 feet past the end of the left-turn lane blocking through traffic on the US 395 mainline impeding the mobility and leading to a number of collisions. Further, in 2032, the queue is projected to extend to the Canal Drive Bridge.
Currently, the south leg of Yelm Street has only one southbound lane, and, separate left-turn, through and right- turn lanes in the northbound direction. In the morning peak hour, there are heavy traffic volumes heading north on Yelm Street and turning right onto US 395 heading towards SR 240. This movement has a free right-turn lane and an acceleration lane on US 395. The heavy traffic volumes and merging traffic historically have few collisions. In the morning peak, the intersection operates within an acceptable level of service for the study period. The existing northbound left-turn and through volumes are very low.
There were 124 collisions related to this intersection within the 10-year collision study period. There were no fatal collisions and only one severe collision (in 2010).
Pedestrian traffic at the intersection is light and there were no pedestrian or bicycle collisions within the last ten years. There are only 10 to 14 pedestrian calls a day to cross US 395 and only one or two each during the morning and afternoon peak hours. The small number of pedestrian calls here does not cause a significant impact to the US 395 traffic progression.
Unsignalized Intersections
There are three unsignalized intersections in the study corridor.
p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements
Ridgeline Drive The Ridgeline Drive intersection is the first intersection after the I-82 freeway. It is unsignalized with stop signs on Ridgeline Drive and left-turn lanes in the northbound and southbound directions. There were 13 crashes at the intersection over 10 years and no fatal or severe crashes. There are currently very low traffic volumes on Ridgeline Drive because of the undeveloped in this vicinity. The Ridgeline Drive intersection will experience a large amount of development within the study period. A traffic signal will not be allowed. Grade separation is the ultimate solution that will provide full traffic movements for this intersection. Ridgeline Drive was recently restricted to right-in or right-out movements onto US 395 for safety. Ridgeline Drive connects to Christenson Road, Plaza Way, and Southridge Boulevard on the west and with Bofer Canyon Road, Zintel Way, and Law Lane on the east side. Ridgeline Drive was previously known as Christenson Road.
2nd Avenue 2nd Avenue is a three-legged unsignalized intersection with no local street on the east leg. There is a single left- turn lane in the northbound direction. 2nd Avenue currently operates within acceptable level of service standards and is expected to continue to do so within the study period. There were no collisions related to this intersection within the 10-year collision study period.
Ely Street/Dennis Street The Ely Street/Dennis Street intersection is an unsignalized right-in/right-out intersection with concrete barrier preventing any left-turns and side-street traffic from crossing US 395. Ely Street is the west leg of the intersection and Dennis Street is the east leg. The Ely Street/Dennis Street intersection is approximately 700 feet north of the Clearwater Avenue/Vista Way intersection and currently operates at an acceptable level of service. It is expected to operate within acceptable level of service standards for the study period. There were only six collisions related to this intersection within the 10-year collision study period and no fatal or severe collisions. Freeway Segment (SR 240 to I-182)
The 55 mile per hour fully access controlled freeway segment begins with the SR 240 interchange and runs through the US 395/I-182 interchange at the north end of the study corridor. This 2.7 mile four-lane segment includes the SR 240/Columbia Drive interchange, Columbia River Bridge, the Lewis / Sylvester Street interchange, the Court Street interchange, and the I-182 interchange. The spacing between the SR 240 interchange and the Lewis Street / Sylvester Street interchange is approximately 1 mile. The remaining two interchanges are less than 1 mile apart. All off-ramps are exit optional with exception of the Argent Road exit at the I-182 interchange. All ramp connections are single lane and ramp metering is not used within the study corridor.
Ramp merge and diverge points have the most influence on operating efficiency in this segment. The freeway operates at LOS C during the peak hours and is projected to operate at LOS D in 2032. With exception of one location within the SR 240 interchange, today all interchanges operate within the accepted LOS. Several locations are projected to fall below the acceptable LOS threshold by 2032; however, none of the ramps are projected to cause traffic to back-up onto the highway.
SR 240 Interchange The SR 240 interchange operates within the LOS standard except for one location. The Columbia Drive merge to northbound US 395 operates at a low LOS D/high E during the afternoon peak hour. Outside the afternoon peak hour, the interchange operates within the LOS standard and the ramp movements are projected to do so throughout the study period.
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In 2009, the SR 240 interchange was reconstructed to provide two continuous southbound lanes on US 395 from the Columbia River Bridge into Kennewick. Columbia Drive was reconfigured as a result of this modification. Due to space constraints of the railroad and Columbia River Bridge, the ramp connections to US 395 were not changed. However, the left side SR 240 to northbound US 395 connection was changed from an add-lane to a merge.
Upon completion of the interchange reconstruction, unexpected collisions occurred at the SR 240 to northbound US 395 merge. In 2010 the northbound lanes were restriped to improve this safety issue. This changed the SR 240 merge back to an add-lane and required a reduction on US 395 from two northbound lanes to one. The mainline merge to the single lane occurs just prior to the Columbia Drive on-ramp.
Restriping the northbound lanes of US 395 improved safety but increased congestion for brief periods during the afternoon peak hours between Yelm Street and the Columbia River Bridge. Motorists move into the inside US 395 lane after the Yelm Street intersection in anticipation of the single lane merge. Traffic from the Columbia Drive on-ramp further contributes to this congestion. During the PM peak period, drivers merging from the ramp have fewer gaps in the highway traffic stream, causing brief interruptions on the highway and the ramp. The effect of the upstream metering of the Yelm Street signal improves the merge operation at the ramp. The LOS is projected to decline further as traffic volumes increase.
The SR 240 off-ramp from southbound US 395 is posted with a 35 mph speed advisory sign. The close proximity of this exit to the end of the Columbia River Bridge contributes to reduced speeds and congestion on the bridge for brief periods during peak hours. However, since reconstruction, collision rates on the bridge decreased 76% in the southbound direction and 21% in the northbound direction. Collision rates also decreased at the SR 240 and Columbia Drive northbound on-ramp connections. There have been no collisions on the highway associated with the three off-ramps. The two northbound on-ramp connections had one collision each, and the southbound on-ramp connection from Columbia Drive/SR 240 had four. In the case of the latter, the majority of those collisions were sideswipes with mainline vehicles.
Columbia River Bridge This four-lane bridge with reduced shoulders carries the highest amount of traffic within the study corridor, at 59,000 daily vehicles, and is nearing capacity in the peak hours. The afternoon peak period has 37% more traffic than the morning peak period and the northbound and southbound volumes are equivalent during each period. The bridge operates at LOS D during the afternoon peak hour in both directions and is projected to fall to LOS F in 2020 during the same period. Outside the afternoon peak hours, the bridge operates within the LOS standard and is projected to do so throughout the study period.
Average speed over the bridge is 52 mph in the morning peak period and 51 mph in the afternoon peak period, for both directions. While congestion in the northbound direction is minimal during the afternoon peak hours, there is a brief period of congestion and reduced speeds in the southbound direction, influenced primarily by the SR 240 off-ramp. Some platooning also occurs.
Since 2010, there were 51 collisions on the bridge and 67% of those were property damage only. Rear-end collisions were the most common type, at 65% of all collisions. There were no serious injuries or fatalities associated with these collisions. The bridge section accounted for 35% of all collisions within the freeway segment. The number of southbound collisions decreased after reconstruction of the SR 240 interchange and is now nearly equal to the number occurring in the northbound direction. Motorists can expect congestion and the number of collisions to increase as the bridge approaches full capacity in the peak hours.
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Lewis Street/Sylvester Street Interchange The Lewis Street interchange is not a full service interchange in that it only serves the two movements to and from Lewis Street. The northbound off-ramp and the southbound on-ramp are non-standard left-off and left-on configurations within close proximity of the bridge. The northbound off-ramp is posted with a 45 mph speed advisory sign. Both ramps operate today at LOS D during the afternoon peak hour. They are projected to fail by 2020, falling to LOS F during the afternoon peak hour. Outside of the afternoon peak hour, the ramps are projected to operate within the LOS standard through 2032.
The on-ramp from Lewis Street to southbound US 395 merges immediately before the bridge. During peak hours, merging traffic competes for small gaps in this high traffic volume section near the bridge approach, resulting in interruption to traffic progression on the highway. Short traffic platoons occur on the ramp during peak hours due to the traffic signal on Lewis Street near the beginning of the ramp. A ramp meter is installed at this location but is not currently in use. Since 2010, there were three collisions on mainline associated with this ramp, resulting in property damage only. The ramp had six collisions and five of those were of the rear-end type. There were no serious injuries or fatalities. In the northbound direction, one non-injury collision occurred on the exit ramp to Lewis Street. There were no collisions on mainline associated with the ramp. As traffic volumes increase in the future, congestion and collisions are anticipated to increase proportionately.
Immediately north of the Lewis Street ramps in the northbound direction is the only exit ramp to Sylvester Street. This ramp operates at LOS C but is projected to fail in 2028, dropping to LOS E during the afternoon peak hour. The ramp is projected to operate within the LOS standard through 2032 outside of the afternoon peak periods. The ramp diverges from mainline within a curve to the right and is posted with a 25 mph exit advisory plaque. There are no on-ramps to the highway from Sylvester Street.
The end of the Sylvester Street ramp is stop controlled at the intersection with Lewis Street. It operates at LOS D in the afternoon peak hour with queue lengths of 150 feet. The intersection is projected to fall to LOS F in 2015 in the afternoon peak hour, with queue lengths near 700 feet. The ramp is approximately 1000 feet long. The afternoon peak hour volumes are approximately twice that of the morning peak hour volumes, and the right movement onto Sylvester Street carries approximately twice the traffic volume as the left movement. Delays from the left turning movement negatively affect the right turning movement due to the ramp being a single lane configuration. The intersection is projected to operate within the LOS standard through 2032 outside of the afternoon peak periods.
During the 10 year study period there were no reported collisions on mainline associated with the Sylvester Street ramp connection. Seven collisions occurred on the ramp and six of those were property damage only. Most collisions occurred near the ramp terminal. There were no serious injuries or fatalities associated with this ramp. Pedestrian facilities are not provided within the Lewis Street interchange.
Court Street Interchange The Court Street interchange is a conventional diamond interchange configuration with an additional loop ramp for the westbound Court Street to southbound US 395. The interchange, including ramps and ramp terminals, operates within the LOS standard during the peak hours and is projected to do so through 2032. Drivers experience mostly free-flow conditions with few interruptions. The ramp terminals are signalized and include crosswalks. Traffic movements from the ramps onto Court Street experience short delays. A sidewalk is provided along the south side of Court Street east of US 395 and along the north side west of the highway. A pedestrian bridge spans US 395 on the south side of Court Street.
During the study period, there were 20 collisions related to the ramp connections, with 12 of those associated with the southbound on-ramp from eastbound Court Street. There were no fatalities or disabling injuries p. 8 US 395 – I-82 to I-182 Corridor Study Chapter 5 – Future Operations without Improvements resulting from these collisions. At the end of the northbound US 395 off-ramp, there was one collision involving a pedestrian, and several rear-end collisions. The end of the southbound off-ramp has experienced few collisions. There have been no recorded bicycle collisions at the ramp terminals within the study period. Pedestrian traffic is low in this interchange and not expected to grow significantly.
Affiliated with the Court Street interchange is the short northbound weave and southbound weave between the Court Street interchange and the I-182 interchange. The southbound weave operates within the LOS standard during the peak hours and is projected to do so throughout the study period. The northbound weave also operates within the LOS standards but is projected to fail in 2020 and fall to LOS F in 2023. Included with this weave section is the movement between the Court Street on-ramp and the off-ramp to eastbound I-182, which is striped as an add lane. The off-ramp to eastbound I-182 is posted with a 40 mph speed advisory sign.
In the afternoon peak hour, nearly 850 vehicles from mainline US 395 weave with 460 vehicles from the Court Street on-ramp, then merge with 230 vehicles already in the add lane to eastbound I-182. These movements are done within a distance of 500 feet. This weave increases congestion and has slowed traffic on the highway to less than 30 mph for this movement in the afternoon peak hour. The morning peak hour sees about 30% less traffic. Outside of the afternoon peak hour, the LOS is projected to remain within the LOS standard through 2032.
In the two weave sections collisions have been few. During the 10 year safety study period there were six northbound collisions and seven southbound. Of those, 77% were property damage only. There were no serious injuries or fatalities.
I-182 Interchange – Argent Road Off-Ramp Within the I-182 interchange is the US 395 northbound off-ramp to Argent Road. The outside lane on US 395 is striped as a drop lane to Argent road and the exit only lane is posted with a 45 mph speed advisory sign. Constructed in 2006, this ramp improved access from US 395 to areas north of I-182 and improved the LOS for the 20th Avenue interchange. This connection operates within the acceptable LOS standard and is projected to do so through 2025.
Motorists experience generally free-flowing characteristics with few conflicts. There is not a significant collision history associated with this ramp, and no serious injuries or fatalities have been reported.
The ramp terminates at the signalized intersection with Argent Road and is configured with two left turn lanes, a through lane and a right turn taper. The Argent Road intersection operates at LOS B during both morning and afternoon peak hours. In 2025 the intersection is projected to remain at LOS B in the morning peak hour but drop to LOS C in the afternoon peak hour. The intersection includes crosswalks at all four quadrants, although pedestrian traffic is light at this location. There have not been any recorded collisions involving a bicycle or pedestrian at the ramp terminal since it was constructed.
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I-182 Interchange – US 395 to 20th Avenue Weave The short weave section on eastbound I-182 between the US 395 and 20th Avenue interchanges currently operates at an acceptable LOS but is expected to drop to LOS E in 2025. The on-ramp from US 395 and the off- ramp to 20th Avenue within this weave section are served by a collector-distributor (C-D) lane adjacent to I-182. The close ramp spacing creates an inadequate weave length for traffic leaving and entering the C-D lane leading to interruptions in flow. The weave length does not meet current WSDOT standards. Reported collisions related to the weave have been few however.
The roadway geometrics will not adequately handle traffic volumes projected past 2025 resulting in reduced speeds, congestion, and the potential for an increase in collisions.
References WSDOT GIS Workbench, 2010 WSDOT TDO Collision Data, 2010 WSDOT US 395 Corridor Study, 2011
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Chapter 6 Proposed Strategies, Planning Level Cost Estimates and Benefit/Cost Analyses
Table of Contents
Data and Evaluation Tools ...... 1
Development of the Proposed Strategies ...... 1 Moving Washington Forward & Building on Existing Investments...... 1 Screening Criteria ...... 1
Conceptual Strategies ...... 4
Non-Applicable Strategies ...... 4 Strategies Removed from Consideration ...... 5 Strategies for Local Streets ...... 7 Strategies for Consideration ...... 7
US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Data and Evaluation Tools
For the operational analysis of this corridor, the study utilized the US-395 – I-82 to I-182 Corridor Study prepared by the WSDOT South Central Region Traffic Office in February of 2011. This study used 2010 traffic volumes collected for the AM and PM peak hours by WSDOT. These volumes were adjusted for the current year volumes (2012) and the assumed linear growth rate was used to age the volumes to the design year (2032).
It was determined by the counts and the analyses that the highest volume was in the PM peak. For this reason, all analyses made to improve the LOS of a particular intersection or roadway section is for the 2032 PM peak. Synchro 7 was used to evaluate signalized and unsignalized intersections while HCS+ was used for freeway analysis.
Development of the Proposed Strategies
Once corridor problems were identified, the next step evaluated various options to address them. The analysis produced a wealth of data about each option; screening criteria were used to make sense of the technical information and highlight the benefits and disadvantages of each potential strategy. The criteria allowed a compare and contrast analysis which lead to a rating for each strategy.
Moving Washington Forward & Building on Existing Investments
Effective transportation is critical to maintaining our economy, environment and quality of life. Moving Washington Forward is WSDOT’s vision of investments and priorities for the next 10 years. It integrates new capacity, efficiencies and commute options to address congestion head-on and improve the performance of our state’s transportation system including reductions in greenhouse gas emissions (GHG) and vehicle miles traveled (VMT). The program’s primary objective is mobility along with preservation, safety, sustainability, and sound stewardship.
The Moving Washington Forward program includes three strategies to address traffic congestion and mobility in our urban corridors and across the state. The three strategies are: Operate efficiently to get the most out of the existing highways and infrastructure. Manage demand by offering more traveler options. Add capacity strategically to best use limited resources by targeting the most congested areas or critical system gaps.
Screening Criteria
The screening criteria were developed collaboratively with stakeholders to compare and contrast strategies. Once the evaluation of each strategy was complete, the project team reviewed the results to determine if each strategy met the study’s objectives. This evaluation is based on the analysis results for 2032 evening peak traffic. The list of stakeholders and scoring of the strategies is in the appendix.
Safety
Highest collision locations – Collision Reduction Does the alternative reduce the potential for crashes and reduce the potential of crash severity at locations with known crash history?
p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Predicted safety benefits – Collision Prevention Does the alternative serve to prevent collisions based upon national standards and safety methodology?
Design
Geometrics Does the alternative meet applicable design standards, or correct an existing design deficiency? (Note: The safety, mobility, access, and modal aspects of design standards are scored separately under those respective sections. However, the design standards associated with the Americans with Disabilities Act are included with this criterion).
Mobility
Level of Service (LOS) on US 395 Does the alternative degrade or reduce delay at intersections and/or capacity between intersections? (Note: Level of Service (LOS) is the generally accepted method of describing traffic conditions. Conditions are divided into six levels, A through F, depending on measurable criteria such as average delay, speed and travel time, maneuverability, and traffic density. The acceptable LOS threshold for US 395 in the study area is LOS D. This criterion measures LOS for each intersection (for all legs including the local roads) and for each highway segment between the intersections.)
Travel time for corridor trips Does the alternative increase or decrease the average travel time on US 395 through Kennewick and Pasco? (Note: US 395 is classified as a highway of statewide significance and is intended to serve national and international travel as well as local trips. Drivers traveling through the Tri-Cities area via US 395 are considered “corridor trips”).
LOS on Local Streets Does the alternative degrade or reduce delay at intersections and/or capacity between intersections? (Note: The acceptable LOS threshold for local streets within Kennewick and Pasco is LOS D. This criterion measures the LOS on the local street system away from US 395.)
Environment
Natural environment Does the alternative create a significant adverse impact on the natural environment? (Note: The natural environment includes the environmental, scenic, aesthetic, and natural resource values of a geographic area.)
Built environment Does the alternative create a significant adverse impact on the built environment? (Note: The built environment includes man-made buildings and structures, local businesses, noise, land use and socioeconomic factors within a geographic area.)
Modal Options
Alternative modes (transit, HOV) Does the concept enhance or improve the local transit system (including functionality) and/or the ability to use alternative modes? (Note: Transit is the transportation of passengers by means of a local public transportation system.)
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Pedestrians and Bicyclists Does the alternative promote, enhance or improve non-motorist access within the corridor?
Access
Access to the corridor for adjoining land use Does the alternative provide access at appropriate locations to serve adjoining land uses? (Note: US 395 is a limited access facility. Limited access is established to preserve the safety and efficiency of specific state highways and to preserve the public investment. Limited access facilities are not designed for direct access to the highway from adjoining land uses, but provide access for these land uses at intersections. Further, Access to local business is scored separately under impacts to the built environment.)
Access control Does the alternative adversely impact limited access control along US 395? (Note: Limited access highways are distinguished as having full, partial, or modified control. The number of access points per mile, spacing of interchanges or intersections, and the location of frontage roads or local road/street connections are determined according to these levels.)
Freight & Economic Vitality
Predictable freight movement in the corridor Does the alternative improve the consistency of freight vehicle travel times? (Note: Predictable freight movement has consistent travel times from day-to-day for a given time of day.)
Economic vitality (RCW 47.04.280 (1)(a)) Does the alternative promote and develop transportation systems that stimulate, support, and enhance the movement of people and goods to ensure a prosperous economy? (Note: Impacts to local businesses is scored separately under impacts to the Built Environment, and LOS strategies are under Mobility).
Preservation
Maintainability of existing infrastructure Is the alternative relatively inexpensive and easy to maintain?
Compatibility
Compatible with state system plans Does the alternative take into consideration state transportation improvement plans?
Compatible with local system plans Does the alternative take into consideration local transportation improvement plans? The US 395 Planning Study will include input from local and regional planning organizations.
Implementation
Construction impacts During construction, does the alternative allow US 395 and the local street system to continue functioning at an acceptable level, have few or no detours, and can it be constructed in a timely manner?
Improvement can be made incrementally Can the alternative be increased or decreased in scale as funding, resources, or timelines necessitate? p. 3 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
(Note: An alternative should be able to be implemented or constructed in phases or steps.)
Conceptual Strategies
US 395 and the local street systems operate as a complementary network serving the Tri-Cities and the greater region. Operational limitations or deficiencies on the local street system can negatively impact the operation of US 395. Therefore, conceptual strategies to improve the operation of US 395 will analyze both US 395 and the local street system strategies.
Non-Applicable Strategies
The following options were reviewed and determined to not be applicable or did not have a significant mobility or safety benefit. These strategies will not be analyzed any further for the US 395 Planning Study.
Hard shoulder running US 395 has shoulders from I-82 to 10th Avenue and from the bridge over Canal Drive to I-182. There are curbs from 10th Avenue to the bridge over Canal Drive. The shoulders are used for bicyclists and pedestrians. Most of the segments with shoulders do not have mobility issues, and the segments with mobility concerns have insufficient shoulder width to accommodate vehicles and would be moot due to the limited number of lanes on the Columbia River Bridge.
Event management The largest event in the corridor is the hydroplane races, which occur outside peak times. Other events are much smaller in scale and located outside the areas of mobility concern. Also, events only occur sporadically in the corridor and so event management would not have a lasting benefit for the mobility of the corridor.
Work zone management Work zone management is important during project construction, but it does not have a lasting benefit for the corridor.
Dynamic re-routing Dynamic re-routing uses overhead signs, lights and changing lane markings to alert drivers to change their route based on current traffic conditions. There are no alternate routes for drivers to be re-directed to if conditions warrant.
Transit signal priority systems The Ben Franklin Transit routes only travel on US 395 for short distances through the signalized portion. Also, interrupting the optimized signal timing would likely create more disruptions to traffic flow than would benefit.
Commercial vehicle information systems (CVIS) The CVIS is designed to quickly identify and weigh commercial trucks at weigh stations. There are no weigh stations in this corridor and so this does not apply.
Direct access ramps Direct access ramps allow buses, carpools, vanpools, and motorcycles to directly access high occupancy vehicle (HOV) lanes in the center of the freeway. There are no HOV lanes on US 395. Also, the only Ben Franklin Transit route operating in the highway section runs from the Lewis Street Interchange across the Columbia River Bridge to the SR 240 Interchange. Any direct access ramp would be of little effect due to only two lanes in each direction on the Columbia River Bridge. p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Strategies Removed from Consideration
The following concepts were analyzed and are not being considered further due to the reasons stated below.
Restrict 19th and 7th Avenues to right-in right-out movements Restricting movements and eliminating signals at these intersections would benefit mobility on US 395; however, 19th and 7th Avenues do not fall below LOS D in the 20-year horizon. There is no need to restrict these movements as the mobility benefit is minimal.
Variable speed limits Variable speed limits are not applicable for the study corridor. Variable speed limits are used in high-speed highway sections with interchanges and typically with speed limits of 60 miles per hour or greater. The US 395 highway section has speeds between 45 and 55 miles per hour and the portion north of Lewis Street has minimal mobility issues. One potential location variable speed limits could be used is on the Columbia River Bridge. The speed limit on the bridge is 55 mph. Southbound motorists may not see slowing or stopped vehicles in SR 240 Interchange vicinity due to the vertical curvature of the bridge. Variable speed limit signs could alert motorists to congestion ahead as they travel over the bridge. The improvements to the SR 240 interchange in 2010 have reduced congestion, so this is not currently an operational concern. If this condition develops again, variable speed limits could be considered for this location.
Restrict left-turns by time of day Prohibiting left-turns at signalized intersections during peak times – two hours in the morning and two hours in the afternoon – would significantly improve the mobility on US 395 during the most congested times. It would require US 395 left-turning motorists to take a more circuitous route to get to their destination. The motorist would be required to either alter the route to avoid US 395 altogether, or make a right turn within the system, enter the City street network to ultimately cross US 395. The City of Kennewick does not support this option since there would be increased congestion with more turning movements, longer queues and longer trips on local streets. This alternative is removed from consideration.
Permissive left-turns (flashing yellow arrow) Region Traffic personnel recently installed flashing yellow arrow (FYA) left-turn traffic signals at the Clearwater Avenue and Kennewick Avenue intersections. The benefits occur at off peak times when gaps in the traffic are available. The characteristics for implementation to other signalized intersections do not lend themselves to the use of FYAs and are not applicable. This improvement has been completed.
Couplet at Kennewick and Clearwater Avenues This concept was analyzed and was shown to provide a significant improvement to the Level of Service on US 395 at a low cost having an LOS C in 2031. The couplet does require substantial physical and operational changes to the local street system designating some streets as one-way streets. The City of Kennewick does not support this option due to the negative business impacts.
Reconfigure channelization of Vista Way This alternative would restripe westbound Vista Way from a shared through-left and a shared through-right to a shared through-left and a dedicated right-turn lane. There are more right turning vehicles than left-turning vehicles, but most of the vehicles (75%) are going straight through. Traffic modeling indicates the delay increases for most movements, so this option is not being considered.
p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Realign Vista Way at the US 395 intersection This proposal would realign Vista Way at the US 395 intersection to more closely line up with Clearwater Avenue. The split signal phasing on the City legs of the intersection would be eliminated. The Clearwater Avenue and Vista Way signal phases would have green lights at the same time improving the intersection operation. The City of Kennewick is not in favor of this proposal, since it would require removal of one or two businesses. Also, the Dennis Street and Bruneau Place intersections with Vista Way would have to be modified and may change the neighborhood traffic flow.
Acquire additional access rights in the Modified Access Control section The vast majority of deeded approaches to US 395 (32 of 40) are in the modified limited access section from 10th Avenue to Ely Street/Dennis Street. Acquiring additional access rights would reduce the number of approaches onto US 395.
To acquire all 32 approaches between 10th Avenue and Ely Street/Dennis Street would cost approximately $51,000,000 based on assessed property values in 2013. It may be possible to consolidate approaches during land use redevelopment, or if highway projects require acquisition. However, as these approaches all function with right-in and right-out traffic movements within this established business and commercial corridor, the mobility and safety benefits are not significant.
Roundabouts at signalized intersections Roundabouts were analyzed and found to fail within the 20-year horizon due to high left-turn volumes.
Construct business access transit (BAT) lanes In the modified limited access section of the highway, where numerous commercial approaches exist, added general purpose lanes could be converted to Business Access and Transit (BAT) lanes. The BAT lanes would serve right-turning vehicles and transit only. Vehicles exiting or entering the highway from the right would be kept out of the main traffic stream resulting in reduced congestion and improved safety. At each intersection the lane would “drop”, requiring vehicles to turn right onto the side street rather than continue through the intersection. BAT lanes would not have a significant increase in throughput; therefore, delay would not be significantly reduced at intersections. Further, road approaches in the modified limit access section of this corridor are not major contributors to delay.
Grade-separate the signalized corridor from I-82 to SR 240 Remove traffic signals through the corridor and construct grade-separated interchanges at specified locations. This concept has the greatest potential for improving mobility on US 395 requiring only two through lanes in each direction to maintain an acceptable level of service over the 20-year study period. However, it would be very expensive and interchange construction would require right-of-way acquisition and relocation costs. It is not being considered due to the high cost and conflicts with the Moving Washington Forward program indicating other alternatives need to be considered first.
Construct a new bypass route A new bypass route would construct a new highway section on new alignment with full access control around Kennewick and Pasco. The bypass would be the most expensive option. Most of the freight traffic and much of the general traffic have a destination within the Tri-Cities. This option is unaffordable at this time, would likely not divert much to the bypass route, and is not compatible with the Moving Washington Forward program.
p. 6 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Strategies for Local Streets
Improved north-south traffic flows on local arterials within the City of Kennewick would encourage local trips to use the local street system. This would improve mobility on the highway and is consistent with the Moving Washington Forward program. The following corridors are discussed as locations that could be improved for north-south traffic flows. These options would require the City to make improvements or modifications to their local street system.
Parallel Corridor – Steptoe Street (Principal Arterial)-under construction The City of Kennewick has been constructing a new arterial connecting Steptoe Street south to Hildebrand Boulevard, serving the Southridge Sub-Area development. Hildebrand Boulevard has been completed to Sherman Street and Steptoe Street has been extended to Clearwater Avenue. The remaining three mile section is anticipated to be constructed within the next five years.
Parallel Corridor – Olympia Street (Minor Arterial)-under construction Olympia Street is a long minor arterial route approximately three and one-half miles long extending from SR 397 at the south end to Kennewick Avenue at the north end. It is a three-lane signalized street located one mile east of US 395.
Connect Olympia Street to Columbia Drive Extend Olympia Street north from Kennewick Avenue to Columbia Drive angling it eastward to keep some distance from the SR 240 interchange. This would provide a continuous local north-south arterial from SR 397 to Columbia Drive. The extension would have to cross over the railroad tracks before intersecting Columbia Drive at grade. This would allow local traffic to connect to US 395 at the SR 240/Columbia Drive Interchange. Also, motorists wanting to get to SR 240 could bypass US 395 by using Columbia Drive and the SR 240 Interchange thereby reducing traffic on US 395. Although this option has been considered by the City, the cost of construction was determined to be too high and they no longer consider it a viable option.
Parallel Corridor – Union Street, Volland Street, Southridge Boulevard (Minor Arterial, Collector) The Union Street corridor parallels US 395 on the west side of the highway. Three local roads form this corridor. It begins at the south end where Southridge Boulevard intersects Christenson Road. Next, it connects to Union Street at 27th Avenue. Lastly, it connects to Volland Street at Clearwater Avenue terminating at Canal Drive on the north end. Southridge Boulevard is generally one-quarter mile from US 395, and Union and Volland Streets are largely one mile west of the highway. Union Street and Volland Streets are minor arterials; Southridge Boulevard is a collector.
Strategies for Consideration
The following are strategies for further consideration, and are supported by the stakeholders. They address operational issues at identified bottlenecks, chokepoints, and congested areas where the operations currently fail or will soon fail. These strategies will be identified in accordance to the three Moving Washington Forward elements: Operate Efficiently, Manage Demand, and Add Capacity Strategically. Standard WSDOT methodology was used to calculate the costs (usually the Planning Level Costs Estimate (PLCE) program), and the benefits and benefit/cost ratios (usually using the Mobility Project Prioritization Process (MPPP or MP3) Excel spreadsheet). All costs are expressed in 2014 dollars. The Moving Washington Forward strategies being considered are identified below. See Appendix J for benefit-cost analysis worksheets.
However, there are strategies that will require further evaluation and refinement depending on how effective some of the lower cost strategies have improved mobility. Separating out the Planning Level phases of these p. 7 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses strategies will allow us to study and scope them further using Least Cost Planning and Practical Design methods. These Planning Level strategies are identified below:
Study and Scope Complete Roadway from SR 240 to Kennewick Avenue With the highest traffic volumes in the corridor, this segment will see the most benefit from an additional travel lane in each direction. Additional capacity has been needed for the past two years, and the segment is currently failing. This area of the corridor is also a current barrier to bike and pedestrian movement along the corridor. Appreciable time will be required for study, scoping and design for bridge widening, signal relocation, permitting, potential right-of-way needs, and a possible noise wall, so it is important that this phase begin soon.
Study and Scope Construction of Additional Columbia River Crossing This strategy is a low cost incremental method to further study whether there is still a need for additional lanes on the US 395 Columbia River Bridge. The existing US 395 Columbia River Bridge is projected to fail by the year 2020. Without additional lanes crossing the Columbia River, the US 395 Columbia River Bridge will increasingly become more and more of a bottleneck for the Tri-Cities and the region. The current bridge is also a barrier to bike and pedestrian movement in the corridor. There is strong interest in the Tri-Cities area for another Columbia River crossing. The Tri-Cities jurisdictions are studying the possibility of constructing an additional crossing of the Columbia River. Depending upon the results of the local study and the actions taken based on the study, the need for additional lanes on the US 395 Columbia River Bridge may be delayed or eliminated.
If it is determined that an additional US 395 Columbia River Bridge is needed, it will require considerable planning, scoping and engineering for implementation, so it is important that this planning phase begin soon. Partial reconfiguration of the US 395/SR 240 and US 395/Lewis Street interchanges will also be required as part of this project.
Study and Scope Complete Roadway from Kennewick Avenue to 10th Avenue and 10th Avenue to 27th Avenue This is a low cost incremental strategy to further study and scope additional lanes and non-motorized facilities from Kennewick Avenue to 10th Avenue and from 10th Avenue to 27th Avenue. Congestion on these segments is increasing and the highway is projected to fail within the near term. Appreciable time will be required for study, scoping and design for bridge widening, signal relocation, permitting, potential right-of-way needs, and a possible noise wall, so it is important that this phase begin soon. The additional lane and bike / pedestrian facilities in each direction will provide the greatest benefit for much needed mobility.
Operate Efficiently
The Moving Washington Forward program directs decisions to get the most out of existing highways by using traffic management tools to optimize the flow of traffic and maximize available capacity. Lower-cost Operate Efficiently strategies would be implemented before adding capacity to achieve those objectives. The South Central Region Planning Office staff performed the cost estimates for these strategies unless otherwise stated. The Operate Efficiently strategies are identified below and explained further:
Meter traffic through the signalized corridor Signs identifying alternate routes to the Tri-Cities Airport or Columbia Basin College Modify Yelm Street signal timing and add signage identifying alternate routes Right-in right-out at Yelm Street and double left-turn lane at Kennewick Avenue Double left-turn lane at Yelm Street Double left-turn lane at 10th Avenue Ramp meter on-ramps at Columbia Drive, Lewis Street and Court Street Interchanges p. 8 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Incident Response Team (IRT) for US 395 Pedestrian crossing improvements at Kennewick Avenue and Clearwater Avenue US 395/Court Street Interchange to I-182 Interchange northbound weave lane I-182 Interchange US 395 to 20th Avenue eastbound weave lane Minor modification of the SR 240/US 395 Interchange
Meter traffic through the signalized corridor In the absence of funding to improve mobility on US 395, signal timing could be modified to meter traffic through the signalized corridor during the morning and afternoon peaks. Traffic from the local street system onto US 395 would be metered to favor mobility for the heavy traffic volumes on the highway. US 395 could function within acceptable levels of service without the need for additional expansion for many years, but the local street system would need to be managed or developed to handle the local traffic. Signal timings for US 395 would be lengthened at the expense of the entering side street traffic. US 395 has significantly higher traffic volumes than the City side streets for most intersections within the signalized corridor. Generally, the ratio of traffic volumes is 2/3 on US 395 to 1/3 on the side street. The existing signal timing programs give the side streets 50-55% of the overall signal cycle length. While this alternative will improve the mobility and Level of Service on US 395, without City improvements to their local system, the side streets will experience more congestion with longer queues, taking two or more cycles to get through an intersection and a lower level of service.
Metering traffic through the signalized corridor only requires the signal timing to be modified. Only staff time is necessary and would cost approximately $5,000 to implement.
Signs identifying alternate routes to the Tri-Cities Airport or Columbia Basin College The Tri-Cities Airport and Columbia Basin College are two major traffic generators that access from the I-182/20th Avenue Interchange. The destinations are signed on northbound US 395 directing motorists to use the I-182 20th Avenue exit. However, the weave section from northbound US 395 to the I-182/20th Avenue exit is congested. Alternate routes do exist: the I-182/Argent Road exit, the US 395/Lewis Street/Sylvester Street interchange and the US 395/Court Street interchange. Signing alternate routes is a low-cost way to improve the weave congestion. The travel time signs could be either static signs, which are inexpensive, or active traffic management signs, which would provide real time travel times to drivers.
Static signs would cost about $1,000. There will likely be only a minimal improvement in the US 395 Level of Service.
Modify Yelm Street signal timing and add signage identifying alternate routes The Yelm Street intersection today operates below the acceptable LOS. During the PM peak period, the large number of southbound vehicles turning left onto Yelm Street degrades the overall LOS of the intersection and the mobility for the heavy northbound through movement on the highway. Although 600 feet of left-turn storage exists, the volumes exceed the left turn cycle and left-turning vehicles are stacking beyond the available storage length and into the through lanes. Static signs should be placed in advance of the Columbia Drive interchange encouraging alternate routes to the predominant residential land use south of Yelm Street. The signs, combined with a reduction in green signal time for the left turn movement will help persuade the motorists to seek a different route.
The cost to change the Yelm Street signal timing and add static signs is estimated at $30,000.
Right-in right-out at Yelm Street and double left-turn lane at Kennewick Avenue This alternative would restrict the intersection to right-in and right-out movements only, remove the existing traffic signal at Yelm Street and install barrier through the median of US 395. All left-turning traffic would be p. 9 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses restricted to using Kennewick’s arterial streets, such as Columbia Drive, Vista Way, or Kennewick Avenue. To accommodate the additional left-turning vehicles, a double left-turn lane would be constructed at Kennewick Avenue. While this will resolve the mobility issues at the Yelm Street and Kennewick Avenue intersections, it creates further delay at Clearwater Avenue. This solution continues to operate effectively if a third southbound lane is constructed for mainline traffic. The Planning Level Cost Estimate (PLCE) is $342,000. The construction of a double left-turn lane at Kennewick Avenue accounts for most of the cost with minimal expense to install barrier and remove the existing traffic signal.
Double left-turn lane at Yelm Street This alternative adds a second southbound US 395 left-turn lane at Yelm Street. The south leg of Yelm Street would be restriped to have two southbound lanes for a distance of about 150 feet. The northbound direction would be restriped to a shared through/left-turn lane, and retain the existing dedicated right-turn lane. Combining these movements to accommodate a second southbound lane significantly improves the overall level of service for the intersection with minimal additional cost. This is expected to keep the left-turning traffic on US 395 from stacking up into the through lanes improving mobility on US 395 and better serving local traffic. When a third southbound lane is constructed for mainline traffic, there is insufficient distance for the weave from SR 240 to the left-turn lanes. Restrictions or alternate solutions will be needed to address the weave.
The cost is estimated at $768,000. The mobility benefits are $13.8 million and the safety benefits are $2.6 million for a total of $16.4 million. The benefit/cost ratio is extremely high at 23.9.
Double left-turn lanes at 10th Avenue This alternative would add a second southbound and northbound left-turn lane at 10th Avenue. No modification to 10th Avenue is required as the current configuration has the available receiving lanes. This strategy will prevent left-turning vehicles from backing-up into the mainline through lanes and move more vehicles through the intersection in less time. The additional signal time can then be allocated to other turning movements to further reduce delay at this intersection.
The cost is estimated at $563,000. The intersection benefits are $7.6 million and the safety benefits are $2.0 million for a total of $9.6 million. The benefit/cost ratio is 18.9.
Ramp meter on-ramps at Columbia Drive, Lewis Street and Court Street Interchanges Metering the northbound Columbia Drive on-ramp, the southbound Lewis Street on-ramp, the northbound Court Street on-ramp, and two southbound Court Street on-ramps during afternoon peak hours will reduce mainline congestion during the shoulders of the peak period by controlling the rate of merging vehicles. Platooning from the ramps during these periods will be eliminated and the mainline mobility will be extended. This will help keep traffic flowing at higher speeds allowing the highway to operate within acceptable LOS standards. The most critical locations to ramp meter are the approaches to the Columbia River Bridge at Columbia Drive and Lewis Street. It is likely ramp meters would be installed at these two locations first.
Ramp metering costs approximately $200,000 at each location and includes widening for a bus and High Occupancy Vehicle (HOV) bypass lane.
Incident Response Team (IRT) for US 395 IRT’s help keep traffic flowing by responding to crashes, disabled vehicles, and other non-recurring events that impede highway operations. The 2012 Congestion Report identifies adding an IRT for the Tri-Cities area as a congestion relief project. The IRT’s primary purpose would be for the Columbia River Bridge, but would be beneficial elsewhere as well.
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The IRT cost is estimated at $220,000 annually for a cost of $4,400,000 over 20 years. It includes two part-time crews and two IRT pickup trucks. Each team is composed of two people. Two different teams are needed to cover the morning and afternoon peak hours because the peaks are longer than a normal work day. Each team is only needed for part of a day, so the estimate only funds them at a half-time level. It is likely there will only be a minimal improvement on the US 395 Level of Service, but will reduce congestion impacts from incidents.
Pedestrian crossing modifications at Kennewick Avenue and Clearwater Avenue There are large pedestrian volumes at the Kennewick Avenue and Clearwater Avenue intersections. Pedestrians require a longer time to cross US 395 affecting the traffic signal coordination. There are two identified strategies to improve pedestrian mobility and vehicular traffic. A tunnel was removed from consideration because it is perceived as unsafe from a personal security standpoint.
A pedestrian bridge could be constructed between Kennewick and Clearwater Avenues to serve pedestrians from both intersections. The streets are 0.19 miles (1,000 feet) apart. Pedestrians would be prohibited from crossing at Clearwater Avenue or Kennewick Avenue. A bridge would require elevators to accommodate the Americans with Disabilities Act (ADA). The cost is estimated at $2,000,000. A median refuge (minimum nine feet in width) could be constructed, so pedestrians would remain in the median refuge between walk signals. This allows the traffic signals to remain coordinated and addresses pedestrian accessibility. There is sufficient right-of-way to construct a median refuge, but would require significant costs for pavement widening and for moving and modifying the traffic signals. The cost is estimated at $2,000,000.
Neither WSDOT nor the City has identified a preferred strategy at this time. There will be significant benefits to the US 395 mobility because the signal progression through the corridor can be retained and traffic will continue to flow, especially during the afternoon peak. US 395/Court Street Interchange to I-182 Interchange northbound weave lane This strategy adds a second lane to the northbound US 395 Court Street on-ramp and the northbound US 395 off-ramp to eastbound I-182. Together with the additional lane on the eastbound I-182 collector-distributor (C-D) this strategy will provide a dedicated lane for traffic moving from Court Street to 20th Avenue reducing the number of vehicles involved in the weave movement. The strategy will allow the weave to operate within acceptable levels of service during peak hours reducing conflicts and improves safety.
The cost is estimated at $2.5 million with mobility benefits of $30.3 million. The benefit/cost ratio is 14.2. I-182 Interchange US 395 to 20th Avenue eastbound weave lane This strategy adds a second lane to the I-182 C-D and 20th Avenue off-ramp to the intersection. Together with the additional lane from the northbound Court Street on-ramp to the US 395 off-ramp the second C-D lane will provide a dedicated lane for traffic moving from Court Street to 20th Avenue reducing the number of vehicles involved in the weave movement. The strategy will allow the weave to operate within acceptable levels of service during peak hours reducing conflicts and improves safety.
The cost is estimated at $2.5 million. The mobility benefits are $136 million with a very high benefit/cost ratio of 64.8.
Minor modification of the SR 240/US 395 Interchange This alternative straightens northbound US 395 through the interchange and reestablishes two northbound through-lanes to the Columbia River Bridge. Results will be reduced congestion at the Columbia Drive northbound on-ramp connection and improved site distance for the SR 240 northbound on-ramp. The improved sight distance will allow the ramp to change from the current add-lane configuration back to a merge p. 11 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses connection, freeing up a lane on the bridge for a northbound through lane. The radius of the last curve of the ramp will also be increased to allow higher merging speeds with mainline to improve safety and traffic flow at the ramp connection.
The cost is estimated at $5.9 million. The mobility benefits are $9.4 million and the safety benefits are $14.0 million for a total of $23.4 million. The benefit/cost ratio is 4.7.
Manage Demand
These Manage Demand strategies use transportation demand management alternatives to maximize the available capacity and optimize traffic flow on US 395. They are useful as low-cost methods to optimize our existing highway system, but alone are expected to have minimal effects on mobility for US 395. The South Central Region Planning Office staff performed the cost estimates for these Manage Demand strategies. The Manage Demand strategies are identified below and explained further:
Establish Commute Trip Reduction (CTR) Program Expand and promote vanpooling Expand and promote park-and-ride lots Expand and promote transit service Add dynamic travel time signs Promote existing flow maps Construct shared-use path within US 395 right-of-way on both sides from Ridgeline Drive to 27th Avenue Construct shared-use path within US 395 right-of-way on both sides from 27th Avenue to 10th Avenue Construct shared-use path within US 395 right-of-way on both sides from 10th Avenue to Yelm Street Construct shared-use path within US 395 right-of-way on both sides from Yelm Street to Sacagawea Heritage Trail Loop Construct new separate shared-use pedestrian-bicycle bridge over Columbia River Traffic Management Center (TMC) enhancements to serve the Tri-Cities Variable rate tolling
Establish Commute Trip Reduction (CTR) Program The Tri-Cities has qualified for a CTR program for many years, but has not been implemented due to a lack of funding. The program would cost a minimum of $150,000 for the first year to establish it and a minimum of $110,000 per year to run it thereafter. In the Seattle area, a strong CTR campaign or program has been found to reduce vehicle miles traveled (VMT) up to five percent. To have a strong program to attain a five percent reduction will cost two to three times the minimums stated above. To attain a five percent reduction goal will require other Manage Demand strategies listed below to be implemented (vanpooling, park-and-ride lot expansion, expanded transit service, and additional bicycle and pedestrian infrastructure). The 20-year cost for a minimum CTR program is estimated at $2,350,000. To attain a five percent reduction could cost an estimated $6,750,000, plus $142,700,000 to have the supporting infrastructure (transit, vanpools, park-and-ride, trails) in place to support a strong CTR program.
Expand and promote park-and-ride lots Ben Franklin Transit has identified this corridor as needing more park-and-ride lot capacity. There is no public land available for this development; therefore, land, likely commercial, will need to be purchased. Property acquisition is estimated to cost $6,000 per stall and park-and-ride lot construction and site development is estimated to cost an additional $6,000 per stall.
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In order to achieve a 2% reduction in ADT (approximately 854 vehicles per day) along the corridor, approximately 1,206 new park-and-ride spaces are needed at an estimated cost of $14,471,000. In addition, to effectively reduce demand, a campaign to promote utilization may cost $250,000 per year, or, $5,000,000 for 20 years. User benefits are estimated to be $4,100,000. The total estimated cost for this improvement is $19,471,000 with a user benefit to cost ratio of 0.21.
Expand and promote vanpooling In the Tri-Cities region, vanpooling (or ridesharing), continues to be an underutilized strategy for reducing congestion. BFCG estimates that currently only seven vans operate within the corridor. The Hanford Site and surrounding vicinity experiences significantly higher vanpool utilization; however, these vanpools cover a vastly larger geographic area than the Tri-Cities metropolitan area and likely originate in areas away from the US 395 corridor. Expanding existing ridesharing within and along the study corridor could potentially reduce the ADT of US 395 by two percent or approximately 854 vehicles per day.
Expanding and promoting a more robust ridesharing program would require an advertising campaign, replacing current aging vans, as well as acquiring a significant number of new vehicles. It is important to note, this expanded fleet would come with an increased maintenance and operations budget and any successful program will require new and expanded park-and-ride-lots-to serve vanpoolers.
The initial cost for new vans was estimated to be $9,610,000. This includes vehicle acquisition, replacement, and maintenance and operation costs over the next 20 years. The cost of adding 1083 new park-and-ride spaces to serve van pool users may cost up to $13,566,000. User benefits are estimated to be $4,800,000. Including $5,000,000 for a 20-year advertising campaign, this entire program has a total estimated cost of $28,176,000 and a user benefit to cost ratio of 0.17.
Expand and promote transit service A campaign to reduce VMT by promoting transit would cost a minimum of $250,000 per year or $5,000,000 over 20 years. Promotion would be done through road signs, advertising in various media (such as television, radio, newspapers, and social media), displays, staffing community events, etc. To make transit more acceptable to commuters, additional buses will need to be added to reduce headways. The current headway is 30 minutes for both peak commute times and off peak times. The headway during peak times will need to be reduced to 15 minutes at peak commute times on Monday through Friday. The cost to purchase each new bus is $500,000 plus an average operating cost of $150 per hour. There are six bus routes that intersect or drive along on US 395. To expand the service for those six routes, 18 additional buses would be needed for a cost of $9,000,000. The buses would be expected to operate an additional 81 hours per day or $12,150 per day for operating expenses. The buses would operate 261 days per year (Monday-through-Friday) for a cost of $3,171,150 per year or $63,423,000 over 20 years. The total estimated cost for transit expansion and promotion is $77,423,000. This is estimated to reduce 648 vehicle trips per day (or 1.3%) on US 395 in 2032.
Traffic Management Center (TMC) enhancements to serve the Tri-Cities The TMC in Union Gap would be enhanced to better serve the Tri-Cities area. Intelligent Transportation System (ITS) infrastructure would need to be expanded in the Tri-Cities in order to implement some Manage Demand strategies. These strategies could include more cameras, highway advisory radios (HAR), active traffic management, dynamic travel time signs, changeable message signs, web sites, and flow maps. The TMC would monitor traffic in the Tri-Cities, identify problems, and provide information to travelers to avoid congested locations or allow them to plan for longer trip times. An additional TMC employee may need to be hired. The cost for all these strategies is estimated at $5,900,000 including $200,000 per year over 20 years for staffing.
Add dynamic travel time signs
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Travel time signs would be installed to display estimated travel times for US 395 through the Tri-Cities and for alternatives to US 395. This allows drivers more control over travel plans and can make on-the-road route decisions. Travel time signs would be updated as conditions change throughout the day. ITS infrastructure would need to be installed. It would be coordinated with and monitored by the TMC in Union Gap. The costs for travel time signs are included in the TMC enhancements alternative. WSDOT Congestion Reports have identified traveler information enhancements for the Tri-Cities area as a congestion relief project.
Promote existing flow maps There are existing flow maps for the Tri-Cities on the WSDOT web site. Flow maps show real-time traffic conditions indicating where traffic is stop-and-go, heavy, moderate, or wide open. An advertising or education campaign could inform people of the availability of flow maps and explain how to use them. Enhancements to the current flow maps may require the TMC in Union Gap to interact with or monitor them. The costs are included in the TMC enhancements alternative.
Construct shared-use path within US 395 right-of-way on both sides from Ridgeline Dr to 27th Ave There is an existing shoulder for pedestrian and bicycle use. A shared-use pedestrian-bicycle path with a buffer would provide a safer and more user-friendly facility. A path would be constructed within US 395 right-of-way in both directions with a minimum of a six-foot buffer between the path and the edge of the shoulder. There is 150 feet to 200 feet of right-of-way. There are some vertical grades on this route, but the paths can be constructed within right-of-way in most locations. Decorative landscaping would be planted between the pathways and the highway main line. Other aesthetic treatments could be added as well. The cost is estimated at $796,000 with mobility benefits of $416,520. The benefit/cost ratio is 0.52.
Construct shared-use path within US 395 right-of-way on both sides from 27th Ave to 10th Ave There is an existing shoulder for pedestrian and bicycle use. A shared-use pedestrian-bicycle path with a buffer would provide a safer and more user-friendly facility. A path would be constructed within US 395 right-of-way in both directions with a minimum of a six-foot buffer between the path and the edge of the shoulder. There is 150 feet of right-of-way. This segment is relatively flat, so the paths can be constructed within existing right-of- way except for a small corner piece at 19th Avenue. Decorative landscaping would be planted between the pathways and the highway main line. Other aesthetic treatments could be added as well. The cost is estimated at $1,236,000 with mobility benefits of $530,280. The benefit/cost ratio is 0.43.
Construct shared-use path within US 395 right-of-way on both sides from 10th Ave to Yelm St There is an existing sidewalk located adjacent to the curb and bicyclists are permitted to travel within the highway lanes. A shared-use pedestrian-bicycle path with a buffer would provide a safer and more user-friendly facility for non-motorized users. The sidewalk would be replaced with a shared-use pedestrian-bicycle path in both directions with a minimum of a six-foot buffer between the path and the curb. The existing right-of-way varies from 100 to 150 feet. Additional right-of-way would be required on both sides of US 395 from 10th Avenue to Kennewick Avenue. Separate existing pedestrian-bicycle bridges would be built on either side of the 4th Avenue Bridge. Decorative landscaping would be planted between the pathways and the highway main line. Other aesthetic treatments could be added as well. The cost is estimated at $4,441,000 with mobility benefits of $795,440. The benefit/cost ratio is 0.18.
Construct shared-use path within US 395 right-of-way on northbound side only from Yelm St to Sacagawea Heritage Trail Loop Pedestrians are prohibited north of the Canal Drive Bridge and bicyclists are prohibited north of the northbound ramp and the shoulders are very narrow over the Canal Drive and UP/BNSF Bridges. A shared-use pedestrian- bicycle path with a buffer would provide a safer and more user-friendly facility for non-motorized users. A path would be constructed within US 395 right-of-way in the northbound direction only, but allow travel in both
p. 14 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses directions. A path in the southbound direction would be very problematic due to the noise wall abutting the existing sidewalk and the difficulty of a non-motorized path traversing through the SR 240 Interchange area.
There is 130 to 150 feet of existing right-of-way from Yelm Street to the Canal Drive Bridge. The path will have a minimum of a six-foot buffer between the path and the curb. At the bridges over Canal Drive and the UP and BNSF railroad lines a separate non-motorized bridge would be constructed. The path would exit at the northbound off-ramp to Columbia Drive and follow along the south side of Columbia Drive until Kent Place. It would then cross Columbia Drive and follow along the north side of Columbia Drive until the northbound entrance ramp to US 395. The path would parallel the ramp on the outer edge of the interchange right-of-way until it intersects the Sacagawea Heritage Trail Loop along the Columbia River or connecting to the path which goes to the sidewalk on the Columbia River Bridge.
Decorative landscaping would be planted between the pathways and the highway main line. Other aesthetic treatments could be added as well. The cost is estimated at $7,275,000 with mobility benefits of $208,280. The benefit/cost ratio is 0.03.
Construct new separate shared-use pedestrian-bicycle bridge over Columbia River There is a sidewalk on the Columbia River Bridge, but it is narrow (3.5 to 4 feet wide). Bicyclists are required to dismount and walk their bicycles over the river (about one-half mile). A separate bridge for shared-use pedestrian-bicycle travel would provide a safer feel and allow bicyclists to ride over the Columbia River. A new separate shared-use pedestrian-bicycle bridge would be constructed over the Columbia River parallel to the existing Columbia River Bridge. It would connect the Sacagawea Heritage Loop Trail in Pasco to the segment in Kennewick. The existing sidewalk on the Columbia River Bridge is only 3.5 to 4 feet wide and bicyclists are required to walk their bicycles. The cost is estimated at $18,880,000 with mobility benefits of $232,060. The benefit/cost ratio is 0.01. Variable rate tolling Variable rate tolling adjusts the toll rate to reduce traffic during congested times. Rates can be adjusted dynamically based on real-time traffic conditions or day of the week and time of day. When traffic is heavy, the toll price increases, and when it is light, the price decreases. Variable rate tolling can be implemented to improve traffic flow.
In the US 395 study corridor, the most likely location for variable rate tolling is the Columbia River Bridge. Tolling will be used to help pay for the addition of a second Columbia River bridge. Tolling may begin prior to bridge expansion or once it is constructed. It could also possibly be used to reduce congestion in other locations within the corridor. The cost to institute variable rate tolling is estimated at $20 million including marketing and startup costs in an area where no current tolling exists.
Add Capacity Strategically
After other applicable Moving Washington Forward strategies have been applied, the worst traffic bottlenecks are targeted to add capacity strategically. The cost estimates are from the Planning Level Cost Estimate (PLCE) software unless otherwise stated. The Add Capacity Strategically strategies are identified below and explained further: Ridgeline Drive – grade-separated crossing Add general purpose lanes from SR 240 to Kennewick Avenue (segment 1) Add general purpose lanes from Kennewick Avenue to 10th Avenue (segment 2) Add general purpose lanes from 10th Avenue to 27th Avenue (segment 3) Add general purpose lanes from 27th Avenue to I-82 (segment 4) Construct additional Columbia River crossing p. 15 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
Re-construct Lewis Street/Sylvester Street Interchange
Construct Interchange at Ridgeline Drive The City of Kennewick and WSDOT have coordinated improvement options at this location for several years. After two Value Engineering (VE) studies, it has been determined an interchange is the solution for this area. Today, Ridgeline Drive has restricted traffic movements (right-in or right-out only) which has little delay and few crashes. The existing intersection is unsuitable for signalization or a roundabout due to the steep grade, high speeds in connection with the close proximity to the interstate, and the heavy truck volumes.
Grade separation would allow for all movements. Because there is little delay and few existing collisions, the calculated benefits are relatively small. However, this strategy is very important to the City of Kennewick to serve the development plans for the Southridge Subarea. The cost is estimated at $20 million based on a VE Study performed by WSDOT with the City of Kennewick in December, 2014. There are $3.9 million in benefits for a benefit/cost ratio of 0.20.
Add general purpose lanes from I-82 to Columbia River Additional lanes between I-82 and the Columbia River will have the greatest benefit for capacity within the corridor during the 20-year study period. South of the river, the current four-lane configuration creates long queues at signals and requires increasingly more signal time for the through movements. Heavy left-turning traffic takes time away from the US 395 through movements. Additional north and southbound lanes along US 395 will reduce queue lengths and allow more vehicles to move through the intersection in less time. The existing cycle length could be retained sustaining mobility within the corridor.
General purpose lanes can be phased and constructed between intersections with the highest need. For cost and benefit estimating, widening US 395 was divided into four segments. Traffic volumes, year of failure, project phasing, highway classification and character, speed limit, and access classification contributed to developing these segments. North of the Columbia River, additional capacity is not needed due to the free-flow condition of US 395.
SR 240 to Kennewick Avenue (segment 1) Segment 1 has the highest traffic volumes and thus the highest need for additional lanes. This alternative provides an additional travel lane in each direction. Four bridges must be widened and additional right-of-way may be required along Falls Avenue, southeast of the Yelm Street intersection. The partial acquisition of Falls Avenue could result in a cul-de-sac being constructed approximately mid-point along the road. To the northwest of the Yelm Street intersection, a noise wall may be needed to mitigate increased traffic noise. This wall is anticipated to begin at Ely Street and follow along the highway up to Yelm Street. The signals at Yelm Street, Clearwater Avenue and Kennewick Avenue must be reconstructed to accommodate the increased width.
The estimated cost for this segment is $13.7 million, which includes $3.7 million for bridge widening. The mobility benefits are $30 million and the safety benefits are $31.8 million for a total of $61.8million. The benefit/cost ratio is 5.6.
Kennewick Avenue to 10th Avenue (segment 2) This alternative provides an additional travel lane in each direction. One bridge must be widened and right-of- way acquisition is needed. As part of this project, the Kennewick Avenue intersection will be expanded with double left-turn lanes.
p. 16 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses
The estimated cost for this segment is $13 million, which includes $3.5 million for right-of-way acquisition. The mobility benefits are $4 million and the safety benefits are $8.3million for a total of $12.3 million. The benefit/cost ratio of this project is 1.23.
10th Avenue to 27th Avenue (segment 3) This alternative provides an additional travel lane in each direction. There are no bridges within this segment and it is anticipated no additional right-of-way is required. A noise wall may be needed to mitigate increased traffic noise between 19th and 10th Avenues west of US 395.
The estimated cost is $8.6 million for this segment. The mobility benefits are $1.7 million and the safety benefits are $6.3 million for a total of $8.0 million. The benefit/cost ratio is 1.08.
27th Avenue to I-82 (segment 4) This alternative provides an additional travel lane in each direction. There are no bridges within this segment and it is anticipated no additional right-of-way is required.
The estimated cost is $13.4 million for this segment. The mobility benefits are $3.3 million and the safety benefits are $6.1 million for a total of $9.4 million. The benefit/cost ratio of this project is 0.83.
Construct additional Columbia River crossing The Columbia River Bridge is currently at capacity and projected to fail by the year 2020. Currently, there is no flexibility to allow for lane modifications and non-motorized traffic is severely restricted; widening this particular bridge is not possible.
This strategy will add capacity via an additional three-lane bridge immediately west of the existing bridge to carry southbound traffic. The existing bridge would be restriped to three lanes and handle northbound traffic only. To enhance non-motorized connectivity through the corridor, a shared-use path for pedestrians and bicycles will be provided.
With a new southbound bridge, the Lewis Street on-ramp could remain as a left side connection but change from a merge to an add-lane configuration over the bridge. This would provide free-flow movement between the interchanges on either end of the bridge and eliminate traffic conflicts associated with the existing ramp merge. The left and center lanes would continue as through lanes to Kennewick and the outside lane would be a drop lane to SR 240.
Restriping the existing bridge to three northbound lanes between the SR 240 on-ramp and the Lewis Street off- ramp would allow free-flow movement between the two interchanges. Both ramps could remain left side connections. Congestion currently associated with the ramps would be reduced, increasing speeds and capacity during the peak hours.
While costs for this strategy are high, this improvement is the most important for long term mobility needs in the corridor, and, without a new river crossing, benefits from other mobility strategies cannot be fully realized.
The estimated cost is $114.6 million. The mobility benefits are $6.2 million with safety benefits of $29.3 million for a total of $35.5 million. The benefit/cost ratio is 0.4.
Re-construct Lewis Street/Sylvester Street Interchange This strategy reconstructs the existing interchange to provide full service to Lewis Street and Sylvester Street for both northbound and southbound movements. A standard diamond or diverging diamond configuration could be used. The existing non-standard left side Lewis Street ramps would be moved to right side connections p. 17 US 395 – I-82 to I-182 Corridor Study Chapter 6 – Proposed Strategies, Planning Level Cost Estimates, and Benefit/Cost Analyses reducing conflicts at the ramp connections. The strategy would improve the safety and operational efficiency of US 395. Acquisition of right-of-way is required.
The estimated cost is $45.0 million with safety benefits of $9.0 million. The benefit/cost ratio is 0.2.
The new crossing over the Columbia River will influence the interchange configuration. The estimated cost for a new bridge is $114.6 million. At this time, it is recommended that reconstruction of the interchange be addressed when a new bridge is built.
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Chapter 7 Plan Implementation
Table of Contents
Decision Methodologies ...... 1 Implementation ...... 2 Past Implementation of Least Cost Planning Strategies ...... 2 Recommended Strategies ...... 2 Funding ...... 8 How Will We Pay for the Projects Identified in the US 395 Study? ...... 8 What Funding Sources are Available for these Projects? ...... 8
US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Decision Methodologies
WSDOT uses Moving Washington and Practical Solutions methodologies to guide decision-making regarding transportation concerns.
Moving Washington As discussed in Chapter 6, Moving Washington principles employ three strategies to identify transportation system solutions: Operate efficiently to get the most out of the existing highways and infrastructure. Manage demand by offering more traveler options. Add capacity strategically to best use limited resources by targeting the most congested areas or critical system gaps.
Practical Solutions Practical Solutions is a two-part strategy that includes least cost planning and practical design which enables more flexible and sustainable transportation investment decisions. It encourages this by increasing the focus on project purpose and need throughout all phases of project development: planning, program management, environmental analysis, design, construction, operation, and maintenance.
Least Cost Planning Least cost planning is an approach to making planning decisions that considers a variety of conceptual solutions to achieve the desired system performance targets at the lowest cost. It is defined in the Washington Administrative Code (WAC) as “a process of comparing direct and indirect costs of demand and supply options to meet transportation goals and/or policies where the intent of the process is to identify the most cost-effective mix of options” (WAC 468-86-030). Central to least cost planning is a process that engages the public, applies methods to evaluate planning options, and guides the selection of options. The outcome of least cost planning is a recommended set of multimodal strategies that are cost effective and still meet the goals and objectives set early in the planning process. Recommended capital investment concepts carry forward to the project development stage.
Practical Design Practical design is an approach to making project decisions that focus on the need for the project and looks for the cost-effective solutions. It engages local stakeholders at the earliest stages of defining the scope to ensure their input is included at the right stage of project design. Decision-making focuses on maximum benefit to the system rather than maximum benefit to the project. Focusing on specific project needs minimizes the scope of work for each project. The goal is to allow more needs to be addressed system wide by reducing spending on lesser priority items on each project. Practical design encourages efficient, effective, and sustainable transportation decisions that can achieve:
Maximum results within limited funding Tailored solutions for the project’s purpose and need Phased solutions that address more critical and current needs More flexibility in design guidance and decision-making Freedom to innovate
p. 1 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Implementation
Chapter 6 reviewed a broad range of strategies which resulted in a number for consideration. These strategies do not favor capital investments over others. The recommended strategies are divided into short, medium, and long range categories. Short range strategies are ones that need implementation within five years. Medium range strategies should be reviewed and implemented (if needed) within five to fifteen years, but only after the short range strategies have been implemented and the conditions re-evaluated. Long range strategies require more than 15 years for evaluation and consideration to implement. If other strategies cannot continue meeting the needs of the corridor these long range strategies should move forward.
Lower cost strategies or ones with the highest benefit-cost ratios are recommended to be implemented first. Low cost strategies are defined as less than $1 million, medium cost ones are from $1 million to $5 million, high cost strategies are $5 million to $75 million, and very high cost strategies are over $75 million. Also, strategies that are not being recommended may be reevaluated for consideration in the future. As times change, strategies that effectively address mobility issues, but were removed due to lack of community support, should be reconsidered for implementation.
Least Cost Planning, Practical Design, and Moving Washington will influence the decisions made. The benefit/cost ratios identified for strategies in chapter 6 shows which projects provide the greatest benefit for the money spent to implement, construct or operate them. The benefit/cost ratio will be used to guide which strategies are recommended and what their ranking is.
Past Implementation of Least Cost Planning Strategies
It is the common practice in the South Central Region to optimize highway operations before expending funds on capital improvements. Many low cost strategies consistent with least cost planning have previously been implemented throughout the corridor and extended the time before more investments are needed. These include traffic signal timing to allow vehicles to progress through the corridor, signal optimization by time of day, flashing yellow arrow traffic signals, right-turn and left-turn channelization, median barrier, acquisition of access rights, right-in/right-out intersections, ramp metering (currently inactive), flow maps, and remote traffic monitoring via the Yakima Traffic Management Center (TMC). Thus, the remaining solutions to address congestion in the corridor are higher cost strategies.
Recommended Strategies
Short Range Strategies Short range strategies carried forward from the study are needs that have been identified and discussed prior to even starting this study. The study re-established that these strategies are still of high benefit (high B/C ratios) to the area. They should be implemented now to address the current needs. This would provide time for the strategies to be evaluated for their effect on the corridor and possibly defer the need to implement some medium to long range strategies. There are also some high cost, medium to long range strategies, that have been identified before the start of this study that were validated by the study. It is recommend that planning for these projects continue due to the extensive time needed to evaluate, scope, and implement these types of projects.
p. 2 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Short Range Est. Moving Washington Strategies chosen to move forward Cost Level Year of Strategy Need¹ Implement 1 of 3 Alternatives at Yelm St Operate Efficiently Low 2012 Minor Modifications to SR 240/US 395 Interchange Operate Efficiently High 2020 Establish a Commute Trip Reduction Program Manage Demand Low* Promote Flow Maps Manage Demand Low Ramp Meter On-Ramps at: Operate Efficiently Low 2020 Columbia Dr, Lewis St, and Court St Interchanges Study and Scope Complete Roadway Planning Low 2013 from SR 240 to Kennewick Ave Begin Expansion of Park and Ride Lots Manage Demand Medium* Study and Scope Construction of Additional Planning Low 2020 Columbia River Crossing Sign Alternate Routes to Tri-Cities Airport and Operate Efficiently Low* 2023 Columbia Basin College ¹Year equals date that it falls below level of service D *requires local commitment (money and time)
Implement One of Three Alternatives at Yelm Street There are three viable alternatives to address the operational problems at Yelm Street:
1. Modify the Yelm Street signal timing to reduce the green time for left-turning vehicles and sign alternate routes to persuade motorists to use different routes. This is the least costly option, but pushes the left- turn issue to the next intersection. 2. Restrict Yelm Street to right-in right-out movements and construct a double left-turn lane at Kennewick Avenue. This option has the highest benefit to US 395. 3. Construct a double left-turn lane at Yelm Street. This option has the highest benefit to the City, but requires a second receiving lane on Yelm Street.
All three alternatives are low cost and would address the operational issues at Yelm Street. WSDOT will work cooperatively with the City to select one of the three alternatives.
Minor Modification to the SR 240/US 395 Interchange This strategy restores the second northbound lane through the interchange and is highly recommended by the City of Kennewick. The strategy lengthens the eastbound SR 240 to northbound US 395 ramp. This is a high cost strategy ($6 million) but is less costly than reconstructing the entire interchange, adding new lanes, or widening the bridge.
Establish a Commute Trip Reduction (CTR) Program Funding a strong CTR program is a high cost strategy and mobility benefits are expected to negligible. However, demand management strategies such as this are new to the corridor and establishing a scaled down program at a lower cost will provide a start to a more sustainable transportation system in the future.
Promote Existing Flow Maps This is a low cost strategy with minimal mobility benefits for US 395. However, it is another step toward a more sustainable transportation system. p. 3 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Meter On-Ramps at Columbia Drive, Lewis Street, and Court Street Interchanges This low cost strategy can have significant mobility benefits for US 395. These interchanges are all located near the Columbia River Bridge, which is nearing capacity. Ramp meters will extend the useful life of the existing bridge and is especially useful at peak times in certain locations along the corridor. Also, ramp meters can be implemented incrementally.
Study and Scope Complete Roadway from SR 240 to Kennewick Avenue This is a low cost incremental strategy to further study and scope for additional lanes and non-motorized facilities from SR 240 to Kennewick Avenue. This segment is currently failing and additional capacity has been needed for the past two years. Mobility benefits are projected to be high.
Begin Expansion of Park-and-Ride Lots Right now, Ben Franklin Transit has identified a need for 300 park-and-ride spaces. An initial expansion of park- and-ride lots would address this immediate need. Construction of 300 spaces would cost over $3 million, but could be extended over several years to reduce the cost in any one year. The extensive expansion of park-and- ride lots described in Chapter 6 is a high cost strategy with very low mobility benefits but will help to maintain current mobility while building upon a sustainable transportation system.
Study and Scope Construction of Additional Columbia River Crossing This strategy is a low cost incremental method to further study whether there is still a need for additional lanes on the US 395 Columbia River Bridge. Without additional lanes crossing the Columbia River, the US 395 Columbia River Bridge will increasingly become more and more of a bottleneck for the Tri-Cities and the region. There is strong interest in the Tri-Cities area for another Columbia River crossing. The Tri-Cities jurisdictions are studying the possibility of constructing an additional crossing of the Columbia River. The local jurisdictions have completed an initial study which included consideration for expansion of the US 395 Columbia River Bridge. WSDOT will continue to participate in the on-going local planning efforts. Depending upon the results and actions taken on this study, the need for additional lanes on the US 395 Columbia River Bridge may be delayed or eliminated. If it is determined that an additional US 395 Columbia River Bridge is needed, then this strategy will continue on to scoping the project.
Signs Identifying Alternate Routes to the Tri-Cities Airport or Columbia Basin College This is a very low cost strategy and will provide negligible mobility benefits.
Medium Range Strategies After the short range strategies have been implemented, hopefully within five years of the study’s acceptance, these locations should be re-evaluated to see if the short range strategies have resolved the corridor issues. In locations where operational problems persist or where growth or new development has created the need for additional solutions, the medium range strategies should be re-examined to see if they will resolve those concerns. Many of the strategies in the medium range have been discussed prior to this study and were identified as future needs. Medium range strategies that are still viable options should be carried forward with lower cost strategies implemented first (Operate Efficiently and Manage Demand). Strategies previously rejected in the study should also be re-evaluated to see if they now can move forward as viable strategies. High cost/medium range strategies need to be further studied or scoped at this time as well to refine the configuration and cost, and to develop a financing strategy. After being implemented and the locations are re- evaluated, medium range strategies could offset the need for long range strategies if effective.
p. 4 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Medium Range Moving Washington Est. Year Strategies chosen to move forward Cost Level Strategy of Need¹ Pedestrian Crossing Improvements Operate Efficiently Medium at Kennewick Ave and Clearwater Ave Meter Traffic through Signalized Corridor Operate Efficiently Low Construct Complete Roadway Add Capacity High 2013 from SR 240 to Kennewick Ave Strategically Construct Double Left-Turn Lane at 10th Ave Operate Efficiently Low 2019 I-182 Interchange – Operate Efficiently Medium 2023 US 395 to 20th Ave Eastbound Weave Lane US 395/Court Street Interchange to I-182 Operate Efficiently Medium 2023 Interchange Northbound Weave Lane Add Capacity Grade Separate Ridgeline Dr Intersection High* Strategically Study and Scope Complete Roadway - Planning Low 2019 Kennewick Ave to 10th Ave and 10th Ave to 27th Ave Incident Response Team for US 395 Operate Efficiently Medium Traffic Management Center to Serve the Tri-Cities Manage Demand Medium* Variable Rate Tolling Manage Demand High Continue Expansion of Park and Ride Lots Manage Demand Medium* Expand and Promote Vanpooling Manage Demand High* Expand and Promote Transit Service Manage Demand High* ¹Year equals date that it falls below level of service D *requires local commitment (money and time)
Pedestrian Crossing Modifications at Kennewick Avenue and Clearwater Avenue There are two viable alternatives to balancing motorized traffic and pedestrian needs for the Clearwater Avenue and Kennewick Avenue intersections. Both strategies allow signal progression to be retained for motorized vehicles providing a significant mobility benefit:
1. Constructing a pedestrian bridge would provide free-flow movements for pedestrians and remove conflicts with motorized vehicles. Pedestrians would ascend and descend over US 395 in order to cross the highway. 2. Constructing a median refuge would allow pedestrian movements to be at-grade. It may take pedestrians two traffic cycles to cross.
WSDOT will work with the City of Kennewick to select an alternative.
Meter Traffic through the Signalized Corridor Metering traffic only during peak traffic hours is a very low cost strategy and would return balance to the signal timing in proportion to the highway-to-side street traffic ratio. Traffic on the side streets would experience longer queues and longer delays. This has significant mobility benefits for US 395 at very low cost.
p. 5 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Construct Complete Roadway from SR 240 to Kennewick Avenue This high cost strategy has a high benefit/cost ratio and will provide high mobility to one of the most congested segments in the study corridor. This strategy not only significantly improves highway operations but also enhances non-motorized connectivity and improves quality of life in the surrounding neighborhood. The existing disconnected pedestrian-bicycle route will be address via the non-motorized shared-use path (listed separately in Chapter 6) has been included as part of this strategy. Further, a noise wall is included along the north side of the highway, between Ely and Yelm Street.
Construct Double Left-Turn Lanes at 10th Avenue This is a low cost strategy with a very high benefit/cost ratio to address congestion in a spot location. This strategy extends the operational life of this corridor segment and delays the need for more costly capacity improvements.
I-182 Interchange – US 395 to 20th Avenue Eastbound Weave Lane Medium cost strategy with an extremely high benefit/cost ratio to address weave congestion. This strategy will extend the operational life of the I-182/US 395 Interchange and delay or eliminate the need for higher cost fixes.
US 395/Court Street Interchange to I-182 Interchange Northbound Weave Lane Medium cost strategy with a very high benefit/cost ratio to address weave congestion. This strategy will extend the operational life of the I-182/US 395 Interchange and delay or eliminate the need for higher cost fixes.
Grade Separate Ridgeline Drive Intersection This is a high priority strategy for the City of Kennewick who have already begun planning and scoping the project. This strategy will provided enhanced access to the growing Southridge Sub-Area while addressing safety and mobility concerns created by high-speeds and steep grades.
Study and Scope Complete Roadway from Kennewick Avenue to 10th Avenue and 10th Avenue to 27th Avenue This is a low cost incremental strategy to further study and scope additional lanes and non-motorized facilities from Kennewick Avenue to 10th Avenue and from 10th Avenue to 27th Avenue. Congestion on these segments is increasing and the highway is projected to fail within the near term. The additional lane will have significant mobility benefits for US 395.
Incident Response Team (IRT) for US 395 This is a medium cost strategy with low mobility benefits for the corridor; however, as the highway becomes more congested, mobility benefits will increase.
Traffic Management Center (TMC) to Serve the Tri-Cities The Tri-Cities is one of four areas in the state monitored for major congestion, but is the only location without a TMC. This is a high cost strategy that would allow expanded monitoring of congestion in the Tri-Cities area. The “add dynamic travel time signs” strategy, listed separately in Chapter 6, has been incorporated as part of this strategy.
Variable Rate Tolling Variable rate tolling is a high cost strategy that would reduce traffic congestion during peak times. This strategy can be implemented incrementally and would begin collecting revenue for corridor improvements including future expansion of the US 395 Columbia River Bridge.
p. 6 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Continue Expansion of Park-and-Ride Lots This medium cost strategy has low mobility benefits that would continue expansion of park-and-ride lots. Using least cost methodology and to continue developing a more sustainable transportation system, this strategy can be implemented incrementally to reduce or increase the scale as funding is available or the need arises.
Expand and Promote Vanpooling This is a high cost strategy with low mobility benefits for the corridor. Using least cost methodology and to continue developing a more sustainable transportation system, this strategy can be implemented incrementally to reduce or increase the scale as funding is available or the need arises.
Expand and Promote Transit Service This is a high cost strategy with low mobility benefits for the corridor. Using least cost methodology and to continue developing a more sustainable transportation system, this strategy can be implemented incrementally to reduce or increase the scale as funding is available or the need arises.
Long Range Strategies Long range strategies carried forward in the study would be most effective if implemented after medium range strategies have reached the limits of their effectiveness; it is anticipated this will occur about 15 years after acceptance of the study given current trends. Some of these strategies may be needed due to growth (i.e., new development) in the area and not solved by medium range solutions. At this time (in 15 years) the long range strategies should be re-evaluated to see if they are still deemed viable options. Again, strategies rejected in the study should be re-evaluated to see if they now can move forward as viable solutions. High cost long range strategies should be further studied and scoped before this time to refine the configuration and cost, and to develop a financing strategy. Because of the complexity of a new river crossing, it is recommended that this option continue to be studied and refined within the first five years of this study’s approval.
Long Range Moving Washington Est. Year Strategies chosen to move forward Cost Level Strategy of Need¹ Construct Complete Roadway Add Capacity High 2019 from Kennewick Ave to 10th Ave Strategically Construct Complete Roadway Add Capacity High 2018 from 10th Ave to 27th Ave Strategically Add Capacity Very High 2020 Construct Additional Columbia River Crossing Strategically Add Capacity High 2032 Re-Construct Lewis St/Sylvester St Interchange Strategically Construct Complete Roadway Add Capacity High 2029 from 27th Ave to I-82 Strategically ¹Year equals when it is estimated to falls below level of service D *requires local commitment (money and time)
Construct Complete Roadway from Kennewick Avenue to 10th Avenue As traffic volumes continue to increase and other strategies have been implemented and are now exhausted, this high cost strategy will be necessary to address congestion. The non-motorized shared-use path (listed separately in Chapter 6) is included as part of this strategy and will enhance non-motorized connectivity and further improve highway operations.
p. 7 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Construct Complete Roadway from 10th Avenue to 27th Avenue As traffic volumes continue to increase and other strategies have been implemented and are now exhausted, this high cost strategy will be necessary to address congestion. The non-motorized shared-use path (listed separately in Chapter 6) and a noise wall north of 19th Avenue and along the west side of the highway is included as part of this strategy. Not only does this strategy significantly improve highway operations, but it will enhance non-motorized connectivity and improve quality of life in the surrounding neighborhood.
Construct Additional Columbia River Crossing The US 395 Columbia River Bridge is a major bottleneck in the region and there is strong interest and support from the local communities for another Columbia River crossing. This is a high cost strategy with a low benefit/cost ratio along corridor; however, this strategy will have significant benefits that will extend beyond the immediate vicinity of the corridor. Pedestrian and bicycle facilities will be improved as part of this strategy to enhance mobility for alternative transportation modes as well. The non-motorized shared-use bridge would no longer be necessary because the new bridge will include pedestrian and bicycle facilities.
Re-Construct Lewis Street/Sylvester Street Interchange This is a high cost strategy and would significantly improve the configuration of the interchange. The City of Pasco has long expressed interest in re-configuring the interchange and WSDOT will continue to work with the local community to refine this strategy.
Construct Complete Roadway from 27th Avenue to I-82 This is a high cost strategy. Truck freight and other slow vehicles will be able to use the right lane as a climbing lane to travel the steep grade. This strategy will need to be reevaluated as the Southridge Subarea development progresses to determine if this improvement is still needed. The non-motorized shared-use path (listed separately in Chapter 6) may be constructed in an alternate location.
Funding
How Will We Pay for the Projects Identified in the US 395 Study? Strategies chosen to move forward have different levels of financial commitment and implementation timing. Some costs are one time, while several operational strategies are yearly costs that will require an ongoing commitment to be effective. Low cost strategies are fundable out of existing state and local resources based on priority for that agency. Medium cost strategies are fundable with local Surface Transportation Program (STP) allocations, grants or existing state funds if they qualify and depending on priority. Projects over $5 million (high cost) may qualify for grants but will most likely need new revenue sources to be constructed, such as tolls or local taxing options. A new Columbia River crossing is identified as very high cost (over $100 million). This would need to be constructed with a new revenue source such as tolling the crossing.
What Funding Sources are Available for these Projects? WSDOT traffic operational funding (Q program) can be used to fund traffic operation strategies, such as the Tri- Cities Traffic Management Center, ramp metering, and metering traffic through signals. Funding strategies for alternate modes have funding and grants available through WSDOT Public Transportation Office and Federal Transit Administration (FTA), such as Commute Trip Reduction (CTR) program, park-and-ride lots, transit, etc. The local jurisdictions benefit from many strategies and can apply funding strategies from their resources, such as the Transportation Improvement Board (TIB), local STP or Transportation Alternatives Program (TAP) funds allocated to Metropolitan Planning Organizations (MPOs). Projects with high benefit/cost ratios and low to medium costs should be able to compete for state highway improvement funds (I program), especially if increased transportation funding happens at the state or federals level. Since many strategies are of regional significance or importance, they will compete well for state or federal grants, such as Transportation Investment p. 8 US 395 – I-82 to I-182 Corridor Study Chapter 7 – Plan Implementation
Generating Economic Recovery (TIGER), freight mobility or other grant programs. Tolling is listed as a strategy to manage demand but is also a revenue stream for higher and/or long range strategies.
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