MEETING MINUTES Subject: Corridor Sketch Initiative – Phase II Benton-Franklin Council of Governments M3 Workshop
Location: Benton PUD Auditorium, Kennewick, WA Date: Wednesday, June 7, 2017 / 1:00 p.m. – 5:00 p.m.
Participants: See attached sign-in sheet.
Summary The following notes summarize the topics discussed during the June 7, 2017 Washington State Department of Transportation (WSDOT) South Central Region (SCR) M3 workshop in conjunction with the Benton-Franklin Council of Governments (BFCG) to evaluate WSDOT corridors within BFCG’s planning boundary. The workshop supported Phase II of WSDOT’s Corridor Sketch Initiative through a multi-modal, multi-disciplinary, and multi-agency process designed to identify future opportunities to improve how the state highway system functions. Participants included representatives from the following agencies and other stakeholders: Cities of Benton City, Kennewick, Pasco, Richland, and West Richland Franklin County Bike Tri-Cities BFCG Washington Department of Fish and Wildlife WSDOT’s Maintenance, Planning, and Program Management sections SCR structured the workshop around the twin approaches of problem identification and strategy development for the 14 corridors grouped by area as shown in the table below. WSDOT’s corridor number(s) is (are) in parentheses after each corridor name.
Benton County Tri-Cities Franklin County SR 24, I-82 to SR 243 (367) SR 225, Benton City to SR 240 US 395, Pasco to Ritzville (266)b (429) I-82, Union Gap to Oregon Border I-182/US 12, Richland to SR 17, Mesa to Moses Lake (263)c (513) Pasco (235) SR 22, Zillah to Prosser (423) SR 397, I-82 to I-182 SR 260/SR 261, SR 17 to Washtucnab (412 and 413) (402 and 403) SR 221, SR 14 to Prosser (427) SR 261, US 12 to SR 260 (409) SR 14, Maryhill to I-82 (129)a SR 124, Pasco to Waitsburg (414) US 12, SR 124 to Idaho Border (255) a The Klickitat County portion of SR 14 is in WSDOT’s Southwest Region. b The Adams County portions of US 395 and SR 261 are in WSDOT’s Eastern Region. c The Grant and Adams County portions of SR 17 are in WSDOT’s North Central Region.
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This workshop focused on all five of WSDOT’s corridor evaluation criteria (preservation, other, mobility, environment, and economic vitality) and addressed corridors not previously evaluated as part of the Phase II M3 process.1 Small groups of participants developed strategies for each corridor in breakout sessions. Primary topics of discussion for many corridors included slow-moving trucks and intersection safety, with truck-climbing lanes, acceleration/deceleration lanes, dedicated left- and right-turn lanes, and interchanges suggested as some of the most frequent strategies. Because several cities in BFCG’s planning boundary are developing rapidly, participants also suggested land use planning and studies for many corridors to define a system-wide context for problems and potential strategies and solutions.
Welcome and Corridor Sketch Initiative Summary Paul Gonseth, WSDOT’s SCR Planning Manager, welcomed the participants, explained his role as workshop facilitator, and provided background on the Corridor Sketch Initiative. The workshop participants introduced themselves with their name, agency, and role.
Progress to Date SCR completed Phase I of the two-phase Corridor Sketch Initiative in fall 2016. Phase I involved data gathering and preliminary evaluation of state highways and interstates, and allowed SCR to collaborate with its transportation partners – including local communities and a range of stakeholders – to document the current conditions, functions, and performance expectations for each corridor. SCR characterized or “sketched” applicable highways and evaluated them to identify transportation issues. SCR initiated Phase II in December 2016 with a series of e-mails inviting Phase I stakeholders to validate and/or augment the information they provided during Phase I. Concurrently, SCR expanded the Phase II distribution to provide comment opportunities to additional stakeholders such as Tribes, land-managing agencies, and multi-modal organizations. The M3 workshops build on the comment opportunities and feedback loops, and bring together a targeted group of multi-modal, multi-disciplinary, and multi-agency stakeholders to evaluate in detail specific aspects of the selected corridors. Earlier in 2017, SCR held a series of three M3 workshops that focused on corridors with identified mobility issues (i.e., congestion) per WSDOT Headquarters’ performance standards. One of these workshops was held in the Tri-Cities on March 30, 2017. In April 2017, SCR kicked off a second round of M3 workshops to evaluate the remaining corridors (i.e., corridors that did not meet Headquarters’ congestion thresholds) using the remaining criteria (preservation, other, environment, and economic vitality). SCR planned the second round so that a workshop was held with each of their partner metropolitan and regional transportation planning organizations. During the Progress to Date discussion, a participant asked for more detail about the next steps in the Corridor Sketch Initiative process. Ultimately, Phase II is intended to yield corridor-specific strategies that can be ranked and included in WSDOT’s long-range Highway System Plan (HSP). While the HSP focuses on corridors with mobility issues2 and congestion, SCR is currently focusing on refining the strategies developed during Phase II for all of the evaluation criteria. The South Central regional management will continue to work
1 SR 224 (Corridor No. 428), SR 240 (Corridor No. 138), and US 395, Kennewick to Pasco (Corridor No. 265) were previously evaluated at an M3 workshop on March 30, 2017. 2 Congestion focuses on how many cars are moving (or not moving) at a given rate; mobility considers how various modes can move across a transportation system and the obstacles to facilitating various modes. BFCG M3 Workshop – Meeting Minutes Page 2 of 10
with local jurisdictions and other project proponents over the next year to evaluate identified strategies and refine them into projects, operational modifications, or policy changes. How long it takes a strategy to come to fruition varies. Shorter-term, lower-cost projects with readily available funding could occur within 1-3 years. Funding hurdles or a design that is more complicated could take 5-10 years (medium-term). High-dollar, multi-jurisdictional, major capital improvements may require 10-20 years (long-term). For example, Connecting Washington, the current financing package, is a 16-year package running through 2030. Projects that would need to be incorporated into the next financing package are automatically long-term. Information and data gathered during the Corridor Sketch Initiative process does not stop with the HSP. WSDOT will use the information in the database to have a snapshot of issues/strategies if additional funding becomes available in the future. Finally, WSDOT will need to maintain the database. WSDOT is currently considering how often to revisit the data and how often to re-engage its transportation partners to validate and update the information. One option is for local milestones to trigger the re-evaluation of the corridor sketch data (e.g., local plans updates, changes in elected officials, etc.).
Workshop Objectives By summarizing progress to date, Paul placed the M3 workshop in the context of Phase II of the Corridor Sketch Initiative. Paul followed up by reiterating how WSDOT will use the M3-generated strategies and outcomes as Phase II continues (described above). Workshop objectives included: Explaining the purpose and structure of the workshop. Differentiating between solutions and strategies and explaining the range of strategies available for consideration: o acceptance of existing conditions and/or current performance, o more detailed planning studies and analyses, o travel demand management, o operational improvements, o local network improvements, and o policy changes. Defining the evaluation criteria. Providing sufficient information and data from Phase I to assist in Phase II decision-making and strategy development. Analyzing problems to identify underlying causes and issues affecting preservation of the corridor, other corridor features, the environment, economic vitality, and, as appropriate, mobility. Involving participants and maintaining an active and energized discussion by breaking out into small group sessions to develop strategies. Developing short-term, medium-term, and long-term strategies to address underlying causes and issues. These objectives comprise a sequential approach to developing strategies that SCR can prioritize and carry forward into WSDOT’s project development and programming processes. Ultimately, Phase II is intended to yield corridor-specific strategies that can be ranked and included in WSDOT’s long-range HSP.
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Problem Identification and Strategy Development To identify problems and develop strategies, the participants evaluated the corridors separately for Benton County first, then the Tri-Cities, followed by Franklin County. For each corridor, Paul reviewed the feedback received in response to the December 2016 opportunity to comment. This feedback is summarized sequentially for each corridor in the attached partner feedback handout. He also encouraged the participants to update and augment the comments as needed, not just with their “agency hat on” but also drawing from their personal experience as they have traveled the subject corridors. The participants identified problems and issues for each corridor as a group, and then split into three small groups for a breakout session to develop short-, medium-, and long-term strategies for each issue. Each breakout group was assigned one or two of the subject corridors for Benton County, one for the Tri-Cities, and two for Franklin County. The identified issues and strategies are summarized in the attached matrix breakout. Primary topics of discussion for many corridors included slow-moving trucks and intersection safety, with truck-climbing lanes, acceleration/deceleration lanes, dedicated left- and right-turn lanes, and interchanges suggested as some of the most frequent strategies. Because several cities in BFCG’s planning boundary are developing rapidly, participants also suggested land use planning and studies for many corridors to define a system-wide context for problems and potential strategies and solutions.
Question & Answer Session / Workshop Re-cap Paul thanked the participants for attending and for the active, productive discussions and breakout sessions. Then he solicited questions on the workshop in particular and the corridor sketch process in general. The questions posed were similar to the questions asked during the March 30, 2017 Question & Answer discussion; therefore, those responses are reproduced in part here. “What’s next for the Corridor Sketch Initiative?” This question is also addressed in the Progress to Date section above; see that section for additional detail. In summer 2017, WSDOT will enter the strategies developed for each corridor in the breakout sessions into the corridor sketch database. The database will document the issues and strategies identified and developed during the workshop. As appropriate, prioritized short-term strategies will be carried forward into subsequent multi-jurisdictional planning efforts intended to yield solutions to include in WSDOT’s HSP. Medium- and long-term strategies will be used in future long-range planning efforts and to capital develop plans. HSP cycles will hopefully reflect some of these goals/strategies. Short-term strategies can be funded with discretionary money, but likely must be low-cost. Medium- and long-term strategies will be subject to longer-term funding and planning, as well as corridor-level and regional prioritization processes. The sooner local jurisdictions prioritize funding and coordinate (both internally and with other agencies) on the strategies they want to develop into solutions, the sooner funding partners can be brought into the project development process. Long-term strategies take coordinated effort, a clear vision, and “one voice” to move the project development process forward. Projects in excess of $1 million, especially, require planning, coordination, and cooperation with all entities because those projects will likely be line-items in the legislative budgets. Co-applicants with community support are better positioned to be awarded grants for smaller projects. “Future communication with the local jurisdictions?” SCR will distribute meeting minutes to all invitees for review and comment. Participant review will help SCR validate the issues and strategies identified and
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developed at the workshop breakout. Several of the strategies involve coordination with local jurisdictions. As these strategies are further evaluated and refined, WSDOT will involve the pertinent jurisdictions. SCR finished the Phase II M3 workshops in June 2017. Meeting minutes will be distributed for review and comment in July 2017.
Adjourn The workshop adjourned at approximately 5:00 p.m. These minutes reflect notes taken by WSDOT staff, and they have been annotated for clarity and to provide additional information where pertinent. If any corrections are necessary, please provide comments within one month of receipt of these minutes.
Attachments Strategy matrix (pages 6-10 of these minutes) Sign-in sheet Meeting materials (agenda, corridor map, feedback summary, crash density data, corridor summary reports, Corridor Sketch Initiative summaries)
Distribution Meeting invitees
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Evaluation Criteria Issue Strategy(ies) Timeframe
SR 24
Mobility Lack of vanpool parking for Yakima Transit. Encourage Yakima Transit to expand existing carpool lots or construct new ones. Short-term
Mobility South of the Vernita Bridge over the Columbia River, slower-moving trucks impede Construct a southbound truck-climbing lane from the Vernita Bridge to the top of the grade. Medium-term traffic while climbing the steep southbound grade.
Economic Vitality Hanford Reach National Monument needs better wayfinding. Coordinate with the U.S. Fish and Wildlife Service (USFWS) regarding additional national Short-term monument signage (Trevor Fox, Refuge Manager, [email protected]). Short-term Install additional signage on highways providing access to the national monument.
I-82
Mobility Increasing truck traffic and slow trucks passing slower trucks in the northbound Construct northbound truck-climbing lanes from Coffin Road to Locust Grove Road. Medium-term direction impedes traffic south of the Tri-Cities.
Mobility / Economic There is a need for one or more additional bridges crossing the Columbia River and Coordinate with local jurisdictions to study the proposed Northern Connector Highway from I-82 to Short-term Vitality there is a need for more alternative routes to congested local corridors and more US 395 thru West Richland, Richland and Pasco local transportation system connectivity, and an expansion of the transportation network.
Mobility / Economic Future development along/around I-82 in urbanized area (Benton City to Locust Coordinate with Benton City, Richland, and Kennewick to develop an I-82 corridor plan from Short-term Vitality Grove Road) will likely increase traffic and demand for access to I-82. Benton City to Locust Grove Road. Short-term Study, modify, and construct interchanges as needed. o Coordinate with Benton City, Richland, and Kennewick to conduct land use planning around Short-term existing and proposed interchanges. o Preserve interchange areas for future expansion of road and highway facilities. Short-term o Modify or expand existing interchanges (includes transitioning rural interchanges to urban Medium-term interchanges). o Construct new interchanges. Long-term
SR 22
No additional issues identified.
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Evaluation Criteria Issue Strategy(ies) Timeframe
SR 221
Other The curve at the Yakima Valley overlook (approximate MP 23.5) is too sharp, Install dynamic signing before and on the curve in both directions. Short-term resulting in a high crash rate. Straighten the curve. Long-term
Other Blowing dust or snow can close the road. Motorists try to circumvent barricades/ Increase enforcement of barricades/closures/detours. Short-term closures/detours by using intersecting county roads and often are stuck in similar or Implement rolling slow-downs during dust and snowstorms if closure is not feasible. Short-term worse conditions off the highway. Place mobile variable message signs (VMS) on SR 14 or I-82 to alert motorists to inclement Short-term conditions and closures/detours.
Other Left-turning motorists often impede traffic by slowing down and stopping in the Add dedicated left-turn lanes. Short-term travel lane.
SR 14
Other The SR 221 intersection appears to have a crash issue. Study the intersection to identify crash issues and develop strategies to address the causes. Short-term
Economic Vitality The corridor provides important access and linkages for recreation and tourism Study recreational/tourist use of the corridor and identify strategies to meet recreational and tourism Short-term (e.g., windsurfing, fishing, wine tasting). needs and increase visitation.
SR 225
Other / Mobility / The sidewalk network in Benton City is incomplete and the downtown is not Implement Complete Streets on SR 225 through Benton City; requires the city to pass a Complete Short-term Economic Vitality pedestrian-friendly. Streets ordinance prior to implementation. Coordinate with Benton City to study a truck bypass around the downtown core. Short-term Improve pedestrian crossings. Short-term Make downtown streets pedestrian-friendly. Short-term Encourage tourism (wineries and associated tasting rooms), bicyclists, and pedestrians. Medium-term Construct a bicycle/pedestrian bridge over the Yakima River to provide connectivity with the Red Medium-term Mountain American viticultural area and other tourist attractions east of the river.
Economic Vitality Benton City downtown plan is outdated. Develop a new downtown plan. Short-term Coordinate the city’s downtown vision with WSDOT. Short-term
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Evaluation Criteria Issue Strategy(ies) Timeframe
I-182/US 12
Other This highway is perceived to have more crashes than other highways in the Coordinate with Pasco and Richland to conduct speed and safety studies and develop strategies to Short-term Tri-Cities, especially at the two SR 240 interchanges. address the reasons behind the crashes.
Other The westbound I-182 ramp to southbound SR 240 has a loop ramp with a curved WSDOT installed additional curve warning signing in early 2017. Complete advised for 25 miles per hour (mph), and the crash history indicates motorists have Accept the existing conditions and resultant performance gap. Short-term issues negotiating the off-ramp. Install additional curve warning signing. Short-term Modify the interchange to lengthen the deceleration lane. Long-term
Other The weave between the two SR 240 interchanges is relatively short and results in a Coordinate with Richland to conduct a speed study. Short-term speed differential of about 10 mph because merging cars do not have enough room Implement relatively consistent speed limits (± 5 mph) through the weave by reducing the speed Medium-term to accelerate to mainline speeds. limit on I-182 from 70 mph to 65 mph between Queensgate Drive and Argent Road. Public acceptance and compliance may be lacking. The future Duportail Bridge may nullify the issue by shifting some traffic off I-182. Long-term
Mobility All the interchange ramps are under capacity. However, access to and from the Coordinate with Pasco and Richland to conduct a corridor-level access study. Medium-term local system is needs improvement because of congestion on ramps and local Coordinate with WSDOT Headquarters to conduct the Endorsement Process for Highway Corridor Medium-term roads leading to the highway. The Road 68 interchange in particular backs up onto Planning Studies to ensure Headquarters’ involvement in the access study begins early in and mainline. continues through the planning study process.
Mobility Farm implements (especially wider loads) on the highway impede traffic and Accept the existing conditions and resultant performance gap. Short-term contribute to congestion, especially during afternoon peak travel times. Implement time-of-day restrictions; coordinate with Farm Bureau and farming community. Short-term If possible, develop alternative routes farmers may use. Medium-term
SR 397
Other Columbia Drive, 1st Avenue, Gum Street, and 10th Avenue all have potential for Coordinate with Kennewick on an intersection safety study. Short-term improvement.
Other Signs for Sacajawea State Park do not let tourists know it is a fee area. Tourists Coordinate with Washington State Parks to improve signage to Sacajawea State Park. Short-term are enticed by recreational signs but encounter a fee area without warning.
Mobility Construct a northbound, right-turn slip lane from 10th Avenue onto Ainsworth In June 2017, WSDOT restriped 10th Avenue to provide more room for trucks to turn right without Complete Street. impeding traffic. The restriping involved removing the northbound left-turn lane and shifting the two travel lanes toward the centerline, effectively widening the outside lane for truck turning. Consider westbound, dual left-turn lanes from Ainsworth Street onto 10th Avenue. In June 2017, WSDOT created two left-turn lanes from Ainsworth Street onto 10th Avenue. Complete The angle of the right-turn slip ramp from southbound SR 397 to westbound Shift the southbound right-turn slip lane closer to the intersection and sharpen the angle to reduce Medium-term Columbia Drive allows traffic to merge onto Columbia Drive at excessive speeds. the speed of southbound SR 397 traffic merging onto Columbia Drive.
Mobility / Economic Port of Pasco expansion near highway could increase traffic. Coordinate with the Port of Pasco and the City of Pasco to identify any impacts from the expansion Short term Vitality and develop strategies to address them.
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Evaluation Criteria Issue Strategy(ies) Timeframe
Economic Vitality The corridor is one of just a few truck routes within Kennewick. Columbia Drive is Coordinate with Kennewick to study an alternate freight route for Columbia Drive. Short-term an adjacent part of Kennewick’s freight route system, but that may change because Coordinate with Kennewick to study anticipated growth along I-82. Short-term of the significant development potential along Columbia Drive (particularly on the north side) that could make travel by trucks less desirable. The character of Columbia Drive could change significantly over time, starting to favor multimodal travel and pedestrians over pure vehicle movements and possibly sending more vehicles north on SR 397 into Pasco.
Economic Vitality The Port of Benton and the City of Richland are working with the ports of Seattle Coordinate with the Port of Benton and the City of Richland as they study the potential for a truck/rail Short-term and Tacoma to address congestion at the ports in Seattle and Tacoma. A truck/rail transload facility. transload facility in Richland could be developed to consolidate truck trips from eastern Washington and possibly parts of eastern Oregon, transfer the freight to rail, and then send the consolidated shipment by rail to either port in Tacoma or Seattle.
US 395, Pasco to Ritzville
Other / Mobility Motorists impede traffic when slowing or waiting to turn onto Crestloch Road/Selph Add a dedicated northbound right-turn onto Crestloch Road. Medium-term Landing Road (the Country Mercantile is in the southeast corner); the intersection Increase left-turn storage. Medium-term has potential for improvement.
Mobility Slow trucks and slow-moving farm equipment impede traffic while they accelerate Reconstruct Phend Road intersection to restrict left turns (i.e., right-in/right-out only, resulting in Short-term to full speed. Because trucks move freight year-round, this can be a constant issue 1 mile of out-of-direction travel to access southbound US 395 from Phend Road or 1.5 miles of out- and not just harvest-related. of-direction travel to access eastbound Phend Road from southbound US 395). Coordinate with the Farm Bureau to evaluate if acceleration and deceleration at all at-grade Medium-term intersections would help maintain the flow of traffic. Construct acceleration and deceleration lanes if they would be effective. Evaluate all turning movements. Long-term
Mobility Foster Wells Road currently has level of service issues, and could be near or at Remove access to Foster Wells Road from US 395 (and vice versa) and direct traffic to use Short-term capacity in the near future. Kartchner Street and Industrial Way (west) or Capitol Avenue (east). Construct interchange. Long-term
SR 17
Other Two fatalities occurred at the Booker Road intersection on 6.6.17; the intersection Evaluate the number and type(s) of crashes at the Booker Road intersection and determine strategies Short-term has potential for improvement. to potentially improve the intersection.
Other Potentially inadequate sight distance looking south near County Road 170; Add a dedicated right-turn lane onto County Road 170. Medium-term southbound motorists try to pass trucks turning right and collide head-on with northbound traffic.
Other / Mobility Vehicles, especially trucks and buses, have difficulty accelerating to highway Add acceleration and deceleration lanes and right-turn lanes at the Pepiot Road and May Avenue Medium-term speeds and decelerating to reduced speed limits when entering and exiting SR 17. intersections in Mesa.
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Evaluation Criteria Issue Strategy(ies) Timeframe
Mobility Vehicles deaccelerating or waiting to turn and slow-moving trucks entering the Add dedicated turn lanes and acceleration lanes at intersections with county roads. Medium-term highway impede traffic.
SR 260
No additional issues identified.
SR 261
Preservation / Traffic on SR 260 and Palouse Falls Road has greatly increased since Palouse Change the status/jurisdiction of Palouse Falls Road from county to state. Short-term Economic Vitality Falls was named Washington’s official state waterfall in 2014. The Palouse Falls Franklin County would like the state to fund maintenance of Palouse Falls Road and/or arrange for Medium-term Road gravel surface is rapidly deteriorating from the traffic volumes, and visitors the state to maintain the road. Long-term are known to park on SR 260 when the state park is crowded. Widen SR 260 near the Palouse Falls Road intersection to provide wider shoulders and travel lanes and a dedicated southbound left-turn lane.
SR 124
Preservation Vertical curves create multiple dips and bumps on the roadway surface. Flatten vertical curves or modify vertical profile where needed. Long-term
Preservation Drainage issues cause water to pool on and flow over the road near MP 9; about Raise roadway surface or profile. Short-term 6-8 inches of stormwater pools/pond in a dip caused by a vertical curve.
Other Lack of protected turn lanes at the intersections leading to Charbonneau Park Widen SR 124 to provide a dedicated left-turn lane at each intersection. Medium-term (Sun Harbor Drive and Agate Road).
Other Lack of protected turn lanes at the intersection leading to Broetje Orchards and Widen SR 124 to provide a dedicated left-turn lane. Medium-term Fishhook Park (Fishhook Park Road).
Other The Lake Road intersection lacks pedestrian facilities. Construct pedestrian crossing at Lake Road. Short-term Construct pedestrian facilities along SR 124 in the Burbank Heights area. Medium-term
Mobility The US 12/SR 124 interchange truncates adjacent pedestrian facilities. Construct pedestrian facilities through the interchange and connect them to Hood Park. Medium-term
US 12
Other / Mobility A number of crashes have occurred at the Tank Farm Road intersection (including Construct interchange at Tank Farm Road to separate vehicles entering, exiting, and crossing US 12 Long-term injury crashes), and crossing US 12 can be difficult. As development and traffic from mainline traffic. increase along US 12 in Pasco, slow-moving freight vehicles and traffic in general will have increasing difficulty turning left from Tank Farm Road and/or accelerating to highway speeds.
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AGENDA Benton-Franklin Council of Governments M3 Workshop South Central Region Corridor Sketch Initiative – Phase II
June 7, 2017 1:00 p.m. – 5:00 p.m.
1:00 p.m. – 1:05 p.m. Welcome and Introductions
Corridor Sketch Initiative Summary 1:05 p.m. – 1:15 p.m. Progress to Date Workshop Objectives
Benton County Background Problem Identification Strategy Development SR 24, I-82 to SR 243 1:15 p.m. – 2:15 p.m. I-82, Union Gap to Oregon Border SR 22, Zillah to Prosser SR 221, SR 14 to Prosser SR 14, Maryhill to I-82
Tri-Cities Background Problem Identification Strategy Development 2:15 p.m. – 3:15 p.m. SR 225, Benton City to SR 240 I-182/US 12, Richland to Pasco SR 397, I-82 to I-182
3:15 p.m. – 3:30 p.m. Break
Franklin County Background Problem Identification Strategy Development US 395, Pasco to Ritzville 3:30 p.m. – 4:45 p.m. SR 17, Mesa to Moses Lake SR 260, SR 17 to Washtucna SR 261, US 12 to SR 260 SR 124, Pasco to Waitsburg US 12, SR 124 to Idaho Border
4:45 p.m. – 5:00 p.m. Question / Answer Session and Workshop Re-cap
5:00 p.m. Adjourn
SR 24 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other No “other” comments received. Suggested Measures/ Comments
Mobility No mobility-related comments received.
Environment Address wildlife connectivity, habitat mitigation, danger trees, vegetation management, and stream crossings.
Economic Provides access to Black Rock Valley and Hanford Area. Vitality Critical link between increasing fruit production and warehouses in Mattawa and packing facilities in Yakima County.
SCR CSI – Phase II SR 24 Partner Feedback Page 1 of 1
I-82 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other No “other” comments received. Suggested Measures/ Comments
Mobility Growth in the Southridge Area of Kennewick will exacerbate problems at the Badger Road and US 395 interchanges. Kennewick will ultimately need another I‐82 interchange approximately 2 miles west of the US 395 interchange to relieve US 395 congestion and better serve the burgeoning Southridge area development. Construct the Red Mountain interchange to reduce congestion, increase safety, and support regional growth.
Environment No environment-related comments received.
Economic Access via I‐82 is critical to the region’s economic vitality. Vitality Clarify the alignment description of the new interchange / connection (currently described as through Richland and across the Columbia River to US 395 / Foster Wells Road). The Port of Benton and the City of Richland are master‐planning 1,341 industrial acres to include in Richland’s urban growth boundary; access to the site via a new Red Mountain interchange will help attract new companies, jobs, and investment to the region.
SCR CSI – Phase II I-82 Partner Feedback Page 1 of 1
SR 22 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other Why so many fatalities between Division and Meyers roads? Suggestions Suggested to reduce the fatality rate in this location? Measures/ Comments
Mobility No mobility-related comments received.
Environment Address wildlife connectivity, habitat mitigation, danger trees, vegetation management, and stream crossings.
Economic Discuss the I‐82 / US 97 freight express route and new SR 22 alignment Vitality with local jurisdictions.
SCR CSI – Phase II SR 22 Partner Feedback Page 1 of 1
SR 221 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other High-speed truck traffic triggers the need for protected turning movements Suggested at major intersections such as Horrigan Road near Sunheaven Farms and Measures/ Sellards Road. Comments Clarify the amount of agricultural land accessed by SR 221. The Corridor Description reads "over 1,000 acres of agricultural land" and this figure seems low.
Mobility Increasing traffic reduces the safe headway available for passing, triggering the need for protected passing opportunities.
Environment No environmental-related comments received.
Economic No economic vitality-related comments received. Vitality
SCR CSI – Phase II SR 221 Partner Feedback Page 1 of 1
SR 14 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation Continue to maintain pavement.
Other No “other” comments received. Suggested Measures/ Comments
Mobility Although SR 14 is less conducive for heavy trucks than I‐84 in Oregon, some trucks use SR 14 to avoid paying Oregon mileage tax.
Environment No environmental-related comments received.
Economic Benton County would like to remove access control on SR 14 to allow Vitality more development.
SCR CSI – Phase II SR 14 Partner Feedback Page 1 of 1
SR 225 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other Clarify the description of the corridor as a "rural area". Suggested The intersection of SR 240 and SR225/Route 10 (Hanford) is a safety Measures/ concern to Hanford commuters. Several accidents have occurred at this Comments intersection this past winter. According to Hanford commuters, the few improvements to the intersection have not been adequate.
Mobility Implement Complete Streets / Main Street and multi-modal crossings in Benton City “today” rather than “in the future”. Bike and pedestrian facilities are inadequate; replace the Yakima River Bridge or construct a new bike/pedestrian facility using the footings from the old bridge. Assist Benton City in traffic calming efforts. Discourage commuter traffic. Incorporate the desire to reduce truck volumes through Benton City as part of the Corridor Function.
Environment Address wildlife connectivity, habitat mitigation, danger trees, vegetation management, and stream crossings.
Economic Provide access to the Manhattan Project National Historical Park. Vitality Truck volumes adversely affect development in downtown Benton City.
SCR CSI – Phase II US 225 Partner Feedback Page 1 of 1
I-182 / US 12 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments.
Other No “other” comments received. Suggested Measures/ Comments
Mobility Implement new multi‐modal connections at Queensgate Drive, Road 100/Broadmoor Boulevard, and Road 68. For the corridor to function, do not construct any additional interchanges in west Pasco because of future impacts from the Duportail Bridge. Pasco uses I‐182 for local trips. Add a third lane in both directions to the I‐182 railroad bridge at Pasco (near 4th Avenue) and extend it to the existing third lane approximately 2 miles west to US 395.
Environment No environment-related comments received.
Economic Provide data and more detail regarding to the need to improve access to Vitality the Argent Road vicinity. The Queensgate Corridor and the north Richland Bridge will reduce congestion, increase safety, and support regional growth. The Port of Benton and the City of Richland are master‐planning 1,341 industrial acres to include in Richland’s urban growth boundary; access to the site via a new Red Mountain interchange will help attract new companies, jobs, and investment to the region.
SCR CSI – Phase II I-182 / US 12 Partner Feedback Page 1 of 1
SR 397 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation SR 397 is in good repair.
Other SR 397 provides access to Sacajawea State Park and advance notification Suggested of park properties and offerings. Install “fee area” signs on park signage. Measures/ The public is enticed by recreational signs, and drives off the route of Comments travel but encounters a fee area without warning. Address safety issues at Columbia Drive, 1st Avenue, Gum Street, and 10th Avenue in Kennewick. Enhance the at‐grade rail crossing near East Bruneau Avenue; the current protection is a crossbuck and advance signage.
Mobility SR 397 is a significant freight corridor moving freight traffic through the cities of Kennewick and Pasco, from the Finley area to US 395 and US 12. The corridor is technically one of just a select few truck routes within Kennewick. Columbia Drive is an adjacent part of Kennewick’s freight route system, but that may change because of the significant development potential along Columbia Drive (particularly on the north side) that could make travel by trucks less desirable. The character of Columbia Drive could change significantly over time, starting to favor multimodal travel and pedestrians over pure vehicle movements and possibly sending more vehicles north on SR 397 into Pasco. Construct a northbound, right-turn slip lane from SR 397 onto Ainsworth Street, similar to the southbound, right‐turn lane from SR 397 onto Columbia Drive. Similarly, consider westbound, dual left-turn lanes from Ainsworth Street onto SR 397. Kennewick would be better served into the future if the large right‐turn lane onto Columbia Drive were shortened or relocated nearer to the intersection. Congestion relief via an improved local street network or the increased use of the SR 397 Columbia River crossing is questionable because land use in Kennewick is relatively established. Improve bike/pedestrian access across the river.
SCR CSI – Phase II SR 397 Partner Feedback Page 1 of 2
It's not really clear which Kennewick network improvement could realistically shift more traffic to the Cable Bridge crossing. The area is built-out; existing trips from the Finley industrial area should be encouraged to travel the crossing through Pasco, avoiding Columbia Drive. An improved network in Pasco, if practical, would also aid in shifting of traffic from Columbia Drive and the Blue Bridge to the Cable Bridge. A WSDOT project planned for 2017 would add bike lanes from 1st Avenue over the Cable Bridge, improving connectivity and providing a buffer for pedestrians walking on the sidewalk. The development potential between East 1st Avenue and South Gum Street is anticipated to eventually require changes to the signal at 1st Avenue and/or require a new signal at Gum Street. Providing bike lanes south of 1st Avenue to the city limits is a desired future goal, though quite challenging to provide without widening in some areas.
Environment No environment-related comments received.
Economic SR 397 is expected to become an alternate freight route to US 395. Vitality The "Future Function" statement that "the function of SR 397 is not expected to change significantly" may be incorrect. Kennewick wants to annex the land south of SR 397 into its urban growth area. The Growth Management Hearings Board denied the initial annexation proposal. However, Kennwick will try again because they are planning for major industrial development in the area (specifically near the Locust Grove interchange). Economic growth in the Southridge area and in the future urban growth area expansion in Kennewick needs to be a consideration for support of future economic development. Current and future function should address connections to the light-industrial areas in Finley. The Lewis Street overpass would reduce congestion, increase safety, and support regional growth.
SCR CSI – Phase II SR 397 Partner Feedback Page 2 of 2
US 395 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation Roads that that allow access to Bureau of Reclamation (Reclamation) land/infrastructure are in good condition. US 395, an important access route for the Coyote Ridge Corrections Center in Connell, is in good condition and meets transportation expectations.
Other Reclamation uses this corridor to provide stewardship of water resources in Suggested the Yakima Basin (including water for fish, irrigation, and power), as well as Measures/ to transport materials, supplies, equipment, and people for water-delivery Comments operations and maintenance. However, the agency also needs access to small tracts of land not related to water-delivery resources. Any WSDOT action that would affect Reclamation’s operational infrastructure or associated lands would be evaluated on a case-by-case basis as part of an in-depth planning process, and any Reclamation actions that would affect WSDOT corridors would be a part of Reclamation’s planning process. List the locations of at-grade intersections that may be prioritized for safety improvements. Install a southbound right-turn lane at Eltopia West Road. This intersection has a tighter-than-normal turn. In addition to normal traffic, several school buses a day make the turn coming from Mesa and Connell schools. Length the left- and right-turn lanes north of Pasco. The current length does not provide sufficient braking distance to either slow down sufficiently or come to a complete stop if necessary before turning. Add turn lanes at other intersections between Pasco and Eltopia, including a northbound right-turn lane at Crestloch Road and a southbound right-turn lane at Sagemoor Road.
Mobility Evaluate other at-grade intersections for potential impacts from the increase in traffic on US 395 due to the farm processing facilities on Cunningham and Muse roads. Consider grade-separated intersections at Cunningham and Muse roads.
Environment No environment-related comments received.
Economic Access via US 395 is critical to the region’s economic vitality. Vitality
SCR CSI – Phase II US 395 Partner Feedback Page 1 of 1
SR 17 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation Roads that that allow access to Bureau of Reclamation (Reclamation) land/infrastructure are in good condition. Heavy truck traffic contributes to preservation and maintenance issues. Chip seal can produce rock chips when it deteriorates. Surface cracks and potholes are ongoing problems from MP 14.7 to ~MP 24.
Other Develop safety or signage solutions for the dense fog that affects visibility. Suggested Reclamation uses this corridor to provide stewardship of water resources in Measures/ the Yakima Basin (including water for fish, irrigation, and power), as well as Comments to transport materials, supplies, equipment, and people for water-delivery operations and maintenance. However, the agency also needs access to small tracts of land not related to water-delivery resources. Any WSDOT action that would affect Reclamation’s operational infrastructure or associated lands would be evaluated on a case-by-case basis as part of an in-depth planning process, and any Reclamation actions that would affect WSDOT corridors would be a part of Reclamation’s planning process.
Mobility No mobility-related comments received.
Environment No environment-related comments received.
Economic SR 17 is a major agriculture transportation corridor and must be Vitality maintained to accommodate growing need.
SCR CSI – Phase II SR 17 Partner Feedback Page 1 of 1
SR 260 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
No partner feedback during Phase II comment opportunity in December 2016 – January 2017.
SCR CSI – Phase II SR 260 Partner Feedback Page 1 of 1
SR 261 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation Condition is fair, but the road is too narrow for the types and amounts of trucks and other vehicles that use it. The roadway is in good repair, but in many places it has very little to no shoulders, many curves, many semi‐trucks transporting agricultural products (at certain times of the year), and no passing areas or pull‐outs (yet many fast driving vehicles).
Other SR 261 is used: Suggested to connect to SR 26 and I‐90; Measures/ for the transport of agricultural products and equipment; and Comments by tourists visiting Palouse Falls State Park, home to Washington's official state waterfall. The primary use is the movement of farm goods. Tourism and recreation at Lyons Ferry Marina, Lyons Ferry State Park, and Palouse Falls accounts for the second highest use. The designation of Palouse Falls as the official state waterfall has dramatically increased traffic. Residents and commuters use SR 261 to work at and/or visit Little Goose Dam and the Lyons Ferry Fish Hatchery.
Mobility Because SR 261 is used for transport of agricultural products and by slow‐ moving agricultural equipment, consider adding more passing lanes, pull‐ outs, and wider shoulders.
Environment No environment-related comments received.
Economic Condition is fair, but the road is too narrow for the types and amounts of Vitality trucks and other vehicles that use it. The roadway is in good repair, but in many places it has very little to no shoulders, many curves, many semi‐trucks transporting agricultural products (at certain times of the year), and no passing areas or pull‐outs (yet many fast driving vehicles).
SCR CSI – Phase II SR 261 Partner Feedback Page 1 of 1
SR 124 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation No preservation-related comments received.
Other SR 124 is used: Suggested to transport goods, including agricultural products and equipment; and Measures/ by commuters between Dayton, Prescott, Eureka, Burbank, and the Comments Tri-Cities.
Mobility Because commuters use SR 124 between Dayton and the Tri-Cities, consider multiple lanes in congested areas and commuting opportunities (public transportation or incentives). Specifically, commuter traffic to/from Broetje Orchards (Fishhook Park Road) is very congested at times and unsafe due to passing; consider adding passing lanes. Because SR 124 is used for transport of agricultural products and by slow-moving agricultural equipment, consider adding more passing lanes, pull‐outs, and wider shoulders.
Environment No environment-related comments received.
Economic No economic vitality-related comments received. Vitality
SCR CSI – Phase II SR 124 Partner Feedback Page 1 of 1
US 12 - PARTNER FEEDBACK South Central Region Corridor Sketch Initiative – Phase II
Preservation The roadway condition is fair. Surface cracks seem to be sealed often. Restripe more often. Road conditions are generally fine except for weather‐related issues (i.e., rock slides, snow, etc.).
Other US 12 is used: Suggested to transport goods, including agricultural products and equipment; Measures/ for highway travel by residents and visitors; Comments by tourists sightseeing along the US 12 scenic byway, following the historic Lewis & Clark Trail, or seeking recreational opportunities; and by commuters between Walla Walla and the Tri-Cities or Dayton. The shoulders are not wide enough to accommodate bicyclists.
Mobility Sometimes accidents shut down the highway. Finish the US 12 bypass between Walla Walla and the Tri-Cities, especially between Walla Walla and Wallula to reduce the accident rate and reduce commuting time to Walla Walla. Increase intercity transit connections between small communities through coordination between transit service providers. Because commuters use US 12, consider multiple lanes in congested areas and commuting opportunities (public transportation or incentives). Access to services is now more limited between Wallula and the Tri-Cities. Because US 12 is used for transport of agricultural products and by slow‐ moving agricultural equipment, consider adding more passing lanes, pull‐ outs, and wider shoulders in areas where agriculture is abundant.
Environment No environment-related comments received.
SCR CSI – Phase II US 12 Partner Feedback Page 1 of 2
Economic Hundreds of commuters and hundreds of trucks travel US 12 each day Vitality carrying goods. Many tourists, including bicyclists and motorcycle riders, use this road as well, particularly in the summer months. This corridor is essential for the movement of agricultural goods throughout the region. Because goods are transported along US 12, consider issues related to large semi‐trucks (i.e., too large and/or too fast for downtown corridors, too large to make sharp turns, other motorists need areas for passing). Because tourists use US 12, consider tourism amenities such as pull‐outs, scenic and historic stops, rest areas, and signage. Ease restrictions on business signage, especially for tourism‐related businesses. Economic development planning indicates bike trails are a high priority. Consider constructing a bike path adjacent to or near the corridor. US 12 is very popular with bicyclists, but the shoulders are too narrow. The insufficient shoulders push bicyclists to the back roads, which can sometimes be even less safe due to blind corners and no shoulders.
SCR CSI – Phase II US 12 Partner Feedback Page 2 of 2 r ve Ri Yak ima y Rd ntr SR 221, SR 14 to Prosser Wine o u C 36 ¥¦¨§82 83 ´ 221 25 Fatal or Serious 26 UV n Rd aterso P Mile Marker
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Bateman Rd Corridor Sketch Summary SR 24: I-82 Jct (Yakima) to SR 243 Jct Corridor 367 Highway No. 024 Mileposts: 0 to 44.13 Length: 43.85 miles Corridor Description The SR 24 corridor begins at the I-82 interchange, crosses the Yakima River and then enters the Moxee Valley between the Yakima Ridge and Rattlesnake Hills. The Moxee Valley is a major irrigated agricultural area, including major hop fields, a specialty crop. About 4 miles east of I-82, SR 24 passes the City of Moxee. The highway terrain is flat with gentle horizontal curves in places. The ridges are unirrigated and covered with grass, sagebrush, and other desert vegetation. These areas are used for grazing of sheep and cattle. The Moxee Valley extends east for about 18 miles before encountering a 2-mile hilly section and the high point on SR 24.
SR 24 then enters the Black Rock Valley and begins a gradual decline, with one exception, all the way to the Columbia River. The Black Rock Valley extends about 10 miles to SR 241 and includes some irrigated agricultural fields as well as unirrigated desert vegetation. Continuing east, SR 24 ascends a 200-foot+ grade with dry grass-brush hillsides. SR 24 then descends into a valley in the Cold Creek area where irrigated fields intermix with dry grass and brush fields.
Continuing east, SR 24 reaches SR 240 and turns north, descending a steep grade to the Columbia River plains. SR 24 crosses over the Columbia River on the Vernita Bridge, reaching SR 243 and the end of the corridor.
Page 1 of 5 SR 24: I-82 Jct (Yakima) to SR 243 Jct Corridor 367 Corridor Function Current Function YAKIMA to MOXEE (I-82 to FAUCHER RD) SR 24 is a limited access urban principal arterial from I-82 to Faucher Rd on the east end of Moxee (about 5.5 miles). This section is a part of the National Highway System and provides one of only two east-west Yakima River crossings between Selah Gap and Union Gap. SR 24 is an important freight route with freight tonnage and volumes heaviest between I-82 and University Parkway/Riverside Rd. SR 24 is signalized and is a commuter route for the City of Moxee, and serves industrial facilities in Moxee and the nearby agricultural lands. In the last 10 years, this area has seen industrial, commercial, and dense residential land development. Moxee’s population has grown nearly five-fold to 3,700 people since 2000.
SR 24 is a four-lane highway from I-82 to University Parkway/Riverside Road with two bridges, and then transitions to a two-lane facility to Faucher Rd. The posted speed limit is 35 miles per hour near the I-82 interchange and then increases to 55 miles per hour. Traffic volumes on SR 24 peak at 22,000 vehicles per day (vpd) at the I-82 interchange, then drop to 6,400 vpd at Faucher Rd. Between Yakima and Moxee, SR 24 has eight at-grade public road intersections, each with left-turn channelization. Five of the intersections are signalized and three are stop-controlled. The intersection spacing varies from 0.5 mile to over 1.0 mile. A short-line railroad spur is adjacent to the north side of the highway with an at-grade railroad crossing on Beaudry Rd located within the functional limits of the SR 24/Beaudry Rd intersection.
MOXEE to COLUMBIA RIVER (FAUCHER RD to SR 243) SR 24 is a rural principal arterial (38 miles) from Faucher Rd to the Columbia River at the Vernita Bridge. Most of this segment is in Yakima County with a shorter length in Benton County at the eastern end of the corridor. It serves the eastern Moxee Valley, Black Rock Valley, and the Hanford Reach National Monument. Historically, land use has been irrigated agriculture and ranching. It is a valuable freight route for agricultural products and a commuter route to the U.S. Department of Energy Hanford site.
The SR 241 junction occurs at the east end of the Black Rock Valley. Between SR 241 and SR 240, the grade has intermittent climbing lanes in each direction from MP 30.4 to MP 34.7. SR 24 also intersects SR 240, providing access to Hanford and the Tri-Cities. The terrain drops steeply from SR 240 down to the Columbia River. SR 24 provides one of the few Columbia River crossings via the Vernita Bridge.
The posted speed limit ranges from 55 to 65 miles per hour. Traffic volumes range from 4,500 vpd at Faucher Rd to 1,800 at SR 241 before increasing to 4,500 at the Columbia River. Freight volumes and tonnage increase east of SR 241 and peak between SR 240 and the Columbia River. The heaviest freight tonnage occurs between SR 241 and the Columbia River. Future Function SR 24 will continue to be critical as one of two Yakima River crossings between the Selah and Union gaps, and as a primary connection between the cities of Yakima and Moxee. It is will also continue to provide access to the Moxee and Black Rock valleys and to the Hanford Reach National Monument, and to server as one of the few critical crossings of the Columbia River. SR 24 will continue to be important for agricultural and industrial transport, for commuters to Hanford, and for alternate access to the Tri-Cities. Comments or feedback on function
Preservation Page 2 of 5 SR 24: I-82 Jct (Yakima) to SR 243 Jct Corridor 367 Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? Only 2% of the pavement is past due for resurfacing.
In 2006, the newly constructed Yakima River Bridge has increased resiliency against erosion and floods. What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? The roadway is generally flat-to-rolling with some longer, steeper grades in the east. SR 24 has several straight sections of highway and the horizontal curves are gentle with large curve radii. Several safety features exist in the corridor.
The relocated 22nd St traffic signal improves safety by providing increased distance between 22nd St and the I-82 westbound ramps, and by aligning driveways on opposite sides of SR 24. Shoulders provide facilities for bicycle and pedestrian modes. Intermittent truck climbing lanes east of SR 241 extend 4 miles in each direction between MP 30.4 and MP 34.7. This gives vehicles the ability to safely pass freight trucks and other slower vehicles up a 200-foot+ grade. An eastbound truck turnout has been constructed around MP 40. A safety rest area and a Road Weather Information System (RWIS) are located near the Vernita Bridge over the Columbia River. What Needs to Change Today? A separate bicycle-pedestrian path could be constructed between the Yakima Greenway and the City of Moxee.
SR 24 has a steep 5.5% grade up from the Columbia River plains (the Vernita grade). The grade extends for about 1 mile. To improve safety, a westbound climbing lane could be constructed up the Vernita grade, allowing faster traffic to pass safely.
Intelligent Transportation System (ITS) strategies are needed to identify and react to maintenance situations (e.g., snow, ice, fog, dust storms) particularly near the Vernita Bridge, the Vernita Rest Area, and the existing truck climbing lanes. What Needs to Change in the Future?
Comments or feedback on safety
Mobility
Page 3 of 5 SR 24: I-82 Jct (Yakima) to SR 243 Jct Corridor 367 Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is preformed to screen at three time periods: current year, ten year and twenty year. What's Working Well? Between I-82 and Moxee, the corridor includes three well-utilized park-and-ride lots. The widened Yakima River Bridge (in 2006) increases capacity and reduces delay by providing an additional lane in each direction.
Intermittent truck climbing lanes extend 4 miles in each direction in the ascending direction between MP 30.4 and MP 34.7. This gives vehicles the ability to safely pass freight trucks and other slower vehicles up a 200-foot+ grade. What Needs to Change Today? A separate bicycle-pedestrian path could be constructed between the Yakima Greenway and the City of Moxee.
The mobility screen determined that University Way to Faucher Rd. is congested (volume-to-capacity > 0.5 for 15 hours), and the results have been validated through local feedback. Speeds at the Birchfield Rd intersection are anticipated to fall below 70% of the posted speed limit within the next 20 years. The westbound I-82 ramps and the South 22nd St intersection have long hours with congestion. Additional channelization or improvements may be needed at some intersections as traffic volumes increase.
The entire segment of SR 24 from the University Parkway/Riverside Rd intersection to Faucher Rd has congestion for long hours. Capacity improvements will be needed in this section as development continues. Local feedback indicates support for extending the 4-lane section to Moxee now for about 1 mile. What Needs to Change in the Future? SR 24 a steep 5.5% grade for about 1 mile up from the Columbia River plains (the Vernita grade). To improve mobility, a westbound climbing lane could be constructed up the Vernita grade allowing faster traffic to safely pass. The South Central Region has identified this as an important priority.
The three existing park-and-ride lots may need to be expanded or improved.
Additional channelization or improvements may be needed at some intersections as traffic volumes increase. Capacity improvements will be needed from Yakima to Moxee as development continues. There is local support for extending the four-lane section to Moxee. If a separated bicycle-pedestrian path is constructed, the pavement is wide enough to restripe for an additional through-lane. Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? In 2006, the SR 24 Yakima River Bridge was lengthened to accommodate the wider floodplain and floodplain restoration.
Page 4 of 5 SR 24: I-82 Jct (Yakima) to SR 243 Jct Corridor 367 The fish passage at MP 1.07 has been corrected and allows fish to pass unimpeded.
No identified fish barriers or chronic environmental deficiencies are in the corridor. SR 24 is identified as having a moderate climate vulnerability for increased fire dangers. No unstable slopes have been identified and the seismic risk is low. The majority of the corridor falls outside the Yakima non-attainment areas for both particulates and carbon monoxide; ~0.25 mile east of I-82 is inside the non-attainment areas.
What Needs to Change Today? What Needs to Change in the Future? Eight miles of SR 24 are considered medium priority for habitat connectivity investment and 26 miles are considered low priority. The entire corridor is rated moderate for climate impact vulnerability.
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? SR 24 is important route for freight to cross the Yakima and Columbia rivers. The widened Yakima River Bridge (in 2006) significantly improves economic vitality by providing an additional lane in each direction over the river, and offering greater resiliency for the system. What Needs to Change Today? The Moxee area is poised for urban industrial, residential, and commercial development. If a separated bicycle- pedestrian path is constructed, the pavement is wide enough to restripe for an additional through-lane. What Needs to Change in the Future? SR 24 a steep 5.5% percent grade for about 1 mile up from the Columbia River plains (the Vernita grade). To improve mobility, a westbound climbing lane could be constructed up the Vernita grade allowing faster traffic to safely pass. Comments or feedback on economic vitality
Page 5 of 5 Corridor Sketch Summary I‐82: Union Gap to Oregon Border (Umatilla) Corridor 513 Highway No. 082 Mileposts: 38.62 to 132.6 Length: 93.98 miles Corridor Description This 94‐mile long corridor begins at Union Gap then travels southeast to the Washington/Oregon state line (Columbia River) near Umatilla. Signed route US 12 runs concurrently with I‐82 from Yakima to the I‐182 interchange in the Tri‐ Cities. Signed route US 395 runs concurrently with I‐82 from the US 395 interchange (Exit 113) at the south end of Kennewick to Uma lla. Union Gap is a narrow opening between Ahtanum Ridge and the Ra lesnake Hills through which the Yakima River flows, which also separates the Upper Yakima Valley from the Lower Yakima Valley. I‐82 follows the Yakima River through much of the lower Yakima Valley until Benton City where the highway no longer follows a river corridor. Entering the Lower Yakima Valley, I‐82 passes highly productive and diverse irrigated agricultural land including orchards, dairies, field crops, pasture, and specialty crops. The corridor includes several smaller cities and unincorporated communities, and larger cities like Sunnyside and Grandview. This segment is about 57 miles long. As I‐82 enters the Tri‐Ci es area, it diverges from the Yakima River and skirts the ci es of Richland and Kennewick. This segment is about 19 miles in length. I‐82 intersects I‐182 and US 395 in the Tri‐Cities metropolitan area, but these junctions are outside the urban core areas. The last segment travels across a dry ridge before descending into irrigated cropland near the Columbia River. This segment is entirely rural with no communities and extends for about 18 miles. I‐82 extends across a portion of the Columbia River; the corridor terminates at the Oregon border in the middle of the river.
Page 1 of 5 I‐82: Union Gap to Oregon Border (Umatilla) Corridor 513 Corridor Function Current Function II-82 is the principal transportation corridor for the Yakima Valley and the Tri-Cities, providing critical high-speed travel and carrying heavy freight volumes. The corridor is essential to the economic vitality and overall quality of life for residents in the central and south central regions of Washington. This segment is part of the I-82 corridor, which serves south central Washington and connects Ellensburg and the Kittitas Valley, Yakima and the Yakima Valley, the Tri-Cities, and Oregon. I-82 links I-90 in Kittitas County with I-84 in Oregon and the Columbia Gorge.
The Lower Yakima Valley is a major center for diversified agricultural production, processing, storage, and shipping, and I-82 is the major transportation corridor for these goods within and outside the valley. The Walmart Distribution Center in Grandview, as well as other freight-related industries, utilize I-82 for transporting freight to and from their facilities. I-82 is a Highway of Statewide Significance and is part of the National Highway System.
I-82 is a four-lane, divided, limited access high speed facility. The speed limit is 70 mph, except near the SR 14 junction and the Columbia River crossing where it is 65 mph. I-82 is classified as a T-1 freight route by the Freight & Goods Transportation System, carrying between 17 and 22 million tons annually and 2,700 to 3,500 trucks per day. Trucks account for 14% to 20% of traffic. Average daily traffic varies from 10,000 to 27,000 vehicles per day (vpd) and averages around 20,000 vpd through the corridor.
The corridor serves many small, rural communities, often indirectly via highways or county roads that intersect I-82. Much of the corridor is located adjacent to the Yakama Nation Indian Reservation, providing the Yakama Nation Tribes with essential transportation access. I-82 borders the southern edge of the Tri-Cities with access via system interchanges for I-182, US 395, SR 397, SR 224/SR 225, and two local roads.
The I-82 bridges over the Columbia River into Oregon are on the National Register of Historic Places. I-82 from US 395 to the Oregon border is a designated scenic and recreational highway (RCW 47.39.020).
Future Function I-82 will continue to be the principal north-south transportation corridor through the Yakima Valley providing critical high-speed travel and carrying heavy freight volumes. Truck freight volumes and tonnage will continue to increase along with local growth caused by population and economic growth. The Tri-Cities area will continue to see population and economic growth.
Freight rail traffic will continue to increase on BNSF's Yakima Valley/Stampede mainline rail line. Some discussion has occurred about returning passenger rail service through the corridor, but it is unclear if this will happen and if it would happen within the next 20 years.
Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? 75% of the pavement does not need resurfacing until far into the future and another 8% just needs it in the near future. Only 2% of the pavement was not surveyed for pavement resurfacing needs. Page 2 of 5 I‐82: Union Gap to Oregon Border (Umatilla) Corridor 513 What Needs to Change Today? 10% of the pavement mileage is overdue for resurfacing and another 6% is needed now.
Repaving the shoulders adjacent to the concrete sections of I‐82 is an important priority for the South Central Region. What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? The existing full limited access control is consistent with the existing and planned land uses and provides high‐speed, long‐distance travel for the Yakima Valley, Tri‐Cities, and eastern Benton County. What Needs to Change Today? Variable message signs could be installed south and possibly west of the Tri‐Cities to warn of dust storms, wildfires, and other travel concerns. Two existing signs are located north/eastbound and south/westbound of SR 14 (Exit 131).
Recent City of Kennewick and Benton County projects at Exit 109 (Badger Rd) created operational conflicts within the limited access boundaries of I‐82. To the south, the intersection of Wiser Pkwy and Badger Rd was constructed immediately outside the limited-access boundary, resulting in a staggered intersection. The Leslie Rd roundabout created a merge point opposite the westbound ramp terminals. The existing width of Badger Rd will allow an additional southbound lane (dropped at Wiser Pkwy) with restriping. This should be implemented now and plans should be made to widen the roadway to accommodate growing bicycle and pedestrian usage from the residential area to the south.
Trucks park at the Prosser Rest Area (Exit 80), filling up the rest area and creating congestion. Construction of a new truck stop west of the rest area is intended to alleviate the truck parking issues.
Trucks are parking on the Badger Rd (Exit 109) eastbound on‐ and off‐ramps, creating one of the worst truck parking problem areas in Maintenance Area 3.
Safety could be improved by replacing the 3‐strand median cable barrier between Gibbon Rd and Yakitat Rd (MP 88.51 to MP 92.14) with 4‐strand cable barrier. What Needs to Change in the Future? I‐82 has several short segments with steep grades (over 3%) between Kennewick and Oregon and between Prosser and Benton City, and two longer segments between Benton City and the Tri‐Cities. With heavier freight volumes on I‐82, auxiliary lanes may be needed in some locations.
A potential site for the future Sillusi Butte Safety Rest Area is located at Weigh Station #54 (MP 129.97 to MP 130.86, westbound only).
Page 3 of 5 I‐82: Union Gap to Oregon Border (Umatilla) Corridor 513 Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? The traffic volumes are medium. Current and future capacity is adequate. However, over time, there may a need for spot improvements, especially on the ramps. What Needs to Change Today? What Needs to Change in the Future? Capacity is adequate now and probably for the next 20 years. However, over time, there may a need for spot improvements, especially on the ramps. I-82 has several short segments with steep grades (over 3%) between Kennewick and Oregon and between Prosser and Benton City, and two longer segments Benton City and the Tri‐Cities. With heavier freight volumes on I‐82, auxiliary lanes may be needed in some locations. Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? The corridor has no high priority habitat connectivity investment sites. I‐82 has no completely blocked fish passages in the corridor and five fish passages are not barriers to fish. What Needs to Change Today? One site, near Zillah, has been nominated as a chronic environmental deficiency. What Needs to Change in the Future? The corridor has seven known fish passage barriers (MP 68.32, M P70.12, MP 70.90, MP 72.08, MP 72.38, MP 78.47, and MP 80.32), all located between Sunnyside and Prosser. All are at least partially passable. The corridor also has three medium-priority and six low-priority habitat connectivity investments sites. Comments or feedback on environment
Economic Vitality
Page 4 of 5 I‐82: Union Gap to Oregon Border (Umatilla) Corridor 513 Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? I‐82 has significant freight truck traffic on this segment. The traffic volumes are low to moderate. The capacity is adequate now and for the next 20 years. It is expected that both freight truck traffic and general traffic volumes will increase into the future. What Needs to Change Today? Exit 104 (Dallas Rd) has been an area of intense residential growth. Potentially, this minor interchange may need capacity improvements in the near future.
Construct a new interchange and improve connections to SR 224. This interchange and connection will provide direct interstate access for rapidly growing West Richland while improving emergency response times to the entire area. Ultimately, this connection would travel through Richland, cross the Columbia River and terminate at US 395, probably at Foster Wells Rd. What Needs to Change in the Future? I-82 has several short segments with steep grades (over 3%) between Kennewick and Oregon, several between Prosser and Benton City, and two between Benton City and the Tri-Cities, which are longer. With heavier freight volumes on I-82, auxiliary lanes may be needed in some locations.
The City of West Richland and the Red Mountain community have expressed a strong desire to construct a new interchange east of Exit 96. This would provide more direct access to West Richland and facilitate possible long‐range plans to extend SR 224 across the Columbia River to connect to US 395, possibly at Foster Wells Rd. The City of Kennewick has similar interests in a new crossing of I‐82 between Exit 109 and Exit 113 (US 395) and ultimately a new interchange. Comments or feedback on economic vitality
Page 5 of 5 Corridor Sketch Summary SR 22: I‐82 Jct (Zillah) to I‐82 Jct (Prosser) Corridor 423 Highway No. 022 Mileposts: 0.7 to 36.52 Length: 35.84 miles Corridor Description SR 22 connects I‐82 in the Toppenish area to I‐82 in Prosser, traveling through the Yakima Valley while generally paralleling the Yakima River.
SR 22 begins at the I-82 Buena interchange (Exit 50), travels south over the Yakima River and slough, then crosses a broad floodplain and enters the City of Toppenish. This river crossing is very important because of the limited number of bridges over the Yakima River. SR 22 is a city street through Toppenish until exiting on the south side of the city at the US 97 junction.
SR 22 heads southeast paralleling I-82 and the BNSF mainline tracks through the rural Lower Yakima Valley. The terrain is flat; the road is mostly straight and travels through rich, irrigated agricultural lands. The highway next intersects the SR 223 junction, and then the SR 241 junction in Mabton. Continuing easterly, SR 22 enters Benton County and passes through more rich, irrigated agricultural lands. Skirting the City of Prosser, SR 22 intersects SR 221 east of the city and terminates at the I-82 SR 22/Wine Country Rd interchange (Exit 82).
Page 1 of 4 SR 22: I‐82 Jct (Zillah) to I‐82 Jct (Prosser) Corridor 423 Corridor Function Current Function SR 22 is a secondary highway serving the southern two‐thirds of the Lower Yakima Valley and the Yakama Nation. It provides an important crossing of the Yakima River in the Toppenish area because only a few roads in the valley cross the river and they are normally separated by several miles.
SR 22 is a principal arterial through Toppenish as well as a main street. It is a fully controlled, limited‐access highway in the I‐82 interchange area and then becomes an access‐managed facility through Toppenish. At US 97, SR 22 becomes a rural collector serving important agricultural lands in the Lower Yakima Valley, as well as the cities of Mabton and Prosser. SR 22 is a partially controlled, limited‐access highway from Toppenish to I‐82 in Prosser. In the Prosser vicinity, SR 22 skirts the city by abutting the base of a ridge, and acts as a bypass around Prosser.
On‐going plans to construct a new I‐82/US 97 freight express route east of Toppenish would use the existing N Meyers Rd corridor along with a part of Larue Rd. Parts of the route have already been improved. Once completed, the new freight route will likely become the new SR 22 alignment, and the existing alignment through Toppenish to I‐82 will revert to the local jurisdictions.
Outside of Toppenish and Prosser, SR 22 is a high‐speed highway permitting long‐distance travel within the Lower Yakima Valley. The traffic volumes peak at 12,000 vehicles per day in Toppenish. In the remainder of the corridor, the volumes are lower, varying between 1,600 and 6,000 vehicles per day. While not among the most important freight routes, SR 22 does carry some significant tonnage. It is classified as T‐2 in Toppenish and in Prosser. In Toppenish, SR 22 carries 4 million tons per year via around 800 trucks per day. Between Toppenish and Prosser, the tonnage varies from 2 to 4 million tons annually with less than 400 trucks per day, which accounts for 18% of traffic. In Prosser, between SR 221 and the I‐82 interchange, freight tonnage peaks at 7 million tons annually and 1,100 trucks per day, which accounts for 24% of traffic. Future Function SR 22 is expected to remain a secondary highway serving the Lower Yakima Valley, the Yakama Nation, Toppenish, Mabton, and Prosser. It will continue to be an important freight corridor for the valley, but not for long‐distance freight hauling.
In informal discussions, Yakima County was asked if it would be interested in the state transferring ownership of SR 22 to the county, but there is no interest at this time. The state already provides highway service for the Lower Yakima Valley through I‐82, so SR 22 could be considered a redundant state highway.
Local interests are working towards constructing a freight express route between I‐82 and US 97 east of Toppenish. Toppenish and Yakima County would like to shift freight out of downtown Toppenish and onto I‐82 unless the freight has a destination within Toppenish. The expectation is SR 22 would then be relocated to the new freight route. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? Over 50% of the pavement is not due for resurfacing until the future. About 40% of the pavement was past due for Page 2 of 4 SR 22: I‐82 Jct (Zillah) to I‐82 Jct (Prosser) Corridor 423 resurfacing, but was resurfaced in 2016 (Mabton to Prosser). What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? Outside of Toppenish, all of the shoulders are between 6 feet and 8 feet wide. This provides a recovery area for vehicles that unexpectedly leave the travel lanes. What Needs to Change Today? Between Division Rd and N Meyers Rd/Meyers Rd, a distance of about 1 mile, 8 fatalities (4 crashes and 17 severe injuries) have occurred in 5 years (January 1, 2011 through December 31, 2015), with about 5,000 vehicles per day. What Needs to Change in the Future?
Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? Outside of Toppenish, low traffic volumes, excess capacity, and 6‐ to 8‐foot‐wide shoulders help provide mobility for bicyclists and pedestrians. What Needs to Change Today? Toppenish, Yakima County, and other members of DRYVE (Driving Rural Yakima Valley’s Economy, an association of Lower Yakima Valley communities, Yakima County, WSDOT, businesses, & other interests) are working towards constructing a freight express route between I‐82 and US 97 east of Toppenish. Toppenish and Yakima County would like to shift freight traffic out of downtown Toppenish and onto I‐82 unless the freight has a destination within Toppenish. The expectation is SR 22 would then be relocated to the new freight route. What Needs to Change in the Future?
Page 3 of 4 SR 22: I‐82 Jct (Zillah) to I‐82 Jct (Prosser) Corridor 423 Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? Over 12 miles of SR 22 (MP 23.5 to MP 35.84) east of Mabton to I‐82 in Prosser are low priority for habitat connectivity investment. What Needs to Change Today? The 2 miles of SR 22 (MP 6.5 to MP 8.5) north of the SR 223 junction are a high priority for habitat connectivity investment. The 2.5 miles of SR 22 south of I‐82/Buena Road (Exit 50) are in the Yakima River floodplain. The Yakima River Bridge at MP 1.1 has been analyzed for a chronic environmental deficiency and a fix has been identified in the site and reach assessment. What Needs to Change in the Future? The 3 miles of SR 22 (MP 8.5 to MP 11.5) south of the SR 223 junction are a medium priority for habitat connectivity investment. The entire corridor is identified as moderate for climate impact vulnerability. Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? Outside of Toppenish, excess capacity on SR 22 provides the potential for economic development opportunities. What Needs to Change Today? Toppenish, Yakima County, and other members of DRYVE (Driving Rural Yakima Valley’s Economy, an association of Lower Yakima Valley communities, Yakima County, WSDOT, businesses, & other interests) are working towards constructing a freight express route between I‐82 and US 97 east of Toppenish. Toppenish and Yakima County would like to shift freight out of downtown Toppenish and onto I‐82 unless the freight has a destination within Toppenish. The expectation is SR 22 would then be relocated to the new freight route. What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 4 of 4 Corridor Sketch Summary SR 221: SR 14 Jct to SR 22 Jct (Prosser) Corridor 427 Highway No. 221 Mileposts: 0 to 26.07 Length: 25.95 miles Corridor Description SR 221 begins at Paterson on SR 14 and continues north through vast farmland before descending the Horse Heaven Hills and terminating at SR 22. This corridor connects the City of Prosser and the unincorporated community of Paterson and provides the sole access to over 1,000 acres of agricultural land.
Page 1 of 3 SR 221: SR 14 Jct to SR 22 Jct (Prosser) Corridor 427 Corridor Function Current Function SR 221 is classified as a rural minor arterial (R2) and a T‐2 freight corridor. Currently, this corridor serves as the sole connection between the City of Prosser and the unincorporated community of Paterson. The primary purpose of this highway is to serve a very large and significant area of agricultural land in southern Benton County. SR 221 is parallel to US 97 and portions of I‐82, and can serve as an alternate route in some cases. Future Function The function of this corridor is not expected to significantly change into the future. Recently, the volume of freight carried on this corridor has dropped; however, this is not expected to be the new norm. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? Truck parking above the hill east of Prosser and at the pit site is an issue. What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? Passing is a significant cause of crashes along SR 221. Considerations for passing lanes and/or slow vehicle turn‐outs are necessary. Widen shoulders.
Trucks park for long periods of time at the viewpoint area at the top of the hill east of Prosser. What Needs to Change in the Future? Safety improvements should focus on at‐grade intersection and passing considerations. Comments or feedback on safety
Mobility Page 2 of 3 SR 221: SR 14 Jct to SR 22 Jct (Prosser) Corridor 427 Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future? This corridor contains areas considered low-priority for habitat connectivity investment. The entire corridor is identified as moderately vulnerable to climate impacts. Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? Benton County has been working to improve connectivity in the rural area this highway serves, which may create the need for channelization at certain intersections. What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 3 of 3 Corridor Sketch Summary SR 14: US 97 Jct. (Maryhill) to I‐82 Jct. (Plymouth) Corridor 129 Highway No. 014 Mileposts: 101.46 to 180.77 Length: 79.31 miles Corridor Description This 79‐mile‐long segment of SR 14, also known as the Lewis and Clark Highway, begins at US 97 near Maryhill and ends at I‐82 near Plymouth. The corridor connects with SR 221 in Paterson, and also provides service to the small community of Roosevelt. The corridor crosses portions of Klickitat and Benton counties. This section of SR 14 is the only higher‐ speed facility that provides service to the Columbia River area of central Washington. It also provides access to several Washington state parks located in the corridor. The corridor provides essential access to the region for tourism and recreational activities, as well as serving freight and farm‐to‐market transporta on needs .This sec on of SR 14 is a two‐ lane, rural, 65‐mph highway with narrow shoulders that traverses largely uninhabited areas of south central Washington. For much of the corridor, the highway is sandwiched between the Columbia River to the south and steep hills to the north. This topography permits very few residential or agricultural activities, with the exception of a few locations where the land broadens out somewhat. In contrast, the eastern 10 to 15 miles of the corridor approaching Plymouth track anywhere between 1 and 5 miles north of the river. This alignment permits intense agricultural and grazing land uses adjacent to the highway.
Page 1 of 4 SR 14: US 97 Jct. (Maryhill) to I‐82 Jct. (Plymouth) Corridor 129 Corridor Function Current Function This route passes through rural areas, serving as the eastern portion of the route between Vancouver and Eastern Washington. SR 14 primarily serves as a parallel route to I‐84 in Oregon. In Washington, this route is the most southerly connection of US 97 and I‐82. Future Function The function of this corridor is not expected to change in the future. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? Pavement condition is adequate. What Needs to Change Today? In general, identified preservation needs in the corridor consist of pavement rehabilitation. What Needs to Change in the Future? Investment options to maintain and preserve this corridor are continually refined based on on‐going inspections of corridor assets, such as pavement, bridges, drainage structures, and electrical facilities. Preservation projects are identified, prioritized, and included in biennial and supplemental budget requests to the legislature. It is likely that all pavement will require at least one resurfacing over the next 20 years. In general, identified preservation needs in the corridor consist of pavement rehabilitation. Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? Limited traffic. What Needs to Change Today? Investments when and where appropriate to address collision reduction.
Known maintenance issues, per Goldendale maintenance lead tech Todd Kindler, 7/25/2016:
Route‐‐MP‐‐Location‐‐Direction‐‐Issue‐‐Notes SR 14‐‐106 ‐ 108‐‐Near aluminum plant‐‐WB‐‐Slow climbing trucks‐‐Long uphill grade without climbing lanes. SR 14‐‐123.0‐‐WB‐‐Frequent rockfalls‐‐Toe of slope at shoulder with no room for ditch or fences; rocks fall onto roadway.
Page 2 of 4 SR 14: US 97 Jct. (Maryhill) to I‐82 Jct. (Plymouth) Corridor 129
What Needs to Change in the Future? Investments when and where appropriate to address collision Comments or feedback on safetyreduction.
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? Limited traffic. What Needs to Change Today? Currently there are no mobility deficiencies in this corridor. Proposals aimed at enhancing operations in the corridor consist of expanding the communication capacity of the ITS network. What Needs to Change in the Future? Analysis of operating conditions is a continuous process, and, when needed, cost‐effective alternatives will be further developed and considered. Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? Supporting the economic prosperity of Washington State, by providing a safe, reliable, and efficient transportation system, is a top priority for WSDOT. One way in which this is accomplished is by identifying truck bottlenecks on the highway system. A statewide analysis is currently underway to determine truck bottleneck locations and develop cost‐ effective solutions to address them. As future studies in the corridor are conducted, environmental concerns or issues will be identified as warranted, including potential fish barrier retrofit projects. What Needs to Change in the Future? This highway segment contains one, or more, areas rated medium for vulnerability to future climate conditions and/or extreme weather events. One fish passage barrier is located in the corridor, and it is not subject to the federal court culvert injunction. One chronic environmental deficiency site needs correcting within the corridor. This corridor has a medium habitat connectivity ranking.
Page 3 of 4 SR 14: US 97 Jct. (Maryhill) to I‐82 Jct. (Plymouth) Corridor 129 Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? This is a very rural corridor. Attention should be given to the various agricultural land uses. What Needs to Change in the Future? This is a very rural corridor. Much of the traffic is trucks. Attention should be given to the trucks and the various agricultural land uses. Comments or feedback on economic vitality
Page 4 of 4 Corridor Sketch Summary SR 225: SR 224 Jct (Benton City) to SR 240 Jct Corridor 429 Highway No. 225 Mileposts: 0 to 11.32 Length: 11.32 miles Corridor Description SR 225 begins at the I‐82 junction in Benton City. The highway immediately crosses the Yakima River and continues north, roughly paralleling the river where the corridor ends at the intersection of SR 240 and Hanford Route 10.
Page 1 of 3 SR 225: SR 224 Jct (Benton City) to SR 240 Jct Corridor 429 Corridor Function Current Function SR 225 is classified as a rural major collector and a T‐3 freight corridor. WSDOT recently constructed a roundabout at the SR 224 / SR 225 junction. The highway primarily serves as the main route through Benton City and a commuter route to the U.S. Department of Energy's Hanford Site. Relatively low traffic volumes through this rural area allow the highway to perform within acceptable levels. Future Function The overall function of SR 225 is not expected to change in the future; however, if the Red Mountain interchange is built, traffic to SR 224 will be diverted. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? Drainage issues created by a lack of roadside ditches and culverts beneath road approaches. What Needs to Change in the Future? The entire roadway section north of Benton City needs to be reconstructed. Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? Shoulders along the highway north of Benton City need to be widened. What Needs to Change in the Future? Pedestrian facilities on the bridge over the Yakima River are inadequate. Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. Page 2 of 3 SR 225: SR 224 Jct (Benton City) to SR 240 Jct Corridor 429 WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? What Needs to Change Today? What Needs to Change in the Future? The mobility screen indicates congestion between the 7th Street and SR 224 intersections (volume/capacity > 0.5, 1 hour/day). Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? SR 225 is identified as a high-impact corridor for climate impact vulnerability. What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 3 of 3 Corridor Sketch Summary I‐182/US 12: I‐82 Jct (Richland) to US 395 Jct (Pasco) Corridor 235 Highway No. 182 Mileposts: 0 to 15.19 Length: 15.19 miles Corridor Description I-182 is a 15-mile-long, fully access-controlled facility that begins at I-82, on the western edge of the Tri-Cities urbanized area, and ends at the US 395/SR 397 interchange in Pasco. US 12 is coincident with I-182 and continues beyond I-182’s eastern terminus at the US 395 interchange. Because traffic volumes and characteristics on US 12 between US 395 and the US 12/SR 124 interchange remain somewhat consistent with I-182, that portion of US 12 is included in the I-182 corridor. Signed route US 395 runs concurrently with I-182 through part of Pasco. I-182 and US 12 are both part of the National Highway System and are Highways of Statewide Significance. I-182/US 12 traverses the Tri-Cities metropolitan area and provides access to several key regional highways, including SR 240 in Richland, and US 395, SR 397, and SR 124 in Pasco.
The Tri-Cities area has three major rivers winding through it that strongly influence land use and the local transportation system: the Columbia, Snake and Yakima rivers. State routes are the only highways that cross these rivers, with I-182/US 12 crossing all three. Consequently, this corridor is a vital link connecting people to work, home, services, and recreational activities. Additionally, the Burlington Northern Santa Fe Railway mainline travels through Pasco’s central business district. I-182 is one of two state highways that are grade separated from the rail line, making it especially important for the delivery of emergency services in the Tri-Cities.
This corridor is classified by the Freight & Goods Transportation System as a T-1 freight route. Depending on specific locations along the corridor, the route carries between 6.5 and 19.4 million tons of freight annually. The portion of the corridor carrying the greatest amount of freight is between the SR 240 and US 395 interchanges. Average daily traffic (ADT) for trucks varies between a low of 1,700 trucks per day at the east end of the corridor and an average of 5,000 trucks per day between SR 240 and US 395. The ADT for vehicles in the corridor mirrors the truck volumes, with the heaviest volume, 59,000 vehicles per day, occurring between SR 240 and US 395. ADT in the corridor ranges from a low of 17,000 vehicles per day at the US 395 interchange to 59,000 as mentioned above. The ADT for all segments of the corridor is 38,000 vehicles per day.
Page 1 of 5 I‐182/US 12: I‐82 Jct (Richland) to US 395 Jct (Pasco) Corridor 235
Page 2 of 5 I‐182/US 12: I‐82 Jct (Richland) to US 395 Jct (Pasco) Corridor 235 Corridor Function Current Function I‐182 is one of two major Columbia River crossings and a critical east‐west route through the Richland and Pasco urban areas and the region. Of the three Columbia River crossings in the area, I‐182 has the second highest daily traffic volume.
This corridor is an urban, limited access facility owned, managed, and operated by the State of Washington (WSDOT). I‐182 is functionally classified as an Urban Principal Arterial (U1) and is part of the National Highway System, as well as identified as a Highway of Statewide Significance. Future Function I‐182 will continue to serve as one of the two major Columbia River crossings, as well as a critical east‐west route through the Tri‐Cities area. Growth will have the greatest impact on mobility, with congestion primarily occurring at the river crossing and interchange ramps.
Significant growth potential exists along the corridor within Richland and Pasco and, due to the freeway's connections to other major roadways, it is important to keep up with local and regional developments. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? The pavement surface east of the I‐182/US 395 junction is past due per the Washington State Pavement Management System. What Needs to Change in the Future? Bridge 012/512S (Snake River) is structurally deficient. Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? To the east of the corridor, before the Snake River bridge, grade separate East A street and Tank Farm Rd. Two weaves, one at Queensgate to SR 240 and the other at 395 to 20th Avenue, need to be addressed (both in the east‐ and westbound directions).
Page 3 of 5 I‐182/US 12: I‐82 Jct (Richland) to US 395 Jct (Pasco) Corridor 235 What Needs to Change in the Future? Add lane on westbound I‐182 to westbound I‐82 and on eastbound I‐82 to eastbound I‐182 ramps.
Build interchange at US 12/"A" Street. Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? What Needs to Change Today? The signal at Aaron Dr to I‐182 westbound is an ongoing congestion issue. The local road network around Road 68 should be expanded to relieve congestion at the interchange. Add multimodal connections across I‐182 at Queensgate Drive, at Road 100, and at Road 68. Add a multimodal connection under US 12 at Snake River and SR 124 to connect Hood Park pathways. What Needs to Change in the Future? The mobility screen indicates congestion from the Queensgate interchange to the Columbia River Bridge (volume/capacity @ or > 0.5).
Increase capacity on I‐182 from US 395 south to US 395 north. The mobility screen indicates congestion around the south interchange (volume/capacity @ or > 0.5). Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? Retrofit noise walls are identified along the eastbound I‐182 to south US 395 ramp. What Needs to Change in the Future? The vicinities around mileposts 4, 6, and 8 are shown as a medium priority for habitat connectivity.
Page 4 of 5 I‐182/US 12: I‐82 Jct (Richland) to US 395 Jct (Pasco) Corridor 235 Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? Additional lanes across I‐182 at the Queensgate interchange are needed to accommodate planned growth in Richland. What Needs to Change in the Future? The City of Richland is pursuing improvements to the Columbia Point / George Washington Way intersection. Ramp modifications may help to accommodate the City's project.
Improve access to the growing residential and commercial area around Argent Road. Comments or feedback on economic vitality
Page 5 of 5 Corridor Sketch Summary SR 397: Kennewick ECL to SR 182 Jct Corridor 413 Highway No. 397 Mileposts: 16.59 to 22.31 Length: 5.72 miles Corridor Description This corridor passes through the cities of Kennewick and Pasco and connects these areas to both US 395/I‐182 and US 12. SR 397 is the least critical of the three major Columbia River crossings in the Tri‐City area and is generally considered a "main street" through Pasco and Kennewick, as it is a Managed Access route.
Page 1 of 3 SR 397: Kennewick ECL to SR 182 Jct Corridor 413 Corridor Function Current Function This corridor is an urban principal arterial and a freight economic corridor that traverses portions of Kennewick and Pasco. The majority of the corridor is bordered by commercial development. The most significant function of SR 397 is as a third Columbia River crossing with connection to the I‐182/US 395/US 12 junction. SR 397 provides the primary access to the Big Pasco intermodal freight terminal as well as indirect connections to freight and passenger rail service. The corridor serves the industrial areas of Finley, eastern Kennewick, and eastern Pasco. Major BNSF rail yards are located in eastern Pasco. Future Function Additional development may occur in the future along the corridor, but the future function is expected to remain the same. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? The portion of the corridor within the city of Pasco is being redesigned by the city to upgrade the existing signals, add a two‐way left‐turn lane, and address Americans with Disabilities Act needs. What Needs to Change in the Future? At‐grade railroad crossings should be monitored for safety performance and be grade separated as necessary. Comments or feedback on safety
Page 2 of 3 SR 397: Kennewick ECL to SR 182 Jct Corridor 413 Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? What Needs to Change Today? Implement Complete Streets within Kennewick and Pasco. What Needs to Change in the Future? The SR 397 Columbia River crossing is underutilized. An improved local network could relieve congestion at the I‐182 and US 395 crossings. Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 3 of 3 Corridor Sketch Summary SR 397: I‐82 Jct to Kennewick ECL Corridor 412 Highway No. 397 Mileposts: 0 to 16.59 Length: 16.59 miles Corridor Description SR 397 begins at I‐82 (Exit 114) and heads east through open range and dry farmland. This portion is predominately rolling terrain. At approximately MP 8.40, the corridor flattens out and enters the unincorporated community of Finley, where it generally travels northwest towards the City of Kennewick and parallels the Burlington Northern Santa Fe Railway.
Page 1 of 3 SR 397: I‐82 Jct to Kennewick ECL Corridor 412 Corridor Function Current Function Initially intended as a bypass route around the City of Kennewick, SR 397 primarily provides local access to the surrounding area and to some industrial complexes on the eastern edge of Finley. SR 397 is an urban minor arterial from MP 0.00 to MP 11.08, and an urban collector from MP 11.08 to MP 16.59. The corridor is classified as a T‐3 freight corridor from MP 0.00 to MP 13.89, and as T‐2 from MP 13.89 to MP 16.59. This corridor is a freight economic corridor from Haney Rd (MP 13.89) to 10th Ave (MP 16.59, Kennewick city limits).
Except for 0.15 of mile near the I‐82/Locust Grove Road interchange, this corridor is a managed-access facility. From MP 0.15 to MP 8.69 it is Class 2, from MP 8.69 to MP 15.68 it is Class 3, and from MP 15.68 to MP 16. 59 it is Class 5. The interchange segment is fully controlled limited-access. Future Function Finley has undergone moderate industrial growth, and the City of Kennewick has worked to build better local connections (Olympia Street) to the highway. However, the function of SR 397 is not expected to change significantly. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? The northern part of this corridor within Finley and approaching Kennewick has some sight distance issues generally created by the horizontal alignment. The crash history at the Piert Road intersection is attributed to the non‐typical intersection design. This intersection may be a good candidate for a roundabout as the area develops and traffic increases.
What Needs to Change in the Future? At‐grade railroad crossings were recently analyzed and should continue to be monitored for potential grade separation.
Page 2 of 3 SR 397: I‐82 Jct to Kennewick ECL Corridor 412
Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current year, 10 year and 20 What's Working Well? What Needs to Change Today? Implement Complete Streets for the portions of the corridor within the Kennewick and Pasco city limits. What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 3 of 3 Corridor Sketch Summary US 395: I‐182 Jct (Pasco) to I‐90 (Ritzville) Corridor 266 Highway No. 395 Mileposts: 22.72 to 96.13 Length: 73.21 miles Corridor Description This 73-mile-long corridor begins at the I-182/US 395 interchange in the City of Pasco (Franklin County in the South Central Region). The corridor proceeds northeasterly through the cities of Mesa (MP 45.51 - 46.43) and Connell (MP 54.90 - 56.32), then crossing into Adams County and the Eastern Region at MP 61.24. The corridor continues northeasterly, serving Lind at MP 82.14 through a connection with SR 21 and Paha at MP 87.54, ultimately connecting to I-90 at Ritzville. The corridor connects with SR 17 (MP 46.28), SR 260 (MP 55.08), SR 26 (MP 66.30), and SR 21 (MP 82.14). US 395 is a four-lane, divided highway connecting the Tri-Cities and Ritzville to I-90 and Spokane. This segment of US 395 is part of a contiguous set of highways that form an international freight corridor between Mexico, the U.S., and Canada. This corridor has been designated by the U.S. Congress as a Congressional High Priority Corridor of the National Highway System.
Page 1 of 4 US 395: I‐182 Jct (Pasco) to I‐90 (Ritzville) Corridor 266 Corridor Function Current Function Nationally, US 395 is a key component in the national highway system. It parallels I-5 and is the major north-south highway interior to the Cascade and Sierra Nevada mountain ranges. US 395 begins at I-15 in southern California and ends at Canada Highway 3, a core route on Canada's National Highway System in British Columbia. In Washington, US 395 connects Oregon to Canada. It connects I-182/US 12, the primary east-west corridor between Yakima and Walla Walla, to I-90, the main east-west corridor between Seattle and Spokane. An urban-principal arterial classified as a T-1 freight corridor, it is one of the most important freight corridors in the state and carries over 19 million tons per year. Future Function The future function of this corridor is expected to remain the same. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? The pavement condition of this corridor is managed in accordance with WSDOT's policies and Asset Management Plan (out for statewide review). What Needs to Change Today? A few small sections of pavement are due for resurfacing per the Washington State Pavement Management System. What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? The corridor performs above WSDOT's adopted safety standards in accordance with the Washington State Strategic Highway Safety Plan: Target Zero. WSDOT continually analyses collision data, tracks data, and utilizes a process of prioritizing safety funds on a statewide basis. Safety projects are funded as the locations are prioritized through the priority array process. What Needs to Change Today? The at‐grade intersections within this corridor are potential locations that might be prioritized for safety improvements.
The weigh stations located between Pasco and Connell just north of the Sagemoor Rd intersection are used for overnight parking by truckers. WSDOT assisted the Washington State Patrol (WSP) in cleaning up part of the WSP facility dirtied by nuisance trespassers.
Page 2 of 4 US 395: I‐182 Jct (Pasco) to I‐90 (Ritzville) Corridor 266 Truckers park on both the northbound and southbound on‐ and off‐ramps of the SR 17 interchange. It is especially a problem in the northbound direction. Truckers also use these areas to clean cattle truck trailers, leaving waste and runoff behind. Some cattle are hauled from Canada. Litter is a problem as well. This is one of the worst truck parking problem areas in Maintenance Area 3. What Needs to Change in the Future? The at‐grade intersections on this corridor are potential locations that might be prioritized for safety improvements. Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? This corridor operates above WSDOT's adopted congestion threshold. This corridor does not restrict bicycles. What Needs to Change Today? What Needs to Change in the Future? Adams County noted a potential farm processing facility development that would require access to US 395 via Cunningham and Muse roads. The increase in traffic from this development may generate a need to evaluate the operation of the at-grade intersections at these locations. Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? This corridor does not have any fish passage barriers. What Needs to Change Today? This corridor is characterized as medium-priority for wildlife connectivity. What Needs to Change in the Future? This corridor is characterized as medium-priority for wildlife connectivity. This corridor is rated low for vulnerability to future climate conditions and / or extreme weather events. As future studies in the corridor are conducted, environmental concerns or issues will be identified as warranted.
Page 3 of 4 US 395: I‐182 Jct (Pasco) to I‐90 (Ritzville) Corridor 266 Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? This corridor has no vertical clearance restrictions. What Needs to Change Today? As industrial land use in Pasco continues to grow, plans for an interchange at Foster Wells Rd will need to be developed. This is consistent with previous projects WSDOT has completed to accomodate growth and improve safety. What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 4 of 4 Corridor Sketch Summary SR 17: US 395 Jct (Mesa) to I‐90 Jct (Moses Lake) Corridor 263 Highway No. 017 Mileposts: 7.43 to 50.66 Length: 43.17 miles Corridor Description This corridor begins at US 395, south of the community of Mesa in Franklin County (South Central Region) and generally runs north to I-90 in Moses Lake in Grant County (North Central Region). Between Mesa and Moses Lake, SR 17 intersects SR 260, SR 26, SR 170, and SR 262. SR 260 provides access to Connell. SR 26 intersects SR 17 in Othello and the connection with SR 170 provides access to Warden. About 10 miles south of Moses Lake, SR 17 connects with SR 262 which provides access to the Potholes Reservoir and Potholes State Park. The corridor runs through portions of Franklin, Adams, and Grant counties and is a direct route between the Tri-Cities and Moses Lake. It is classified as a T-2 freight route, a Highway of Historic Significance, and a Scenic Byway, and is part of the National Highway System.
Page 1 of 4 SR 17: US 395 Jct (Mesa) to I‐90 Jct (Moses Lake) Corridor 263 Corridor Function Current Function This corridor is a significant north/south cross‐state route. It is classified as a T‐2 freight route, a Highway of Historic Significance, and a Scenic Byway, and is part of the National Highway System. It provides access to the Potholes State Park and Recreation Area. The community of Othello is located west of SR 17 in the vicinity of Cunningham Road at MP 29.38. This corridor provides essential access to businesses, schools, residential, and medical facilities in Othello and Moses Lake. It is a vital transportation corridor for agricultural goods. Future Function ‐ The corridor is expected to function much in the same way and provide the same services. ‐ Vital to agriculture and freight transport; essential preservation will be critical. ‐ SR 17 is crucial to the state transportation network because it provides interconnectivity and through‐travel from the Tri‐Cities north to Moses Lake, as well as to numerous smaller communities throughout and adjacent to the corridor. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? Pavement condition is generally good. What Needs to Change Today? Ongoing slope stabilization issues just north of Mesa. Use hot mix asphalt (HMA) for truck turning radii; bituminous surface treatment (BST) tends to ravel. HMA tends to hold up better in the intersections; BST is adequate outside of these areas. Aprons at gravel road intersections tend to break down rapidly. Lee Road (freight route) at MP 30.40 continues to fall apart around the radii due to truck turning. Pave back to 100 feet to preserve the integrity of the intersections. Significant preservation issues at MP 87. Rockfall issues from MP 87 – MP 91 and at MP 92. The parking lot at the intersection of SR 17 and SR 260 is in bad shape. Solar flashing beacons don't work in winter. Clay in subgrade causes rutting and significant issues for maintenance crews. What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. Page 2 of 4 SR 17: US 395 Jct (Mesa) to I‐90 Jct (Moses Lake) Corridor 263 What's Working Well? The lighted stop signs and warning signs are very beneficial at county road intersections. What Needs to Change Today? Truck climbing lanes needed out of the gulch just north of Mesa. Continue with passing lane projects to address safety and mobility. Impatient drivers are making poor passing decisions. Numerous at-grade intersections, coupled with high speeds and sight distance issues, make merging onto the highway concerning. Ensure county road intersection safety for vehicles and freight entering and exiting the highway. Install lighted stop and warning signs at county road intersections. Significant development potential east of SR 17 near Cunningham Road/Main Street at MP 29.38. Intersection at Cunningham Road has turning and highway-entering issues; consider intersection control. The area south of Providence Road at MP 35.60 has a high collision rate. Construct passing lanes south of Providence Road to address collisions and passing issues. Bench Road at MP 27.36 has turning movement issues; construct northbound left-turn lane. Hampton Road at MP 26.35 has turning movement issues; construct northbound left-turn lane. What Needs to Change in the Future? Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? What Needs to Change Today? Continue with passing lane projects to address safety and mobility. All of the county road intersections; traffic entering and exiting the highway. Lack of passing lanes and intersection channelization. Increase passing lanes and intersection channelization. What Needs to Change in the Future?
Comments or feedback on mobility
Page 3 of 4 SR 17: US 395 Jct (Mesa) to I‐90 Jct (Moses Lake) Corridor 263
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? Fog can get very dense and affect visibility. What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? This is a major agriculture transportation corridor and must be maintained to accommodate growing need. Lee Road at MP 30.40 is a designated freight route; maintain corridor to accommodate growing need. Lack of safe access at Cunningham Road at MP 29.38 to handle future development; consider intersection control. What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 4 of 4 Corridor Sketch Summary SR 260: SR 17 Jct to US 395 Jct (Connell) Corridor 402 Highway No. 260 Mileposts: 0 to 7.55 Length: 7.55 miles Corridor Description This corridor begins at SR 17 and ends at the US 395 interchange in Connell. The highway traverses flat, irrigated farmland and crosses the Burlington Northern Santa Fe Railway mainline in Connell.
Page 1 of 3 SR 260: SR 17 Jct to US 395 Jct (Connell) Corridor 402 Corridor Function Current Function SR 260 is classified as a rural major collector (R3) and a T‐3 freight corridor. This highway provides access between local farmland and Connell and US 395. The corridor experiences low traffic volumes. Future Function The function of SR 260 is not expected to change. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? The pavement surface is past due per the Washington State Pavement Management System. What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? Portions of this corridor could benefit from shoulder widening. What Needs to Change in the Future? At some point, channelization may be needed at higher‐volume intersections. The SR 260/S Columbia Ave intersection may be a candidate for upgraded intersection control in the future. Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year.
Page 2 of 3 SR 260: SR 17 Jct to US 395 Jct (Connell) Corridor 402 What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? The area around MP 6 is ranked as medium priority for habitat connectivity investment. What Needs to Change in the Future? Most of this section of SR 260 is ranked as low priority for habitat connectivity investment and is at low risk for climate impact vulnerability. Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on economic vitality
Page 3 of 3 Corridor Sketch Summary SR 260: US 395 Jct (Connell) to SR 26 Jct (Washtucna) Corridor 403 Highway No. 260 Mileposts: 7.55 to 39.49 Length: 30.43 miles Corridor Description This rural, high-speed, two-lane segment of SR 260 connects the communities of Connell and Washtucna as it passes thru dryland farms/ranches and the Missoula floodplain. It starts at US 395 on the eastern edge of Connell and extends easterly along / in a dry coulee (formed by the Missoula flood) to the community of Kahlotus. At Kahlotus, the route connects to SR 21 (access to points north) and SR 263 (Snake River access to the south). Leaving Kahlotus and traveling northeast, the route continues up the dry coulee on its way to Washtucna, providing geologic views of the Missoula floodway. SR 261 (access to recreations areas to the south and US 12) joins and runs concurrently with SR 260 about halfway between Kahlotus and Washtucna. In Washtucna, SR 260/SR 261 is Main Street as it passes through the city center. This corridor ends at SR 26.
Page 1 of 3 SR 260: US 395 Jct (Connell) to SR 26 Jct (Washtucna) Corridor 403 Corridor Function Current Function This two‐lane, rural, major collector connects communities and provides a farm‐to‐market route with connections to Snake River ports. The segment of this corridor through Washtucna has been identified as a state highway operating as the community's main street. This route traverses the scenic Columbia Plateau and provides access to recreational areas to the south. Future Function SR 260 is intended to provide safe and efficient transportation to move people and goods throughout the region. Implement Complete Streets to provide safe transport for all users as the road passes through communities. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? The pavement condition of this corridor is managed in accordance with WSDOT's policies and Asset Management Plan (out for statewide review). What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? This corridor performs above WSDOT's adopted safety standards in accordance with the Washington State Strategic Highway Safety Plan: Target Zero. WSDOT continually analyses collision data, tracks data, and utilizes a process of prioritizing safety funds on a statewide basis. Safety projects are funded as the locations are prioritized through the priority array process. What Needs to Change Today? Shoulder widening and passing improvements, as with typical rural two‐lane roads, may be needed along this route. What Needs to Change in the Future?
Page 2 of 3 SR 260: US 395 Jct (Connell) to SR 26 Jct (Washtucna) Corridor 403 Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? This corridor operates above WSDOT adopted congestion thresholds. What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? This corridor does not contain any fish passage barriers (culverts). What Needs to Change Today? This corridor is characterized as low-priority for wildlife connectivity. This corridor is rated low for vulnerability to future climate conditions and / or extreme weather events. As future studies in the corridor are conducted, environmental concerns or issues will be identified as warranted. What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? This corridor has no vertical clearance or weight restrictions. What Needs to Change Today? What Needs to Change in the Future?
Page 3 of 3 Corridor Sketch Summary SR 261: US 12 Jct to SR 260 Jct Corridor 409 Highway No. 261 Mileposts: 0 to 29.39 Length: 29.35 miles Corridor Description This curvy, narrow, two-lane highway is one of two roads that cross the Snake River between the Tri-Cities and Lewiston/Clarkston. The road begins at US 12 where Pataha Creek and the Tucannon River join north of Dayton. It travels northwesterly in the Tucannon River valley past the community of Starbuck to the Snake River. It crosses the Snake River at Lyons Ferry and then climbs out of the river canyon to a Missoula floodplain plateau (Columbia Plateau). It then heads northwest and traverses the Columbia Plateau to where it ends at SR 260 (Connell - Washtucna highway). From US 12 to the Snake River, the road is bordered by small farms and a few recreational sites. The road borders the northern edge of the small community of Starbuck. At the river, the road provides access to recreational sites and a river port. North of the river, the road is bordered by scablands and small farms/ranches on loam deposits. The road also provides access to Palouse Falls State Park.
Page 1 of 4 SR 261: US 12 Jct to SR 260 Jct Corridor 409 Corridor Function Current Function This narrow, two‐lane rural‐major collector is one of two river crossings between the Tri‐Cities and Lewiston/Clarkston. This corridor provides access to many recreational sites and majestic vistas along its length. It serves as a farm‐to‐ market route not only for adjacent farms, but also for commodities going to the Port at Lyons Ferry to be shipped by barge. The corridor provides primary access to the community of Starbuck and Little Goose Dam. Future Function This southeastern Washington north/south corridor is vital to eastern Washington's economic vitality. This route needs to be upgraded to create a safe and efficient roadway to move people and goods vital to the state’s economy. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? The pavement condition of this corridor is managed in accordance with WSDOT's policies and Asset Management Plan (out for statewide review). What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? This corridor performs above WSDOT's adopted safety standards in accordance with the Washington State Strategic Highway Safety Plan: Target Zero. WSDOT continually analyses collision data, tracks data, and utilizes a process of prioritizing safety funds on a statewide basis. Safety projects are funded as the locations are prioritized through the priority array process. What Needs to Change Today? The 5‐year collision history shows a significant number of vehicle overturns, guardrail hits, and over‐embankment collisions. Signing should be addressed, as well as slope flattening or straightening curves. What Needs to Change in the Future?
Page 2 of 4 SR 261: US 12 Jct to SR 260 Jct Corridor 409 Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? This corridor operates above WSDOT's adopted congestion thresholds. What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future? Three fish passage barriers (culverts) are located near the southern end of this corridor, one on Pataha Creek and two on unnamed creeks. All are on tributaries to the Tucannon River. The corridor has low‐ and medium‐priority wildlife connectivity issues. This corridor is rated low for vulnerability to future climate conditions and / or extreme weather events. As future studies in the corridor are conducted, environmental concerns or issues will be identified as warranted. Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today?
Page 3 of 4 SR 261: US 12 Jct to SR 260 Jct Corridor 409
What Needs to Change in the Future? The Snake River Bridge has low vertical clearance.
Comments or feedback on economic vitality
Page 4 of 4 Corridor Sketch Summary SR 124: US 12 Jct (Pasco) to US 12 Jct (Waitsburg) Corridor 414 Highway No. 124 Mileposts: 0 to 44.98 Length: 44.72 miles Corridor Description This road is a two-lane, rural bypass route for east-west traffic to avoid traveling south on US 12 through Walla Walla, saving almost 0.5 hour in travel time. The road begins at US 12 just east of the Snake River crossing in the community of Burbank. In Burbank, the narrow road is a moderate-speed suburban highway with houses and small farmettes on either side. From Burbank to the community of Eureka, the road parallels the Snake River and is surrounded by irrigated crops. This stretch of the highway provides access to river recreation sites. From Eureka to Waitsburg, the road passes through dryland farms, paralleling the Touchet River. In this stretch, the road passes through the small farming community of Prescott, where the road doubles as the community’s main street. Just west of Prescott, the road intersects with SR 125. In Waitsburg, the road is a low-speed street passing through residential areas and downtown Waitsburg. The road reconnects to US 12 in downtown Waitsburg.
Page 1 of 3 SR 124: US 12 Jct (Pasco) to US 12 Jct (Waitsburg) Corridor 414 Corridor Function Current Function This two‐lane, rural minor arterial serves as a Walla Walla bypass route for east‐west traffic, which saves time and fuel for freight and long distance travelers. It is a farm‐to‐market route not only for the adjacent farms, but also for regional products going to and coming from ports on the Snake River and processing facilities in the Tri‐Cities. The route provides Snake River access for Ice Harbor Dam and various recreational areas. It serves as the main access route for the communities through which it passes. Future Function SR 124 is intended to provide safe and efficient transportation for moving people and goods throughout the region. Several locations along this route need to be upgraded / enhanced to meet the route's future purpose. As the road passes through communities with multiple uses and types of users, Complete Streets is a part of this future purpose to ensure all users have access. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future?
Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? Improve access for residents along the highway to the community of Burbank (MP 0.3 to MP 1.1). Develop safe passing opportunities from Burbank to Fishhook Park Road (MP 1 to MP 10). Construct protected left turns at intersections from Burbank to Fishhook Park Road (MP 0.3 to MP 10). Increase multi‐modal access along the entire route, such as adding bike shoulders. Improve pedestrian crossings in cities and communities along the corridor. Improve truck access through Waitsburg (sharp corners). Improve the SR 124 / US 12 intersection in Waitsburg. What Needs to Change in the Future? Future Project: SR 124 / Burbank Heights to 1.27 miles east of Walkley Road; improve corridor safety and access.
Page 2 of 3 SR 124: US 12 Jct (Pasco) to US 12 Jct (Waitsburg) Corridor 414 Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? What Needs to Change Today? Implement Complete Streets through the community of Burbank, and the cities of Prescott and Waitsburg. Construct roundabout at North Lake Road. What Needs to Change in the Future?
Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Page 3 of 3 Corridor Sketch Summary US 12: SR 124 Jct (Pasco) to Idaho Border Corridor 255 Highway No. 012 Mileposts: 295.3 to 434.19 Length: 138.4 miles Corridor Description US 12 is a primary east-west statewide route, connecting Aberdeen on the western side of the state with Clarkston on the Idaho border. This 138-mile corridor traverses primarily rural and agricultural areas between Pasco and Clarkston. It is important for freight traffic and recreation area access. It is a Highway of Statewide Significance and part of the National Highway System. The corridor is classified by the Freight & Goods Transportation System as a T-1, T-2, or T-3 freight route, depending on location. Typically, as the route approaches Clarkston and the Washington-Idaho border, freight tonnage declines. The western end of the corridor carries 9.7 million tons of freight annually, while the eastern end handles 2.9 million tons.
Page 1 of 4 US 12: SR 124 Jct (Pasco) to Idaho Border Corridor 255 Corridor Function Current Function The entire corridor is classified as a Principal Arterial. It is part of the National Highway System and is a Highway of Statewide Significance. About 130 miles of this 138‐mile corridor is considered a high‐speed facility. US 12 connects to the Oregon state highway system via US 730 in Wallula Junction (US 730 continues into Oregon) and via SR 125 in Walla Walla (SR 125 becomes Oregon SR 11). US 12 also connects to the Idaho state highway system at the state border near Clarkston, continuing on as US 12 in Idaho. Future Function This corridor is one of the major east/west highways within Washington. Plans are underway to complete the additional lanes between Pasco and Walla Walla. Comments or feedback on function
Preservation Policy Goal: To maintain, preserve, and extend the life and utility of prior investments in transportation system and services. What's Working Well? Majority of existing pavement is in decent condition with future year due dates for replacement. What Needs to Change Today? As sections of pavement fall below the adopted statewide standard, preservation projects need to be funded. Corridor assets will be monitored or inspected according to WSDOT's Asset Management Plan (out for statewide review). What Needs to Change in the Future? The majority of the pavement surface will need to be resurfaced in the future. Comments or feedback on preservation
Safety Policy Goal: To provide for and improve the safety and security of transportation customers and the transportation system. What's Working Well? What Needs to Change Today? Add better pedestrian facilities through the cities of Waitsburg, Dayton, and Clarkston. Restripe through Dayton, and add better passing opportunities between Walla Walla and Dayton.
Trucks are parking at the US 12/US 730 junction, the weigh station at the US 12/US 730 junction, the weigh station at Kibler Rd, Dodge Junction at SR 127, and the Alpowa Summit Rest Area. Capacity is currently adequate.
Consider widening the sidewalk on the Touchet River Bridge in Waitsburg and/or adding a barrier between the sidewalk and traffic. There have been concerns about the width of the sidewalk and close proximity to traffic.
Page 2 of 4 US 12: SR 124 Jct (Pasco) to Idaho Border Corridor 255 What Needs to Change in the Future? Adding additional lanes between Pasco and Walla Walla will help with future safety expectations. Phases 7 & 8 will be constructed in the future. Future Projects: US 12 / Nine Mile Hill to Woodward Canyon Rd (Phase 7A) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Woodward Canyon Rd to Frenchtown (Phase 7B) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Attalia Vicinity to Nine Mile Hill (Phase 8) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / "A" Street Intersection ‐ Build Interchange (construct interchange w/ frontage roads to address safety and economic vitality) US 12 / Clarkston Vicinity ‐ Add Sidewalks and Access Improvements (complete/repair sidewalks along US 12 and bring to current ADA standards)
Consider widening the sidewalk on the Touchet River Bridge in Waitsburg and/or adding a barrier between the sidewalk and traffic. The sidewalk is relatively narrow and too close to traffic. Comments or feedback on safety
Mobility Policy Goal: To improve the predictable movement of goods and people through Washington State, including congestion relief and improved freight mobility. WSDOT currently defines congestion for system screening as locations that currently or are projected to operate below 70% of the posted speed limit during peak hour. Statewide analysis is performed to screen at three time periods: current, 10-, and 20-year. What's Working Well? The corridor appears to operate within an acceptable level of service. What Needs to Change Today? Add lanes between Pasco and Walla Walla. Phases 7 & 8 will be constructed in the future. Implement Complete Streets through the cities of Waitsburg, Dayton, Pomerory, and Clarkston.
Implement a multi‐modal connection between Pomeroy and Pataha. What Needs to Change in the Future? The mobility screen indicates some congested locations (volume/capacity @ 0.5). Locals identified these locations as areas of concern due to greater‐than‐normal delay at the following two intersection: US 12 / 4th Street in Dayton (access route to Bluewood Ski area and Blue Mountains recreation areas) and Bridge Street / Diagonal Street in Clarkston.
Adding additional lanes between Pasco and Walla Walla will help with future performance expectations. Phases 7 & 8 will be constructed in the future. Future Projects: US 12 / Nine Mile Hill to Woodward Canyon Rd (Phase 7A) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Woodward Canyon Rd to Frenchtown (Phase 7B) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) Page 3 of 4 US 12: SR 124 Jct (Pasco) to Idaho Border Corridor 255 US 12 / Attalia Vicinity to Nine Mile Hill (Phase 8) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Clarkston Vicinity ‐ Add Sidewalks and Access Improvements (complete/repair sidewalks along US 12 and bring to current ADA standards) Comments or feedback on mobility
Environment Policy Goal: To enhance Washington's quality of life through transportation investments that promote energy conservation, enhance healthy communities, and protect the environment. What's Working Well? What Needs to Change Today? What Needs to Change in the Future?
Comments or feedback on environment
Economic Vitality Policy Goal: To promote and develop transportation systems that stimulate, support and enhance the movement of people and goods to ensure a prosperous economy. What's Working Well? Access control appears to adequately serve adjoining land uses. What Needs to Change Today? What Needs to Change in the Future? Adding additional lanes between Pasco and Walla Walla will help with future performance expectations. Future Projects: US 12 / Nine Mile Hill to Woodward Canyon Rd (Phase 7A) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Woodward Canyon Rd to Frenchtown (Phase 7B) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / Attalia Vicinity to Nine Mile Hill (Phase 8) ‐ Add Lanes (replace existing 2‐lane roadway with 4‐lane facility on new alignment) US 12 / "A" Street Intersection ‐ Build Interchange (construct interchange w/ frontage roads to address safety and economic vitality) Comments or feedback on economic vitality
Page 4 of 4 AUGUST 2015
Corridor Sketch Initiative WSDOT’S VISION The Washington State Department IMPLEMENTING LEAST COST PLANNING of Transportation’s vision is to be the best in providing a sustainable What is the Corridor Sketch ºº Phase I will focus on working with and integrated multimodal Initiative? our partners on documenting transportation system. The Corridor Sketch Initiative is a current conditions, function, and new way for the Washington State performance expectations for each WSDOT’S MISSION Department of Transportation to corridor throughout the state. In this The Washington State Department of work jointly with partners to capture phase WSDOT will also collaborate Transportation provides and supports and document consistent baseline with our partners to identify what safe, reliable and cost-effective information about each transportation is working well and what needs to transportation options to improve corridor around the state in order to change for each corridor. livable communities and economic inform future investment decisions. ºº Phase II will focus on further vitality for people and businesses. collaboration with our partners to A corridor sketch will contain identify and rank cost-effective WSDOT’S VALUES information that describes the multimodal investment strategies SAFETY characteristics of each corridor, its to achieve the performance Promote the safety of the public and current and future function, as well expectations identified in phase I. employees at all times as its performance expectations. It INCLUSION will ultimately identify cost-effective Corridor Sketch Goals Ensure a wide array of perspectives, strategies for future consideration. A This new initiative will use Least Cost disciplines and backgrounds are corridor sketch is not a substitute for Planning principles to achieve the per- represented in our outreach, decision detailed planning and analysis, nor is it formance expectations for each cor- making and workforce a list of investments or projects. ridor. It will help us achieve: INNOVATION ºº Integrated multimodal planning: The Corridor Sketch Initiative is one Foster an environment of trust Work with local, regional, tribal, way WSDOT is implementing Least that encourages creativity, finding state and federal partners to Cost Planning1 at the corridor level. solutions for challenges and leveraging develop an integrated multimodal Statewide implementation of the opportunities planning approach for improving the Corridor Sketch Initiative is consistent transportation system. INTEGRITY with WSDOT’s strategic plan, also Build trust with each other and known as Results WSDOT2, and the ºº Performance-based planning: our communities by being ethical, legislature’s transportation system Implement performance-based accountable, responsive and honest policy goals (see back), and supports Least Cost Planning to achieve 3 performance goals. WSDOT’s Practical Solutions . LEADERSHIP ºº Moving Washington Forward: Inspire, motivate and support to give Practical Solutions maximize benefits Develop cost-effective, integrated each other the confidence to do great at the lowest cost by optimizing the sets of strategies that first consider things use of current capacity and efficient operational improvements, demand use of resources. management, and policy change SUSTAINABILITY strategies before considering Make decisions and take actions that WSDOT will implement the Corridor investments in capacity expansion to promote the conservation of resources Sketch Initiative in phases. achieve mobility performance goals. for future generations by focusing on the balance of economic, environmental 1 http://www.wsdot.wa.gov/Projects/PracticalDesign/lcp.htm and community needs 2http://www.wsdot.wa.gov/Secretary/ResultsWSDOT.htm 3http://www.wsdot.wa.gov/Projects/PracticalDesign ºº Simplified corridor information: collect information to develop a Provide a “one-stop shop” for common understanding of current TRANSPORTATION background information for each conditions, performance expectations, SYSTEM POLICY corridor around the state that can and performance gaps for each of GOALS be used by multiple agencies and the state’s corridors - initial focus on ECONOMIC VITALITY organizations. corridors with funded Connecting To promote and develop transportation Washington projects. This work will ºº Community engagement: Provide a systems that stimulate, support, and result in developing corridor sketch framework to engage partners and enhance the movement of people and summaries that will be included in the transportation service providers goods to ensure a prosperous economy around the needs of communities HSP. around the state. PRESERVATION Winter 2015-2016 is the target for To maintain, preserve, and extend the ºº Corridor development strategy: completion of Phase I across the life and utility of prior investments in Identify, document, and pursue state in order to incorporate this transportation systems and services appropriate strategies for every information into the HSP in summer corridor. Include these strategies 2016 and allow sufficient time for SAFETY in WSDOT’s long-range Highway statewide review. To provide for and improve the System Plan (HSP). safety and security of transportation Phase II: WSDOT works closely with customers and the transportation Why is the Corridor Sketch our partners on developing cost- system Initiative important? effective strategies to address the MOBILITY The Corridor Sketch Initiative is a performance gaps and achieve the To improve the predictable movement key component of the HSP. The HSP performance expectations identified of goods and people throughout includes an assessment of state- in Phase I. Schedule for Phase II will be Washington state, including congestion owned transportation facilities and prepared after completion of Phase I. relief and improved freight mobility assets. The plan serves as the basis for the six-year highway program and Getting involved ENVIRONMENT two-year biennial budget request to We invite you to attend workshops To enhance Washington’s quality of life the legislature. The Corridor Sketch and meetings*, provide input through through transportation investments Initiative provides an opportunity email, and participate at public forums. that promote energy conservation, for enhanced collaboration with enhance healthy communities, and our partners to achieve a common protect the environment understanding and develop a set of *Each region will develop a Corridor Sketch STEWARDSHIP strategies for all state highways. Initiative Communication Plan to define their respective approach for engagement with our To continuously improve the quality, Next Steps partners. Contact the Planning Engineer for effectiveness, and efficiency of the more information. transportation system Phase I: WSDOT hosts a series of workshops and meetings* throughout the state to engage partners and
QUESTIONS? Paul Gonseth Faris Al-Memar Planning Engineer Multimodal Planning Division South Central Region 360-705-7956 509-577-1630 | [email protected] [email protected]
Americans with Disabilities Act (ADA) Information: Individuals requiring reasonable Title VI Statement to Public: It is the Washington State Department of Transportation’s accommodations may request written materials in alternate formats, sign language (WSDOT) policy to assure that no person shall, on the grounds of race, color, national origin interpreters, physical accessibility accommodations, or other reasonable accommodations and sex, as provided by Title VI of the Civil Rights Act of 1964, be excluded from participation by contacting the event sponsor (enter name of event sponsor and phone number), by (insert in, be denied the benefits of, or be otherwise discriminated against under any of its federally date-usually two weeks advance notice). Persons who are deaf or hard of hearing may contact funded programs and activities. Any person who believes his/her Title VI protection has been the event sponsor through the Washington Relay Service at 7-1-1. violated, may file a complaint with WSDOT’s Office of Equal Opportunity (OEO). For Title VI complaint forms and advice, please contact OEO’s Title VI Coordinator at (360) 705-7098. NOVEMBER 2016 Schedule and Next Steps Phase I began in 2015 and finished in June 2016. Phase II strategy recommendations for preservation, safety, mobility, and environment policy goals are anticipated by Corridor Sketch Initiative June 2017, with economic vitality strategies later that year. WSDOT will update and refine corridor sketches in 2018 and beyond as this planning approach continues. IMPLEMENTING PRACTICAL SOLUTIONS
2016 2017 A changing world—aging infrastructure, new technologies, evolving travel WSDOT’S VISION needs and preferences—presents challenges that require a different The Washington State Department planning approach. The Corridor Sketch Initiative takes a new approach to of Transportation’s vision is to be the JUL AUG SEP OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC evaluating state highway facilities and their role in a connected, multimodal best in providing a sustainable and Complete Update and Review of Phase 1 Data integrated multimodal transportation transportation system. system. Mobility, Preservati on, Safety and Environtmental Screening and Strategies What is the Corridor Sketch Initiative? WSDOT’S MISSION Economic Vitality - Screening and Strategies Washington State Department of Transportation’s Corridor Sketch Initiative The Washington State Department Community Engagement and Documentati on of Transportation provides and is a set of planning activities (see figure 3) that engage our partners to define supports safe, reliable and cost- Start End Task Timeline Project Milestones the context and performance information for all of the state’s 304 highway effective transportation options to corridors. The Corridor Sketch complements and supports regional planning improve livable communities and processes in Washington. It is not intended to duplicate, substitute or compete economic vitality for people and TRANSPORTATION SYSTEM POLICY GOALS businesses. with other planning efforts; nor is it intended to generate lists of projects. ECONOMIC VITALITY WSDOT’S VALUES To promote and develop transportation systems that stimulate, support, and enhance the movement of people and goods to The Corridor Sketch Initiative’s primary goal is to cooperatively engage with SAFETY ensure a prosperous economy partners to jointly assess the highway system and identify: Promote the safety of the public and employees at all times PRESERVATION • Performance expectations To maintain, preserve, and extend the life and utility of prior investments in transportation systems and services • What’s working well INCLUSION Ensure a wide array of perspectives, SAFETY • What needs to change now and in the future disciplines and backgrounds are To provide for and improve the safety and security of transportation customers and the transportation system • Strategies to achieve performance expectations and sustain what works well represented in our outreach, decision making and workforce MOBILITY Practical Solutions is WSDOT’s approach to achieve our mission (see sidebar). To improve the predictable movement of goods and people throughout Washington State, including congestion relief and INNOVATION improved freight mobility It is a data-driven approach to identify performance expectations and deliver Foster an environment of trust cost-effective, multimodal strategies through ongoing engagement and that encourages creativity, finding ENVIRONMENT collaborative decision-making. A key focus of Practical Solutions is working solutions for challenges and To enhance Washington’s quality of life through transportation investments that promote energy conservation, enhance with partners and the community to find conceptual solutions. The Corridor leveraging opportunities healthy communities, and protect the environment Sketch Initiative is one way to implement Practical Solutions at the corridor INTEGRITY STEWARDSHIP level. Build trust with each other and To continuously improve the quality, effectiveness, and efficiency of the transportation system our communities by being ethical, How is WSDOT managing Corridor Sketch information? accountable, responsive and honest WSDOT created a “one-stop shop” database to capture statewide corridor QUESTIONS? information. The database will aid further analysis of what’s working well and LEADERSHIP Paul Gonseth Faris Al-Memar Inspire, motivate and support to what needs to change to meet corridor performance goals. give each other the confidence to do South Central Region Planning Manager Multimodal Planning Division great things 509-577-1630 360-705-7956 Why is the Corridor Sketch Initiative important? [email protected] [email protected] Strategies developed through the Corridor Sketch Initiative will inform SUSTAINABILITY Make decisions and take actions development of solutions and subsequent investment decisions at WSDOT, Americans with Disabilities Act (ADA) Information: This material can be made available in an alternate format by emailing the Office of Equal Opportunity at [email protected] that promote the conservation of or by calling toll free, 855-362-4ADA(4232). Persons who are deaf or hard of hearing may make a request by calling the Washington State Relay at 711. as well as other statewide, regional and local planning efforts that collectively resources for future generations by shape the future of Washington’s transportation system. focusing on the balance of economic, Title VI Notice to Public: It is the Washington State Department of Transportation’s (WSDOT) policy to assure that no person shall, on the grounds of race, color, national origin or sex, as provided by Title VI of the Civil Rights Act of 1964, be excluded from participation in, be denied the benefits of, or be otherwise discriminated against under any of its federally funded environmental and community needs programs and activities. Any person who believes his/her Title VI protection has been violated, may file a complaint with WSDOT’s Office of Equal Opportunity (OEO). For additional information regarding Title VI complaint procedures and/or information regarding our non-discrimination obligations, please contact OEO’s Title VI Coordinator at (360) 705-7082. In addition, the Corridor Sketch Initiative provides an initial contact point for project advocates to engage with WSDOT on performance expectations. 16-11-0437 Phase I Highlights Corridor Sketch Initiative Phase II: Process Overview Phase I of the Corridor Sketch Initiative focused on 3 community engagement, data collection, and performance Inputs M Evaluation Outputs analysis. WSDOT planners hosted more than 50 workshops and meetings, engaging more than 175 different P stakeholder groups to discuss and document performance I expectations, what works well, and what needs to change W Multimodal for each corridor. Information from this phase is stored in S a centralized database and will be used by planners around W H C the state for further analysis and subsequent decisions. D Phase II Multimodal Strategy L Development W Refinement of The purpose of Phase II of the Corridor Sketch Initiative is Figure 1 : Outreach During Phase 1 to develop cost-effective, multimodal strategies to improve Solutions P corridors to meet performance expectations and keep corridors working well. This effort will apply the information A gathered in Phase I in addition to analysis and outreach performed during Phase II.
Mobility Performance Expectations: In parts of the state, traffic congestion is a concern. WSDOT reviewed the Figure 3 : Process Summary state highway network to identify corridors with congestion and document the level of severity. Along with corridors Outcomes and Deliverables: WSDOT will complete Phase Outputs from the Corridor Sketch Initiative will also be identified through more detailed analysis, these corridors will be the initial focus of the collaborative work process II by developing strategies for all corridors, addressing used to support WSDOT’s Highway System Plan and described below. each legislative transportation policy goal. Information the multimodal Washington Transportation Plan. The about each corridor and the proposed strategies will be Highway System Plan assesses state-owned highway Development of Strategies: Multi-agency, multidisciplinary, and multimodal (M3) teams are being formed to develop made available online using software that allows users to facilities and assets, and provides WSDOT’s plan to meet strategies for all transportation policy goals. The M3 teams will use quantitative and qualitative analysis to assess the explore and interact with the system and focus on areas established performance thresholds. Planning for the effectiveness of proposed strategies. Quantitative analysis is necessary to ensure WSDOT meets its performance of interest. This interface will “tell the story” of what is highway system is an ongoing process with continual expectations. WSDOT will require detailed corridor planning studies before highway expansion is considered. working well and what needs to change on the state’s system-wide performance monitoring used to create Strategies may include: 395 31 transportation corridors. “snapshots” of current and future performance. The 97 21 Whatco end 9 kanogan 20 Oreille 20 • Acceptance of current performance (Do nothing) an uan Washington Transportation Plan provides policy guidance Ferry kagit tevens 20 112 • Operational improvements 155 At WSDOT, strategies will feed into agency program areas and recommendations for all ownership and modes of sland 530 25 153 97 21 112 2 101 9 noho ish • Travel demand management lalla helan 231 for refining solutions and potential future implementation. transportation. 206 104 174 2 207 172 Jefferson pokane • Local network improvements 101 101 2 ouglas Strategies involving external partners will help inform itsap ing 2 incoln 28 2 27 119 17 231 904 99 97 21 • Policy changes ason 28 ongoing local and regional transportation efforts. Partner/Community Engagement: Working in an M3 Grays 3 97 Harbor Grant 109 Ada s Kittitas 281 23 • More detailed corridor planning studies / traffic analysis 195 format, teams will include WSDOT and local/regional 27 Pierce 7 262 ThurstonThurston 410 Whit an 26 507 105 101 821 26 Relationship to Other Plans: Strategies identified in subject matter experts in a variety of transportation 706 243 127 ewis 24 12 195 6 508 261 Garfield 103 Pacific 12 Franklin Phase II will be consistent with regional transportation disciplines to discuss options, explore potential strategies aki a 12 505 Benton 17 Columbia 225 504 Asotin Wahkiaku Walla owlit 125 plans developed by WSDOT’s partners. WSDOT will and select strategies to move Phase II forward. Corridor 4 Walla ka ania 221 12 lickitat 730 attempt to synchronize Corridor Sketch Initiative Phase II Sketch Initiative public outreach will be leveraged with 141 Clark 142 501 500 14 and updates of regional transportation plans to leverage other transportation planning activities and meetings as outreach efforts whenever possible. Joint outreach will much as possible. For example, WSDOT may combine Figure 2 : For the Corridor Sketch Initiative, WSDOT evaluates all 304 state highway corridors in Washington most likely add efficiency, early buy in and reinforce work with regional plan updates. Each WSDOT region consistency between planning efforts. will customize its community engagement effort to Within the Practical Solutions framework, WSDOT’s meet the needs of the community, depending on local Corridor Sketch Initiative assesses performance and circumstances. identifies strategies to meet performance expectations and sustain what works well.
Policy Direction Manage Identify Needs Assess Alternative Refine Solutions Assign Resources Develop Funded Implement Solutions System Assets Strategies Solutions