WHERE WE’RE AT HORIZON 2040 • CHAPTER 2
TABLE OF CONTENTS: The Regional TransportaƟ on Network 2-19 Regional Profi le 2-1 Roadway Infrastructure 2-19 Technical Tools for TransportaƟ on Analysis 2-7 Bridges 2-26 Travel Demand Model 2-7 Intelligent TransportaƟ on Systems 2-29 Land Use 2-9 TransportaƟ on Modes 2-30 AcƟ vity Centers & Vacant Lands 2-10 Programs & Planning 2-42 Summary of ExisƟ ng CondiƟ ons 2-48
EXISTING CONDITIONS Regional Commute Flow How the demographic, natural and built environments impact the existing transportation system
To develop an effective, achievable transportation plan, it is important to see the region clearly. Understanding where we are today is vital to reaching goals for tomorrow and years to come.
This chapter is an overview of the region’s demographics and existing conditions including employment trends, commute patterns, the condition of area roads and bridges, traffic volumes, and the movement of freight. This information is essential for evaluating the region’s transportation needs and establishing priorities for transportation infrastructure.
REGIONAL PROFILE Spokane County is 1,781 square miles in size with a 2015 population density of 274 persons per square mile1. The population density in the Spokane/Spokane Valley Highway Urban area is 2,332 persons per square mile2. 3 destined for employment sites in Spokane County . Adjacent counties The proximity to Kootenai County, including Coeur d’Alene and Post in eastern Washington (Pend Oreille, Stevens, Lincoln and Whitman) Falls, has a big influence on Spokane’s transportation system. also impact Spokane’s system. Over 23 percent of people employed in 4 Approximately 6.4 percent of Kootenai County commute trips are Spokane County commute from outside the area .
3 1 Spokane and Kootenai County Regional Transportation Washington State Office of Financial Management, Forecasting and Research Division, estimates of April 1 Population Density and Land Area by County 2 Washington State Office of Financial Management, 2016 Highway Urban Area Population 4 U.S. Census Bureau. 2014. On The Map Application. Longitudinal‐Employer Household Estimates Dynamics Program. DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐1
27 percent5. Overall, households are getting smaller and the population older. Policy choices and investment decisions in Horizon 2040 consider these trends and how they impact regional transportation systems and services.
Figure 2.1 2015 Household Makeup‐ Spokane County
Single‐person household 7.7% Families with 29.0% children households
36.1% Families without children households 27.2% Other non‐family households
Source: US Census Bureau6
For instance, there is a substantial amount of senior citizens living in outlying areas such as Deer Park, north of Francis Avenue and west of Highway 395 and in the Dishman‐Mica area, see Map 2.17. As a result Similar to Washington State and the nation overall, Spokane County of these populations, the need for services in those areas could has undergone demographic shifts over the past few decades that increase funding for public transit. impact the regional transportation system. For instance, the most recent Census data indicated that there are more single person households in Spokane County than households with children. See Household Makeup Figure 2.1. In twenty plus years, the percentage of households with children decreased from 34 percent to just over 5 U.S. Census Bureau; American Community Survey, 2015 American Community Survey 5‐ Year Estimates 6 U.S. Census Bureau; American Community Survey, 2015 American Community Survey 5‐ Year Estimates 7 The map can be viewed full size at strc.maps.argis/home DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐2
In some communities, being a senior citizen makes a person more Map 2.2 Percent of Population with a Disability likely to use public transit. In Spokane though, seniors are apparently continuing to drive into their older years or finding other ways to get around as there is no data indicating a direct correlation between age and transit ridership in Spokane County.
Map 2.1 Percent of Population over the Age of 60
Disabilities can make transportation a challenge for those who have them and many people with disabilities rely on public transit to access health and other needed services.
Poverty can also be a barrier to efficient transportation. The median
household income in Spokane County is $50,079 ($61,062 in Unlike the area’s senior population, area residents with disabilities Washington State), while 15.9 percent of the population lives below 9 are much more concentrated. Map 2.28 shows that the lower north the federal poverty level. Map 2.3 shows a concentration of below side of Spokane and the Millwood area in Spokane Valley have poverty level households on the lower South Hill, the lower north substantial populations of people with disabilities. wide and in Cheney where students make up a larger part of the population.
8 9 The map can be viewed full size at srtc.maps.arcgis.com/home The map can be viewed full size at srtc.maps.arcgis.com/home DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐3
Figure 2.2 shows Annual Income Groupings. Figure 2.2 Annual Income by Groups by Percent of Population Whether due to poverty or by choice, 7.6% of area households have less than $10,000 7.9% no vehicle available. Map 2.410 shows that many of these households are located on the lower north side of Spokane, in the same area as a $10,000 ‐ $25,000 16.8% significant number of households living below the poverty level. $25,000 ‐ $50,000 25.1% There is also a concentration of homes without vehicles in the far north part of Spokane. $50,000 ‐ $75,000 19.5% Map 2.3 Percent of Households Living Below the Poverty Level $75,000 ‐ $100,000 12.7%
$100,000 or more 17.9%
0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0%
Map 2.4 Percent of Households with No Vehicles Available
10 The map can be viewed full size at srtc.maps.arcgis.com/home DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐4
That area is also home to a concentration of residents that speak Map 2.6 Percent of Population that is a Minority English less than very well. Map 2.5 shows populations north of Francis Avenue past the city limits and extending out into Spokane County. There are also pockets of people who speak English less than very well on the lower north side and in Spokane Valley south of I‐90 and west of Pines Road and in south Spokane near Freya and 29th Ave. Overall though, the population of people that speaks English less than very well is small, at an average of just 3.1 percent for Spokane County.
Map 2.5 Percent of Population that Speaks English less than Very Well
The county average for minorities is just over 13 percent. Map 2.6 shows concentrations of minority populations on Spokane’s lower South Hill, lower north side, and in Airway Heights.11.
Being a minority, living in poverty, having a disability or being limited English proficient are all indicators that a population may be “underserved” when it comes to transportation. Negative health effects related to the transportation system can also fall hardest on these vulnerable members of the community.
11 The map can be viewed full size at srtc.maps.arcgis.com/home DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐5
The county labor force is 251,890 workers with 18,360 unemployed. The total number of firms in Spokane County is 15,594. 56 percent of The primary mode of commute to work, driving alone, increased 6 firms employ four or less persons, 14 percent employ between 5 and one percent since the last update to this plan . The median travel 6 9 workers12. Of these workers 17.2 percent work in government, 17.6 time to work is 21.2 minutes . The infographic below offers travel
percent work in health care and social assistance, 11.7 percent work time comparisons to other areas around the country.
in retail trades, and 7.3 percent work in manufacturing. Advanced manufacturing, health services, finance/insurance, transportation/warehousing, and education led the Spokane region out of the recession13.
Mode to Work
Source: American Community Survey Source: U.S. Census Bureau; American Community Survey, 2015 5‐Year Estimates
12 Employment Security Department/LMEA, Quarterly Census of Employment and Wages 13 Washington State Employment Security Department, Spokane County Profile, 2016
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐6
TECHNICAL TOOLS FOR TRANSPORTATION descriptions of the methods used to develop forecasts of future travel demand. The travel forecasting documentation is also available on ANALYSIS the SRTC website. More information on modeling can be found on the SRTC website14. PLANNING ASSUMPTIONS
As part of the development of Horizon 2040 and other planning Regionally Significant Projects processes at SRTC, staff assessed existing transportation systems and One way the model is used is to evaluate regionally significant region‐wide programs. This includes tools used for technical analyses, projects. SRTC classifies a transportation project as regionally which are reviewed below. significant if it:
• Cannot be grouped in the TIP and/or State TIP (STIP)15, and/or Travel Demand Model it is not listed as an exempt project type in the Environmental Modeling is a method of evaluating the performance of the Protection Agency’s (EPA’s) regional transportation transportation system and forecasting how the public will use it in the conformity regulation (40 C.F.R. part 93)16; and future. This is done using computer software to represent how travel • Is on a facility which serves regional transportation needs choices are made. (federally classified as a principal arterial or higher) and alters
the number of through‐lanes for motor vehicles for a distance SRTC’s Travel Demand Model contains inventories of existing greater than a half mile, or impacts a freeway or freeway roadway and public transit facilities and all existing and planned interchange (other than maintenance projects); or housing, shopping and employment in the area. Currently, bike lanes and pedestrian facilities are not represented but could be in the future. Using the model, future traffic volumes and transit ridership 14 can be estimated in order to be proactive in managing traffic https://www.srtc.org/travel‐demand‐model/ 152 U.S.C. 135(g)(4)(C)(ii) states that projects that are categorically excluded from the congestion and building transportation facilities to accommodate National Environmental Policy Act (NEPA) process and are not regionally significant can demand. either be identified individually or grouped with other projects of the same funding source in the STIP. 16 40 CFR § 93.126 states that certain highway and transit projects are exempt from Federal transportation planning regulations require documentation of conformity requirements (highway safety, transit, bike and pedestrian facilities, travel the input assumptions and methods used for developing forecasts [23 demand management programs, and other activities that do not lead directly to construction CFR 450.316]. SRTC Travel Forecasting Documentation includes an of a project), unless it is determined by the Interagency Consultation group that the project has potentially adverse emissions impacts for any reason. 40 CFR § 93.127 identifies several inventory of the current state of transportation in the planning area, project types that are exempt from regional emissions key planning assumptions used in developing forecasts, and DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐7
• Is a new or extended fixed guideway transit service (dedicated and queuing) down to the individual transit route, road segment or bus lanes, vehicle track or wires) or capital expenditures intersection level. The SRTC model uses specific analytical processes related to a new fixed‐route transit service on a facility which that consider choices based on destination, mode, time of day and serves regional transportation needs (federally classified as route and then represents the resulting traffic flow at the principal arterial or higher). macroscopic level. • Is determined by the SRTC Policy Board or the Interagency Macroscopic models can be used to predict the extent of congestion Consultation Group to have the potential for adverse caused by traffic demand or incidents in a network. The SRTC model emissions impacts. assesses current conditions and forecasts demand based on
projections of future employment and household demographics. The model is also used to evaluate potential transportation scenarios.
The Federal Highway Administration (FHWA) encourages scenario planning in the transportation planning process to help anticipate The SRTC model assesses current conditions future growth trends while prioritizing how limited resources will be and forecasts demand based on projections of used. Scenario planning uses a range of possible future situations to future employment and household facilitate public decision‐making on land use policies and transportation investments. This involves identifying major sources of demographics. change, considering how driving forces could combine to determine different future conditions, creating scenarios that consider the Land Use implications of different strategies in different environments, A key aspect of SRTC’s travel demand model is land use. Spokane’s analyzing the implications to see how scenarios interact, and land use is a mosaic of past economic conditions and development evaluating scenario outcomes. Various measures can be used to philosophy. At the turn of the 20th century, higher density evaluate scenarios, such as the extent to which the scenario impacts neighborhoods with homes and parks showed that quality vehicle miles of travel, average trip length, transit ridership, amount neighborhoods were an important part of Spokane’s fabric. of available land, air quality, or energy consumption. Neighborhood retail centers saved residents long trips to fill routine needs. With the post‐war era, however, the car found a more Macroscopic Transportation Modeling Analysis dominant role and increased access to distant areas and family Macroscopic models, such as SRTC’s, are used for high‐level, regional mobility. This resulted in the desire to move outside the City limits to travel analysis. Travel demand models are limited in their ability to areas with less expensive land and larger lots. estimate changes in operational characteristics (such as speed, delay,
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐8
Lower density suburban developments had lower cost infrastructure a commercial establishment such as a fast food restaurant generates requirements, making urban density developments in the City less more traffic than an office. The type of trips and time of day they are competitive. Residential and commercial development inside the City taken differ as well. of Spokane became stagnant, demonstrated by the slow growth rate in the City between 1960 and 1990. By the 1990s, changes in water Table 2.1 Land Use Categories Land Use quality and road standards increased the cost of developing low‐ Description Unit Measurement Type density residential developments. Factors such as sewer system 1 Single Family Residential # of units/zone requirements, stricter road standards, and higher land values caused 2 Multi‐Family Residential # of units/zone increased dwelling unit densities in order to economically afford 3 Hotel/Motel # of rooms or camping spaces/zone Agriculture, Forestry, Mining, continued growth and development. 4 Industrial, Manufacturing, and # of employees/zone Wholesale Retail Trade (Non‐Central Business 5 # of employees/zone Now, infilling with smaller but higher density residential District) developments is becoming more commonplace. Spokane’s Kendall 6 Services and Offices # of employees/zone 17 Finance, Insurance, and Real Estate 7 # of employees/zone Yards development is one such example. Services (FIRES) 8 Medical # of employees/zone Retail Trade (Central Business Commercial and retail land uses have also changed. Neighborhood 9 # of employees/zone District) stores have given way to shopping centers, shopping malls and big # of higher education commuter 10 Students University box retailers. Strip commercial development has flourished along students/zone 11 Education Employees # of employees/zone principal arterials due to easy access, visibility, and a constant flow of 12 University Employees # of employees/zone traffic. Each land use category has a value for the number of housing units, Land Use Categories employees, hotel/motel rooms, or higher education commuter For modeling purposes, the land uses in Table 2.1 below are broken students. All land uses are geocoded by SRTC staff. Geocoding assigns down into categories and associated with different travel behaviors. a location to all data, based on information such as an address. Using For employment based land uses, industrial classification codes are Geographic Information Systems (GIS), the land use totals are used to differentiate establishments into the various categories. grouped by areas known as Transportation Analysis Zones (TAZs), There are distinct differences between these categories. For example, which are the primary units of analysis in SRTC’s travel demand model. There are 519 TAZs in Spokane County as shown in Map 2.7. 17 http://www.kendallyards.com/
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐9
2015 Land Use Development Map 2.7 Transportation Analysis Zones A number of data sources were used to establish land use values for the 2015 base year model and insure the accuracy of base land use data.
Population SRTC does not directly use population in the model but instead housing units. However, SRTC uses base year population estimates for Spokane County and the jurisdictions within as provided by the Washington State Office of Financial Management’s (OFM) Population Unit.
Housing Units The SRTC model uses single‐family (SF) and multi‐family (MF) housing units to represent where people live as part of the trip generation process. For both categories, staff used housing unit counts directly from the 2010 Decennial Census. Local building permit data is used to account for new or removed housing units between the decennial census and the 2015 base year, as shown in Map 2.8.
Vacancy Rates SRTC used housing unit vacancy rates from the 2010 Census for each TAZ in Spokane County. The rate was applied to the SF and MF housing units in each TAZ, allowing the model to reflect a higher level of accuracy in determining trip generation.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐10
Map 2.8 Housing Units per Acre by TAZ
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐11
Map 2.9 Employees per Acre by TAZ
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐12
Employment The primary source for employment data is Washington State’s Table 2.2 Summary of Land use Total for 2015 Employment Security Department (ESD). This includes business Land Use Categories 2015 Base locations, number of employees, and industrial classifications, among Population 488,310 other attributes. Significant staff research supplements the ESD data Single Family Housing Units 151,461 where further detail is needed. A number of other sources are used Multi‐Family Housing Units 42,597 to confirm or add to the employment data used at SRTC. A number of Employment 206,232 checks and reviews are performed to increase the accuracy of the Hotel Rooms 8,013 data. This includes confirming the correct location, number of Higher‐Education Commuting Students 24,785
employees, and type of business or establishment. Map 2.9 illustrates Activity Centers & Vacant Lands the 2015 employment density in the greater Spokane area. Through analysis of current employment concentrations, densities,
and types, SRTC identified employment activity centers throughout Hotel and Motel Rooms the County. These activity centers are areas of regional significance For LU3 (Hotel/Motel), SRTC uses data from the Washington State with high concentrations and densities of employment. Generally Department of Health (DOH) on transient accommodations. This data areas with over approximately 2,500 employees were deemed includes employee counts and number of rooms. activity centers. Centers were designated one of three types: Transit
Focused, Freight Focused, and Mixed Focus. Identifying these Centers Higher Education Commuter Students aids SRTC and other agencies in planning for transportation needs The LU10 category consists of higher education commuter students. and investments. Staff calculates the totals for this category by contacting higher
education institutions throughout Spokane County for total enrollment, and total resident student population. The resident Activity Centers are areas of regional student population is subtracted from enrollment to determine the significance with high concentrations and commuter student population. When available, other non‐commuting densities of employment generally over 2500 populations such as online‐only students are removed from the commuter student population as well. employees.
A summary of the 2015 totals for the generalized land use categories is shown in Table 2.2.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐13
Map 2.10 Employment Activity Centers
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐14
Map 2.11 Commercial and Industrial Vacant Lands
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐15
The methodology used was similar to that used by the Center for Spokane is designated as an attainment area Transit‐Oriented Development.18 Certain employment types were for Carbon Monoxide (CO) and Particulate found to be more conducive to transit use. These were titled Transit Matter (PM10), operating under limited Focused Centers. Other centers were more freight focused. Others maintenance plans. were still noticeably mixed use and designated as such. Map 2.10 displays the centers. These centers correlate with major industrial AIR QUALITY MODELING and commercial areas. Nearly all of the centers are close to highways; Although the Spokane planning area is in compliance with clean air most near I‐90 or the north Division corridor. standards, the region continues to work to maintain and improve air quality. Pollutants pose a range of health impacts such as respiratory SRTC staff also performed a basic analysis on vacant lands in Spokane ailments, heart disease and cancer. County. Using GIS technology, properties that were vacant and more Spokane is designated as an attainment area for Carbon Monoxide likely to be developed were identified. Map 2.11 displays these areas. (CO) and Particulate Matter (PM10), operating under limited They do not account for already existing developments or buildings maintenance plans. On August 29, 2005 the Environmental Protection that are vacant. However, the analysis does indicate major areas of Agency (EPA) re‐designated the Spokane area from nonattainment to available lands, including the West Plains, East Valley and Liberty Lake attainment for carbon monoxide (CO) with an approved maintenance areas, and North Spokane. As infrastructure is built, and development plan19. On August 30, 2005 EPA re‐designated the Spokane area from occurs, these tools are used to support local decision makers in nonattainment to attainment for particulate matter‐10 (PM‐10) with shaping the transportation system. an approved Limited Maintenance Plan20 (LMP). On April 12, 2016 the EPA approved the Second 10‐year limited maintenance plan (LMP) for 21 REGIONAL LEVEL OF SERVICE (LOS) PERFORMANCE MEASURE PM10 . ANALYSIS SRTC uses the travel demand model to analyze regional Level of The second 10‐year LMP for CO was approved August 15, 2016. Service for area transportation facilities. Regional LOS is evaluated for These LMPs demonstrate the minimal risk that PM10 or CO from the following modes: vehicular, transit, and nonmotorized (combined motor vehicles would contribute to a PM10 or CO violation. For this biking/walking). The regional LOS analysis is based on changes to land reason, no motor vehicle emission budget (MVEB) or paved road dust use and the transportation system that will occur as a result of budget is established. While an area with an LMP does not need to do comprehensive plan updates or amendments. a regional emissions analysis, it still retains other conformity
19 70 Federal Register 37269 20 70 FR 38029 18 http://ctod.org/ctod‐research.php 21 81 FR 21470 DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐16
requirements as detailed in 40 CFR 93.109, such as consultation22, performance management into regional planning and programming timely implementation of transportation control measures23 and decisions. 24 project level analysis . The following table indicates the performance measures that stakeholders deemed appropriate for regional evaluation of project While much of the improvements in air quality in the region are due to automobile technological advances (fuel efficiencies, emissions and program and for tracking progress. Not all performance measures equipment), several strategies in the region have been used as well, have the data necessary to complete at this time and Table 2.3 including: indicates the best case for implementation of these measures. National and state data collection options are currently being • Vehicle Inspection and Maintenance programs • Commute Trip Reduction (CTR) programs collected, tested and verified to fill this void. Federal core measures • Street Sweeping will require performance targets that will be tracked and reported to • Chemical de‐icing applications FHWA for progress. • School bus diesel retrofit program • Traffic signal optimization and signal timing progression In this Horizon 2040 you will find Federal Core Performance Measures • Traffic flow improvements reported for Interstate Pavement Condition, Bridge Condition and Serious Injuries and Fatalities on all roadways and for bicycle and • Park & ride Lots pedestrian –involved collisions. At this time, these are the only • Pedestrian and bike facility improvements Federal Core Measures that have data available for reporting. • Parking management programs SRTC also used other performance measures that were linked to PERFORMANCE MEASURES decision making for selecting Regionally Significant projects. In 2016 SRTC with the assistance of stakeholders, completed a SRTC is moving towards a performance Horizon 2040 Implementation Toolkit Study that designed options and implementation activities for SRTC to move toward a management approach towards regional performance management approach to regional decision‐making. decision‐making starting with a project New federal regulations for long‐range transportation planning in evaluation tool for Horizon 2040. MAP‐21 and the FAST Act require that SRTC begin integrating
22 40 CFR 93.112 23 40 CFR 93.113 24 40 CFR 93.116 DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐17
Table 2.3 Federal and Regional Performance Measures
Federal Regional Guiding Requiremen Importanc Available to Principle Performance Measure t e Use Figure 2.4 indicates the criteria used for the Horizon 2040 Project Reliable Truck Travel X Evaluation Tool that was developed to help the SRTC Board select Times (not final) projects to link performance and regional decision‐making. The tool Economic Economic Impact on X X Vitality Activity Centers includes both federal and regional performance areas. When Jobs within 30 min appropriate, the tool criteria reflects future conditions to evaluate X Commute by Mode projects. Forecasted data are represented by green colors below. CO2 Emissions Reductions X % Investments in Activity Stewardship X X Figure 2.4 Evaluation Tool Criteria by Performance Centers Reduction in VMT X X Commute by Mode X X Transit Ridership X X Cost of X Quality of Life Housing/Transportation Multi‐Modal Level of X Service % of Population Access to X Trails, Parks & Recreation % of Interstate Pavement X X in Good/Poor Condition % of NHS roads in X Good/Poor condition % Bridges on the NHS is System X X Good/Poor Condition Operations, Interstate Person‐hours Maintenance & X Delay (not final) Performance NHS Person‐hours Delay X (not final) % of Expenditures on Preservation & X Maintenance Total Fatalities and X X Serious Injuries Fatality & Serious Injury Safety and X X Rates Security Bicycle and Pedestrian Fatalities & Serious X X Injuries
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐18
THE REGIONAL TRANSPORTATION NETWORK Table 2.4 Spokane County Federal Functional Class Rural Urban Spokane County’s transportation system is made up of a multimodal FFC % FFC % Centerline Lane Centerline Lane Number / Lane Number / Lane network including an interstate, several highways, arterials, Miles Miles Miles Miles collectors, local roads, public transportation bus routes, paratransit Type Miles Type Miles 1 1 17 69 1% 27 145 3% service, vanpools, intercity/interstate bus service, railroads, airports, Interstate Interstate 2 Other 2 Other bike lanes, sidewalks, and multi use paths. 39 116 2% 18 76 2% Freeways Freeways 3 3 Principal 23 54 1% Principal 180 656 14% ROADWAY INFRASTRUCTURE Arterial Arterial 4 Minor 4 Minor 27 54 1% 220 494 11% Roadways are characterized by their function in a community as well Arterial Arterial 5 Major 5 Major as in the overall transportation system. Based on their function, 424 851 17% 183 369 8% Collector Collector roadways are designed and constructed to ensure the movement of 6 Minor 6 Minor 305 611 12% 1 2 0% people and goods in a safe and efficient manner. Federal Functional Collector Collector 7 Local 7 Local 1632 3264 65% 1420 2839 62% Classification (FFC) data is collected on an annual basis and imported Access Access into SRTC’s travel demand model with each model update. In Source: WSDOT and SRTC Spokane County, there are 4,516 centerline miles and 9,600 lane Figure 2.5 Percent of VMT per FFC Lane Miles miles of roadway broken down into 7 categories (see Table 2.4). The roadway network in the travel demand model includes all roadways classified as collector or higher. In addition, a number of local roads are included to better reflect local travel patterns and transit operations.
Another way to look at the Roadway infrastructure is to look at how well it is utilized. Using Highway Performance Monitoring System (HPMS) to calculate VMT you can see in Table 2.4 that in the Spokane Region Principal Arterials are 15% of the total lane miles but carry the most VMT at 38% as indicated in Figure 2.5. It’s also interesting to note while collectors have the least VMT at 10%, they also total the most lane miles for both the rural and urban system.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐19
Federal Functional Classifications Map 2.12 Federal Functional Classification Local governments are struggling with how to fund upkeep and improvements to our transportation system. Funding eligibility is based on functional classifications, as required by the Federal‐Aid Highway Act of 1973, to update and modify the Federal‐aid Highway systems. (Functional class determination is developed within the framework of Section 134 of Title 23, U.S. Code, Metropolitan Planning.) The following facilities make up Spokane’s roadway system and are found in Map 2.12.
Freeways and Divided Highways Freeways and highways carry a large amount of traffic at high speeds. They have limited access with freeway interchanges typically a mile or more apart.
Principal Arterials Principal Arterials carry large volumes of traffic to major destinations throughout the metropolitan area. Often, principal arterials connect to state highways and county roads to outlying areas. Typically, a principal arterial will have at least two lanes in each direction with curbs and sidewalks. Most major intersecting streets are controlled with traffic lights and have public transportation services.
Minor Arterials Minor arterials connect residential business districts into the larger transportation system by accumulating traffic from lower classifications of roadways. These roads can have a variety of design characteristics, based on what part of the community they are located in and the amount of activity surrounding them. Typically
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐20
minor arterials have a mix of residential and commercial/retail classification, route number, bridge number, current and future activity along them. The classification is based more on how they traffic volumes, maintenance responsibility, and ownership. contribute to connecting the transportation system than on the The IRR Program addresses transportation needs of tribes by volume of traffic using them. providing funds for planning, designing, construction, and maintenance activities for all public roads. The program is jointly Collectors administered by the Federal Highway Administration’s Federal Lands Collectors bring together traffic generated for a variety of local land Highway Office and the BIA, Division of Transportation, in accordance uses onto one roadway that connects to either a minor or principal with an interagency agreement. arterial. Typically collectors have one lane in each direction, traverse neighborhoods at low volumes and slower speeds, and are not Area Roadway Conditions designed to carry trips through a community or heavy vehicles, FHWA has proposed federal measures to assess the condition of except in commercial or industrial areas. pavement and bridges on the National Highway System (NHS). The NHS consists of Interstates and Non‐Interstates which are; Highways, Local Streets Principal Arterials and Intermodal Connectors. States and MPOs may Local streets provide direct access to individual properties and are be required to set targets for these measures in the near future as the designed to meet the specific needs of the local neighborhood. They final rule is currently frozen for review by the new administration. have slower speeds and lower volumes with traffic control limited to WSDOT has the initial responsibility to gather this data. Conditions yield and stop signs. These roads may or may not be paved or have for pavements, regardless of ownership will be reported as follows: curbs and sidewalks. Interstate System Non‐Interstate NHS System Indian Reservation Roads Percent of pavements in Good Percent of pavements in Good The Indian Reservation Roads (IRR) are public roads which provide condition condition access to and within Indian reservations, Indian trust land, restricted Percent of pavements in Poor Percent of pavements in Poor Indian land, and Alaska native villages. The IRR Inventory is a database condition condition of all transportation facilities eligible for IRR Program funding by tribe, reservation, Bureau of Indian Affairs agency and region, A minimum requirement for WSDOT is that they must maintain no Congressional district, State, and county. Other specific information more than 5 percent of lane miles on the Interstate System in Poor collected and maintained under the IRR Program includes condition. The NHS map includes all roadways that the proposed pavement rule applies to, see Map 2.13.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐21
Map 2.13 National Highway System
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐22
Figure 2.6 NHS Interstate Lane Mile Conditions At this time WSDOT has released only the Interstate System pavement condition as seen in Figure 2.6. Interstate pavements are presently meeting the proposed minimum requirement of less than 5 percent in poor condition.
As this data set is updated, WSDOT and SRTC will monitor performance. Targets or goals will be set at the state and local level, and performance gains in relation to those goals will be monitored. Once SRTC receives the Non‐Interstate data, it will be included in this
Chapter. Once the proposed rule is finalized, WSDOT and SRTC will have 18 months to set targets on improving pavement conditions. SRTC can use the WSDOT targets or set regional targets.
Aside from the interstate system, much of the local infrastructure was built over half a century ago, and it is showing its’ age. The freeze thaw cycle every winter causes extensive potholing that grows into more serious damage if not repaired quickly. Plowing each winter scrapes off roadways striping and markings. Pavement conditions continue to decline due to budget shortfalls. Further discussion on System (HPMS) mileage is based on data collected annually. VMT is the state of decline of pavement is included in the following influenced by factors such as population, age distribution, and the Maintenance and Preservation section of this report. number of vehicles per household. However, the greatest factor by
far is how land uses are arranged. Vehicle Miles Traveled Vehicle miles traveled (VMT) is a measure of the number of miles traversed by a number of vehicles for a given time period (usually Figure 2.7 illustrates historical daily VMT growth for the Spokane measured daily or annually). It is another indicator of usage of urbanized area in comparison to VMT per capita. This per capita VMT transportation facilities, most often motor vehicles on interstates, indicator divides VMT by average population to account for highways, and other road or street systems. Washington State uses population growth or loss. This is important to track since our region the HPMS to estimate VMT. The Highway Performance Monitoring is experiencing population and economic growth. Reducing per capita VMT can help a region achieve air quality goals and congestion goals. DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐23
Figure 2.7 VMT Growth in Spokane Urbanized Area productive city.”22 Congestion can also encourage people to change 7400 15.1 travel behaviors by travelling shorter distances, living closer to work, 7300 15.0 travelling less or shifting travel modes. 7200 14.9 7100 14.8 To balance the conversation, congestion does have its share of Capita 7000 14.7
per problems. Certain industries would rather not develop in congested
(thousands) 6900 14.6 areas, such as freight shippers, trucking firms or warehousing VMT
VMT 6800 14.5 VMT (thousands) businesses. Congestion can add costs to goods and services. It also 6700 14.4 VMT per Capita impacts residents’ quality of life if too much time is spent in 6600 14.3 2011 2012 2013 2014 2015 congestion. It’s important to understand the cause of congestion and Year if it is negative (i.e. delay from a poorly designed traffic signal) or positive (i.e. an event being held at a downtown event venue).
Congestion Congested roads can be defined in various ways. One way to evaluate It has been the general practice of state and local transportation congestion is to look at the annual delay per auto commuter, which is departments to mitigate congestion for purposes of improving travel the extra time spent during the year traveling at congested speeds times and reducing the costs generated by vehicle delay. “The rather than free‐flow speeds by private vehicle drivers and passenger underlying assumption is that congestion relief is an unmitigated who typically travel in the peak periods. Figure 2.8 includes data from good” because vehicle delay costs Americans billions of dollars in the Texas Transportation Institute that indicates how annual delay wasted fuel and time each year.25 However, “the common misinterpretation of such statistics is that our cities would be so much Figure 2.8 Delay per Peak Auto Commuter more economically productive if only we could eliminate the 40 21 congestion that occurs on urban streets.” In fact, studies show that 35
increased travel delay generally means a higher gross domestic 30
product (GDP) per capita for cities across the United States. Simply Hours 25 stated, the presence of more automobiles stuck in traffic indicates Spokane Urbanized Area 20 that more people are traveling to or from work, meetings, shopping, Person Small Urban Areas Average and recreation, “indicating the presence of a vibrant, economically‐ 15 Medium Urban Areas Average 10 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 25 Dumbaugh, E. (2012, June 1). Rethinking the Economics of Traffic Congestion. Retrieved September 23, 2014, from City Lab : http://www.citylab.com/commute/2012/06/defense‐ Year congestion/2118/
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐24
has changed per auto commuter over the past 15 years. Our annual 2015 but reliability changed from 13 minutes to 15 minutes to make delay congestion levels compare well to other medium‐sized urban the trip 90 percent on time. Commute time for transit on this areas. This may indicate how our community is changing from a small segment is also 17 minutes. to more medium‐sized area. There is general recognition that the Spokane County region has Another gauge for traffic congestion is found in the WSDOT 2016 regular congestion that occurs for a limited period during peak AM Corridor Capacity report. WSDOT uses its own method of data and PM commute times and can be impacted further in the collection for this report. This report indicates that on I‐90 from construction season. SRTC has more strategies regarding congestion Argonne Road to Division Streets (eastbound in the morning) travel and managing congestion in the Congestion Management portion of times changed slightly from 9 minutes to 10 minutes while the this chapter. reliability measure for planning purposes remained at 12 minutes to be on‐time 90 percent of the time. Reliability measures help indicate There is general recognition that our region non‐recurring congestion problems like collisions and bad weather, has regular congestion that occurs for a limited where travel times help show “everyday” congested conditions. period during peak AM and PM commute times Commute times for transit, a new measure, is 17 minutes, see Figure and can be impacted further in the 2.9. construction season. Figure 2.9 Travel Times and Reliability on Interstate 90 Maintenance and Preservation Maintenance and operations activities include inspections, repairs, preventive maintenance and overall operation of the system. Routine maintenance involves cleaning, maintenance of pavement markings and signs, crack filling, pothole patching, and small overlays. Other operational activities can include winter snow plowing, de‐icing or sanding as well as dust control and street sweeping in warmer months.
Preservation involves proactive maintenance to reduce expensive and disruptive rehabilitation or replacement of infrastructure before the On the westbound segment from Division to Argonne, in the evening, end of its useful life. According to FHWA, pavement preservation commute travel times for vehicles stayed at 10 minutes from 2013‐ programs are beneficial because they “preserve investments,
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐25
enhance pavement performance, ensure cost‐effectiveness, extend Accountability Program (MAP). For WSDOT, in Spokane County, the pavement life, reduce user delays, and provide improved safety and addition of major capacity improvements will increase the demand mobility.”26 As is the case for regions across the country, funding for for maintenance funding by approximately $7.8 million by 2040. preservation programs in Spokane County continues to lag behind need. Pavement rehabilitation is defined as a structural or functional Spokane County in 2017 stated that it had a street maintenance enhancement of pavement, which produces an extension in service backlog of $140 million, while Spokane Valley noted a $50 million life by substantially improving pavement condition and ride quality.27 backlog. This can also include improving the load‐carrying capacity. One approach to address the maintenance backlog is to increase Reconstruction usually involves replacing most if not all of the funding through taxes, levies or vehicle license tab fees. The City of pavement surface or structure. Spokane utilized another tool, establishing a Transportation Benefit
District (TBD), in 2010. According to the City’s definition, a TBD is “a Roadway Infrastructure Challenges The biggest challenge the Spokane region faces when it comes to quasi‐municipal corporation and independent taxing district created roadway infrastructure is a lack of funding for maintenance and for the purpose of acquiring, constructing, improving, providing, and preservation. Many jurisdictions report that it would take millions funding transportation improvements within a defined area, or more dollars to catch up and keep up with street maintenance needs. district.” The district boundary is the City limits. The TBD assesses a With VMT expected to grow, roadways continuing to age and $20 annual fee on vehicles registered within city limits to help fund conditions declining, combined with the benefit of relatively steady maintenance and preservation activities for existing transportation mild congestion levels; the opportunity for improved maintenance facilities and programs. Ten percent of TBD funding also goes to the and preservation of the Spokane roadways should be prioritized. City’s pedestrian program. These activities are detailed in the City’s Six Year Pavement Maintenance Program. More information on the Jurisdictions report over $210 million in TBD can be found on the City’s website.28 maintenance backlogs.
For the years 2017‐2019, WSDOT planned investments of nearly BRIDGES $12.5 million to start catching up with the backlog. Over the life of the Since the 2007 tragedy of the Interstate 35W Mississippi River bridge Connecting Washington, maintenance will focus limited funding collapse in Minneapolis, bridge safety has become an even higher towards critical bridge, pavement, and drainage assets in alignment priority in transportation planning and programming. According to with asset management principles as measured by the Maintenance the American Society of Civil Engineers 2017 Infrastructure Report Card, 22.7 percent of the nation’s bridges are structurally deficient or 26 http://www.fhwa.dot.gov/pavement/preservation/091205.cfm 27 http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w35‐a.pdf 28 https://my.spokanecity.org/streets/maintenance/transportation‐benefit‐district/ DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐26
functionally obsolete. Additionally, an estimated $123 billion in not imply that the bridge is in danger of collapse or unsafe to the investment is needed to fix the backlog of bridge deficiencies in the traveling public.29 States would establish statewide targets for each United States. Bridge inspections, maintenance, repair, and of the pavement and bridge condition measures for a 4‐year reconstruction, or replacement if necessary, is an emphasis area in performance period. The targets would be established in coordination Horizon 2040. with relevant MPOs, to the maximum extent practicable. WSDOT and SRTC were involved in these discussions at the time of this report. There are 355 bridges in Spokane County, of which 163 are maintained by Spokane County, 148 by WSDOT and 44 by the City of Bridge Conditions Spokane. Spokane County inspects and/or maintains bridges in the Data regarding the condition of NHS bridges in Spokane County is in City of Spokane Valley and in the smaller cities and towns in addition Figure 2.10 below. Updated data will be added each year. Targets will to ones in the unincorporated area of the County. be set for bridges and performance in relation to those goals will be monitored. Under new performance management draft rules, FHWA proposes Figure 2.10 Spokane County Bridge Condition measures that would be applicable to all NHS bridges regardless of ownership or maintenance responsibility within a given State or metropolitan planning area including bridges on ramps connecting to the NHS and NHS bridges that cross a State border. FHWA proposes two measures for bridge condition:
NHS Bridges
Percent of bridge deck area in Percent of bridge deck area in
Good condition Poor condition
States will need to maintain bridges on the NHS so that the percentage of the deck area of the bridges classified as Structurally
Deficient does not exceed 10 percent of the overall deck area in a
State. Structurally deficient (SD) means a bridge requires repair or replacement of a component, such as cracked or broken concrete or potentially the entire bridge itself. Being structurally deficient does Source:29 Source: National WSDOT Bridge http://www.wsdot.wa.g Inventory 2014 ov/NR/rdonlyres/6A570363 ‐EC34‐4010‐986E‐ 591A89CEA6FB/0/StructurallyDeficientBridges_Sept2011.pdf DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐27
Bridge Maintenance and Preservation FHWA National Bridge Inventory (NBI) in 2014, there were a total of Bridge preservation is defined as actions or strategies that prevent, 296 bridges for Spokane County. Of those, 24 were structurally delay or reduce deterioration of bridges or bridge elements, restore deficient and 62 were functionally obsolete, see Map 2.14. the function of existing bridges, keep bridges in good condition and 30 Map 2.14 Spokane County structurally deficient and functionally obsolete bridges extend their life . This is also a safety concern for users in our region.
Effective bridge preservation delays the need for costly reconstruction or replacement by applying preservation strategies on bridges while they are still in good or fair condition and before the onset of serious deterioration. Bridge preservation encompasses preventive maintenance and rehabilitation activities.
Maintenance is a planned strategy of cost‐effective treatments to an
existing roadway system that preserves the system, slows deterioration, and maintains or improves the functional condition of the system (without substantially increasing structural capacity). For bridges, maintenance elements are applied to elements or components of structures with significant remaining useful life.
Examples of maintenance activities include but are not limited to:
Bridge washing, cleaning and painting
Sealing deck joints Facilitating drainage Sealing concrete Removing debris Lubricating bearings
Bridge Challenges
As with roadway conditions, the biggest challenge with area bridges is funding expensive maintenance and preservation needs. According to
30 https://www.fhwa.dot.gov/bridge/preservation/guide/guide.pdf DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐28
Structurally deficient (SD) means a bridge requires repair or preparedness, security programs, data collection, traffic management replacement of a certain component, such as cracked or spalled centers as well as many other examples of Intelligent Transportation concrete or potentially the entire bridge itself. Being structurally Systems (ITS). deficient does not imply that the bridge is in danger of collapse or unsafe to the traveling public. Functionally obsolete (FO) means that The Spokane region updated the regional ITS plan in 2013. Some of the design of a bridge is not suitable for its current use and is not able the strategies and projects in the plan include: integration of regional to handle current traffic volume, speed, size or weight.31 The cost to traffic control systems; expanding management capabilities; provision address bridges in Spokane County was estimated at $275 million for of better and timely traveler information; improved data and structurally deficient bridges and $575 million functionally obsolete communications connectivity; and backup and redundancy of bridges were. management resources. ITS Plan strategies are discussed in more detail in Chapter 4. The total cost projected for all needed bridge repairs in the Spokane Region is approximately The Spokane Regional Transportation Management Center (SRTMC) is an example of an ITS strategy. It is a multi‐jurisdictional control facility $2.1 billion. to support transportation management capabilities. The SRTMC coordinates day‐to‐day operations of the transportation system, and INTELLIGENT TRANSPORTATION SYSTEMS (ITS) responds to events and incidents on area roadways to maximize SRTC and its regional partners have worked to develop a efficiency and facilitate, through communication, better route choices transportation systems management and operations (TSMO) strategy for travelers. Additional services of the SRTMC include data collection for Spokane County and surrounding areas. TSMO is a way to and management for uses of performance measurement, facilitating integrate multi‐modal, cross‐jurisdictional systems, services, and public transportation, and facilitating emergency response. projects to improve the efficiency and performance of the existing infrastructure. TSMO includes systems, services, and projects In 2015, the SRTMC reported an average designed to preserve capacity and improve security, safety, and incidence clearance time on I‐90 of 12 minutes. reliability of transportation systems.32 Regional TSMO projects can
include signal coordination, traffic incident management, emergency The SRTMC operates 24 hours a day, 7 days a week. It uses closed circuit cameras, dynamic message signs, highway advisory radio 31 Minnesota DOT: http://www.dot.state.mn.us/i35wbridge/pdfs/bridgenspectiondefs.pdf 32 http://plan4operations.dot.gov/reg_trans_sys.htm stations, traffic measurement stations, and signal monitoring to keep traffic flowing smoothly. SRTMC staff monitors the status of these DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐29
systems and the data gathered can be used for the measurement of clay/concrete/glass/stone, farm products, fabricated metal products, system performance. You can watch real‐time traffic cameras, check machinery, transportation equipment, and electrical equipment. traffic flow rates and find more information on the SRTMC website33. Major commodities imported into the county are similar to those exported along with pulp, paper or allied products. Secondary traffic ITS Challenges is also a major part of freight activity. Secondary traffic is the The SRTMC continues to face financial challenges when it comes to movement of goods within the area such as pick up and deliveries, staffing, updating and coordinating technology across the region. transloading, warehousing, and inventory handling.
TRANSPORTATION MODES Inland Pacific Hub The Spokane region’s transportation system is made up of a variety of The Spokane region has been proactive in studying transportation‐ modes, including private vehicles, public transit, walking, bicycling related freight assets and movements and developing strategies to and freight. This section reviews those modes, their usage levels in raise the competitive profile of the area. The Inland Pacific Hub (IPH) our area and challenges with each. is a partnership established by and composed of public and private
sector representatives from Idaho and Washington. In two phases Freight Transportation System between 2009 and 2012, the IPH project examined the possibility of Trucking is the main mode of freight transport in the Spokane area. establishing the Inland Pacific region as a multi‐modal global gateway Fifty four percent of the volume of goods that travels through the to increase domestic and international commerce. area is transported by truck while 43 percent is moved by rail. However, 79 percent of the total value of freight is transported by Phase 1 looked at economic development and regional freight trucks. This illustrates a common characteristic of products movement in an effort to move shipments safely and efficiently and transported by truck (electronics, apparel, food, and other consumer obtain the most economic‐development benefit from the goods) which have a higher cost per pound and may often have more improvements. The idea behind the study was to examine the time‐sensitive delivery schedules. Freight moving by rail, on the other potential of integrating transportation and technology systems with hand, is often heavier, has less time‐sensitive delivery, and therefore an over‐arching economic development effort. The Phase 1 study lower unit costs. identified the need to address the large percentage of through‐ freight. Through‐freight creates costs in terms of using road and rail The top commodities exported from the county are lumber/wood capacity and from wear and tear on the transportation system but products, food and related products, chemicals or allied products, generates relatively small economic benefits; mostly from support services (lodging, truck stops, etc). 33 http://www.srtmc.org/ DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐30
Phase 2 involved the development of a Transportation Investment Table 2.5 FGTS Classification and Project Priority Blueprint based on the findings and Tonnage Class Annual Tons recommendations from the Phase 1 study. This task resulted in a list T‐1 more than 10 million of potential transportation investments designed to support the T‐2 4 million to 10 million economic opportunities identified in Phase 1. The Blueprint provides T‐3 300,000 to 4 million a phased implementation plan that incorporates potential funding T‐4 100,000 to 300,000 options including federal, state, local, international, and private T‐5 at least 20,000 in 60 days sectors. The recommended strategies in the Blueprint serve as the foundation for freight related investments in Horizon 2040. More Semi‐tractor combinations and trucks with trailers over 10,000 gross information on the IPH can be found on the SRTC website34. vehicle weight used in intercity or interstate hauling are required to use truck routes throughout Spokane County. These routes are to be Trucking used to the point nearest the pickup or delivery if the destination is The Washington State Freight and Goods Transportation System not located on a truck route. Trucks that cannot avoid using non‐truck (FGTS) classifies state highways, county roads and city streets routes are asked to call the jurisdiction they will be traveling through according to the average annual gross truck tonnage they carry. The in advance, so officials can plan for disruptions to other traffic or FGTS identifies highways and roads most heavily used by trucks and facilities. provides data to support funding for projects that improve conditions for freight transportation. This information also supports planning for Truck Freight Challenges pavement upgrades, traffic congestion management and other A significantly larger portion of freight movement is outbound than investment decisions. Jurisdictions are responsible for submitting inbound, particularly for trucks. This leads to a back‐haul problem as updated tonnage and classification data to WSDOT, which is why many trucks travel back empty. This imbalance becomes an issue for some streets and roads change classifications at jurisdiction lines. The many shippers, as it raises average per unit costs, and can be a barrier FGTS classifies roadways using five freight tonnage classifications: T‐1 to increasing truck movements and attracting new shippers. At the through T‐5, see Table 2.5. same time, empty loads present an opportunity to ship other commodities back into the region and potentially lower costs for some products.
More commodities flow outbound via truck (32 percent) than
34 https://www.srtc.org/inland‐pacific‐hub/ inbound via truck (21 percent). This means many empty trucks are DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐31
likely returning to the area. Through‐traffic accounts for 33 percent of tracks. tonnage and 45 percent of value. Combined, inbound and outbound Over the years, rail industry bankruptcies, acquisitions, and mergers truck flows are concentrated to the west and south of Spokane have reduced the number of operating railroads in Spokane County. County. Flows to and from the north represent only 2 percent of Today, Burlington Northern Santa Fe (BNSF) and Union Pacific (UP) tonnage for all inbound and outbound movements. The IPH study are the two mainline operators serving the region. Spokane County findings suggest some unrealized potential for increased export and also has several short lines and branch lines. Union Pacific provides import trade with northern markets. rail service to Canada through Eastport, Idaho as well as general freight rail operations in eastern Washington and northern Idaho. Rail Union Pacific operates an average of six to ten scheduled trains a day Rail transportation has been part of Spokane’s history since its through Spokane between Oregon and Canada. UP operates one beginning in the mid‐1800s. Great Northern, Milwaukee Road, Union dedicated pair of trains per day between Spokane and the connection Pacific, and Northern Pacific Railway all had major operations in to the UP east/west mainline at Hermiston, Oregon. BNSF does Spokane’s Central Business District. The Great Northern and Union market intermodal service in the Spokane area, but it is typically Pacific train station was located where Riverfront Park is today. Since trailer on flatcar (TOFC) service that is marketed through an IMC the railroads were developed as charter right of ways, most rail lines (Intermodal Marketing Company) like Swift or JB Hunt. Containers are predate much of Spokane’s history and the community grew along loaded at the BNSF yard. Service is currently offered between and around the railroad. This created a physical barrier to surface Spokane and St. Paul or Chicago. transportation as automobiles became more commonplace. In Spokane is situated on the BNSF mainline between Portland/Seattle 1914, to improve safety and and Chicago. With increased international trade activity between the reduce conflict between the United States and pacific‐rim countries, rail service provides an community and railroads, a rail efficient method of transporting freight from deep‐water ports in viaduct was constructed Puget Sound and Portland to the east coast and mid‐west. Presently, through Spokane’s downtown BNSF operates approximately 55‐60 trains per day through the area. This reduced the number Spokane metropolitan area. With trains between 4,000 and 7,500 of accidents and whistle feet long, their impact on the transportation system can be blowing, but also limited significant, by blocking at‐grade crossings for long periods of time. opportunities for people and vehicles to cross under the
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐32
Spokane County has one transload facility, Inland Empire Distribution report will help assist SRTC in efforts to resolve road‐rail conflicts. Systems, Inc. (IEDS) in the Spokane Industrial Park. Both BNSF and the UP serve the IEDS facility. According to the TRANSEARCH™ database, rail traffic accounts for 43 percent of all tonnage (72 million tons) and Bridging the Valley 20 percent of the value ($95 billion) for all commodity flows in the Some of the challenges above could be addressed by the Bridging the area. In 2007, carload freight movements in the IPH study area Valley (BTV) series of projects. BTV is a proposed program of safety accounted for 12.7 million tons. Intermodal freight tonnage in 2007 improvements and projects that would separate trains from was at 530,760 tons. automobiles with under‐or overpasses to reduce the wait time at railroad crossings, improve public safety by reducing the potential for Rail Freight Challenges train‐vehicle and train‐pedestrian collisions and mitigate noise Operations on mainlines to west coast ports that pass through pollution from train whistles. The BTV projects stretch from the City Spokane are approaching capacity and face constraints including at‐ of Spokane to Athol, Idaho. grade crossings and single track sections. Spokane County has 214 at‐ grade railroad crossings that are occasionally blocked by long trains. The priority of BTV projects continues to be evaluated by regional Residents of some neighborhoods also complain about noise from decision makers, especially in light of limited transportation funding train horns. resources and the need to secure commitment from the railroads. More information on Bridging the Valley can be found on the SRTC Rail/road conflicts are both a safety and travel website36. time delay issue in the Spokane region. Air Transportation
In addition to ground transportation, the Spokane area also has public A recent study evaluated the impacts of prominent road–rail conflicts and private airports that provide access to the national aviation and developed a corridor‐based prioritization process for addressing system. These airports are included in the National Plan of Integrated 35 the impacts of these conflicts . A resulting list of crossing priorities is Airport Systems (NPIAS), meaning they are eligible for Federal‐aid meant as a first step to assist policy makers, state agencies, RTPOs funding to ensure they are kept up to acceptable standards. Spokane and local jurisdictions to understand crossing impacts, leading the International Airport (SIA) and Felts Field are two key airports, next step of project identification and evaluation of solutions. This providing general aviation, freight and goods movement via air cargo, and air passenger service to the community. The City of Spokane and
35 Joint Transportation Committee, Prioritization of Prominent Road‐Rail Conflicts in Washington State, January 2017 36 https://www.srtc.org/bridging‐the‐valley/ DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐33
Spokane County jointly own Spokane International Airport, Felts Field greatest degree possible. In total, $16 million from the Federal Airport, and the Airport Business Park. The Spokane Airport Board, Airport Improvement Program has been invested at Felts Field. With consisting of seven appointees from the two governmental bodies, the improvements made by the Airport and tenants, Felts Field is operates these facilities which are funded with airport‐generated garnering renewed attention from businesses contemplating revenue and grants. The facilities are financially self‐sufficient from additional development. Continued investment in hangar capacity; revenues generated from lease, fees, and concession agreements. No continuation of the contract tower services provided by the FAA as funding for these facilities comes from local public tax dollars. well as investments in surface access and terminal area infrastructure will be critical to the continued success and growth of the Airport. [1] SIA‘s 2014 20‐year master plan includes existing conditions, a The Felts Field Master Plan will be updated over the next two years to forecast of future operations, an environmental review, a financial reimagine how the airport can leverage its momentum to be a plan and planned facilities to meet future needs. catalyst for redevelopment and job creation for the City of Spokane, In recent years, improvements to both SIA and Felts Field have City of Spokane Valley and the City of Millwood. increased the area’s potential for growth and development in the aviation industry. These improvements include acquisition of new Local airports such as at Mead, Deer Park, and the Coeur d’Alene snow removal equipment, construction of a new car wash facility , Airport also contribute to the regional air transportation system. parking operations facility, snow removal equipment building, aircraft These general aviation airports allow private and business aircraft to rescue and firefighting facility, airport surface roadway access be based closer to their homes or businesses. While general aviation development, terminal building upgrades, security and IT airports typically do not have the same level of facilities, amenities, infrastructure upgrades, baggage handling system upgrades, aircraft and radio/navigational aids, their ability to reduce air traffic for parking ramp reconstruction, taxiway and taxilane reconstruction, practice operations and general activity at Spokane International and taxiway reconfigurations for operational safety improvements. makes them an important part of the overall transportation system.
An Eastern Washington University study The Aerospace Initiative for Recruitment (AIR) Spokane is comprised identified that Spokane International Airport of the Spokane Region’s senior leadership from the City of Spokane, Spokane County, Avista Corporation, Spokane International Airport, has an annual regional economic impact of the Community Colleges of Spokane, and Greater Spokane $754 million. Incorporated and is singularly focused on recruitment, retention and expansion of the aerospace industry segment. AIR Spokane has Since 2014, taxiways, taxi lanes and ramp areas at Felts Field have assembled a tiered incentive package for infrastructure extension and been completely rehabilitated utilizing FAA grant funding to the workforce training, and a commitment for fast‐track permitting. The Spokane Region is home to over 100 aerospace firms and represents 34http://business.spokaneairports.net/airport‐master‐plan/ DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐34
the largest assemblage of aerospace companies in the State of Congressional delegation has been working diligently to establish Washington outside of the Puget Sound Region. The region also has Fairchild as a Center of Excellence for the KC‐135 to ensure their one of the State’s premier aerospace industry clusters, the Inland viability until there are sufficient KC‐46A refuelers in the national Northwest Aerospace Consortium (INWAC), which was formed in fleet. 2005. INWAC’s membership is comprised of Original Equipment Airport Usage Manufacturers (OEMs) including tier one, two and three suppliers. In 2016, SIA processed 3,234,095 total passengers and 67,375.5 U.S. The AIR Spokane project is intended to advance aerospace development in the West Plains/Airport Area. Recent aerospace air cargo tons. The Airport encompasses 6,100‐acres of land. SIA is business relocations include Exotic Metals Forming Company, which the second busiest passenger airport in the State of Washington and construction a 150,000 SF factory, Aero‐Flite, an aerial firefighting is classified by the FAA as a small hub. Passenger service is provided company that relocated their aircraft fleet and corporate by five major carriers including Alaska, American, Delta, Southwest headquarters to SIA, and the expansion of International Aerospace and United. The Airport currently supports nonstop service is also Coatings, a commercial aircraft painting company. available to other major destinations including Boise, Chicago O’Hare, Dallas Fort Worth, Denver, Las Vegas, Los Angeles, Minneapolis, In addition to the aforementioned airport infrastructure Oakland, Phoenix, Portland, Sacramento, Salt Lake City, San Francisco, improvements, Washington State Department of Transportation has and Seattle as well as summer seasonal service to Chicago’s Midway programmed improvements to Interstate 90’s Geiger Boulevard (Exit Airport and San Diego. FedEx and UPS provide scheduled, daily air 276) and Medical Lake (Exit 272) Interchanges. $26,000,000 was cargo service. While SIA also serves private and business aircraft included in the 2015 Transportation Package approved by the needs, its primary role is air passenger and air cargo transportation. Washington State Legislature which improves access and efficiency to
the Interstate highway system. Improvements to the Medical Lake Interchange should be completed by 2019. Additional emphasis is being placed on rail infrastructure to compliment this area’s extensive transportation infrastructure and respond to the demand for industrial development.
Spokane County is also home to Fairchild Air Force Base (FAFB), the largest employer in Eastern Washington. Over 5,500 military personnel and civilian employees work at FAFB; home to the 92nd Air
Refueling Wing of the Air Mobility Command’s Eighteenth Air Force. The Base supports 40 KC‐135s. The community and Washington’s
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐35
achieve. Preserving the long‐term viability of the Airport Felts Field is a 400‐acre general reliever airport that had 54,313 Improvement Program and an increase of the Passenger Facility aviation operations in 2016 and is home to over 177 aircraft and nine Charge (PFC) are significant priorities. The current PFC level of $4.50 commercial tenants. Felts Field has a Fix Based Operator and avionic is a cap set by Congress. To the extent that this cap is not eliminated services available, and consists of two paved runways and a turf or increased, the Airport’s ability to implement projects on a pay‐go landing strip as well as the ability to accommodate water landings on basis will continue to be diminished which may require the issuance of more debt than would be necessary. More debt issuance will the adjacent Spokane River. directly impact airline rates and charges.
Economic Impact of Area Air Transportation Contract Weather Observers provide human weather observations The Inland Pacific Hub study found that the total value of airfreight that augment automated systems and correct current and forecasted transported via Spokane International Airport and Felts Field was weather conditions. Protection of Contract Air Traffic Towers, such as $374 million in 2007. INWAC currently supports a workforce of over the one at Felts Field, is an ongoing concern. Privatization of the Air 8,000 and has an annual payroll of nearly $325 million and FAFB’s Traffic Control Organization would concentrate investment and [2] annual economic impact is estimated at $427 million. In addition, services at the nation’s top 30 airports and have significant an Eastern Washington University study identified SIA has an annual detrimental effects on communities such as Spokane and rural regional economic impact of $754 million. That adds up to an America in general. A private corporation would not be subject to economic impact of well in excess of $1 billion for the in air Congressional oversight, which has been an important factor in transportation contributions. protecting these important safety programs for the users of the aviation system in the region as well as the Department of Defense missions at Fairchild Air Force Base. Air Transportation Challenges Federal policy issues regarding funding of infrastructure, incorporation of Unmanned Aerial Systems (UAS) into the National Air Public Transportation Systems Transportation System, preservation of Contract Weather Observers In the Spokane region there is one fixed route public transportation and the Contract Tower Program, and the threat of privatizing the Air system, operated by Spokane Transit Authority (STA), and several Traffic Control organization are but a few of the challenges to air other providers of transit services. These include charter bus transportation. Operating under extensions of Federal law and operators, regularly scheduled inter‐city bus providers, taxi/shuttle Continuing Resolutions make long‐term systemic change difficult to services, tribal transit, and specialized transportation providers. Each
[2] “Team Fairchild”. 92nd Air Refueling Wing Public Affairs. January 13th, 2012. of these transit services contributes to access and mobility for all persons regardless of age, ethnicity, income or ability. DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐36
More than 10 million passenger trips are provided on the STA bus STA provides fixed route, paratransit, and vanpool services in the route system annually. 10,261,816 passenger trips were taken on Public Transportation Benefit Area (PTBA). The PTBA is 248 square fixed route buses in 2016. The average fixed route weekday ridership miles encompassing 14 percent of the county area and 85 percent of was 34,952, average Saturday ridership was 14,868, and average 37 the population. STA currently operates 35 fixed routes with a fleet Sunday ridership was 8,397. Paratransit in 2016 provided 467,286 of 134 buses. There are 12 park & ride lots throughout the region. passenger trips and vanpool service provided 193,006 passenger Paratransit is a shared ride, wheelchair accessible service for those trips. SRTC works with STA to develop and update the Spokane eligible under ADA guidelines. STA’s paratransit service area is County Coordinated Public Transit‐Human Services Transportation generally within ¾ of a mile of all fixed routes. STA’s vanpool Plan. A list of public transportation providers can be found in that program is a service for commuters that provides a 7, 12, or 15 document on the SRTC website. passenger van for a group of 5 to 15 persons. Users pay a fee based on the number of passengers and mileage traveled. Public Transit Economics The Kalispel Tribe developed a tribal transit system (KALTRAN) that STA’s current annual budget reflects $95 million in revenues with the serves the Kalispel Indian Reservation in Pend Oreille County and bulk from local sales tax ($57 million) and operating revenues ($10 tribal lands in Airway Heights. KALTRAN was designed to provide million). STA receives Federal Transit Administration (FTA) Section service to tribal members who work or live in Spokane, deliver tribal 5307 funding totaling $7.9 million, a major source of revenue for members to appointments on Reservation lands in Airway Heights, preventive maintenance. Operation of the fixed route system alone is improve transportation from the Reservation near Usk and Cusick to a $44.5 million undertaking. Sales tax provides about 74 percent of Spokane and vice versa, and provide transportation between rural the agency’s operating revenue. Paratransit operations are nearly $13 areas and job centers. Special Mobility Services, Inc. (SMS) provides million annually, more than 19 percent of STA’s budget. STA is over some rural and intercity services to/from and within Spokane County. 16% more cost efficient than the average urban system in Besides KALTRAN and SMS, there are few services (especially ones Washington State. affordable to people on fixed incomes) that provide transportation between Spokane and outlying areas. Over 10 million rides per year are taken on
public transit. Opportunities to increase Public Transit Ridership frequency of transit service will improve the appeal of transit to serve as an affordable 37 WA State Office of Financial Management, PTBA population estimate 2012.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐37
option to driving alone, avoiding parking fees in 2014 and 2016. The LPA identifies Bus Rapid Transit vehicles using and preventing further congestion. electric propulsion as the preferred mode along a corridor from Spokane Community College, through the Gonzaga University Upcoming Public Transit Initiatives campus, through the University District and the downtown Spokane In 2017, Spokane Transit updated its comprehensive plan called central business district to the Browne’s Addition neighborhood. Connect Spokane. Connect Spokane reflects principles for public Improvements for the full or partial implementation of the Cheney, transportation in the PTBA. The plan lists policies to guide decisions the Monroe‐Regal, Division, Sprague and I‐90 HPTN corridors are also for the future of transit service and strategies STA will undertake to included in STA Moving Forward Plan. STA Moving Forward and the meet goals. HPTN are described in more detail on STA’s website41.
One of the major strategies is the implementation of a High Performance Transit Network (HPTN). STA defines the HPTN as “a network of corridors providing all‐day, two‐way, reliable, and frequent service which offers competitive speeds to the private automobile and features improved amenities for passengers. The HPTN defines a system of corridors for heightened and long‐term operating and capital investments.”38 For more information about Connect Spokane, see the STA website39.
The Central City Line (CCL) is the first HPTN route planned to be fully implemented. A tax increase approved by voters in November 2016 to fund STA Moving Forward40, a ten‐year plan to maintain, improve and expand the transit services has secured funding for the operation of the (CCL). A Federal Transit Administration grant is being sought for the capital costs of the projects. The Central City Transit Alternatives Analysis was completed in 2011 with a locally preferred alternative (LPA) approved by regional stakeholders. The LPA was further refined
38 www.spokanetransit.com/files/content/Connect_Spokane2010_Amended2012_OP.pdf 39www.spokanetransit.com/projects‐plans/comprehensive‐plan 40 http://stamovingforward.com/ 41 www.spokanetransit.com/projects‐plans DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐38
Map 2.15 Public Transportation Benefit Area and STA Bus Routes
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐39
Public Transit Challenges • impact obesity rates by providing more options for physical In order to fully implement the HPTN additional federal funding is activity; needed. Another challenge is the expectation of STA service in areas • support the use of public transit; that have been developed without pedestrian‐ or transit‐ supportive • increase community safety and perception of safety by putting infrastructure. This type of development limits the ability of transit to more eyes on the street; provide meaningful service. Across the board, a desire for additional Increase community cohesion by providing opportunities for transit services is commonly heard from stakeholders. Requests community members to interact positively; include higher frequency, later hours, additional routes, and new park reduce air and water pollution and conserve land by providing & rides. A need for improved coordination of services has been heard alternatives to using motorized vehicles; and from the public repeatedly. The need for a central source of • aid planning for future population growth and transportation information on available transit services has also been clearly demand by offering alternatives. identified. Overall, connectivity of active transportation networks and safety of With several organizations providing some form of public transit, its users are of primary importance to SRTC, local agencies and the there is still a need for additional transportation services for the responsible jurisdictions. elderly, disadvantaged, disabled, and those who live outside public transit service areas. In particular, there is a need for public Safe and Complete Streets transportation between Spokane and Coeur d’Alene and smaller, In 2012, SRTC adopted a Safe and Complete Streets Policy and outlying towns. Besides KALTRAN and SMS, there are few services Checklist to ensure that all users are routinely considered during the (especially ones affordable to people on fixed incomes) that provide planning, designing, building, and operating stages of roadways. It transportation between Spokane and outlying areas also ensures that elements of the Safe and Complete Streets policy are incorporated into Horizon 2040. Active Transportation Active transportation choices like biking and walking help create a Complete Streets are roads designed and operated with all users in complete transportation system. mind, including drivers and passengers, bicyclists, public transportation riders, and pedestrians of all ages and abilities. Using active transportation can: • reduce out‐of‐pocket costs for residents, especially for short The Safe and Complete Streets checklist is the mechanism to trips less than five miles; implement the Policy. SRTC conducts occasional “calls for projects”
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐40
when transportation funding is available. Local jurisdictions are Figure 2.11 Percent of All Person Trips by Mode in Spokane County invited to submit applications for projects they would like to see 100 funded. The projects are ranked and prioritized and the ones 88 90 determined to be top priorities receive funding. The Safe and 82 80 Complete Streets Policy requires that these project applications be accompanied by a Safe and Complete Streets Checklist to show that 70 the needs of all users have been considered in the design of the 60 project. Also, any new project seeking inclusion in the annual 50 2006 Transportation Improvement Program (TIP) has to be submitted with 40 2010 a Safe and Complete Streets Checklist. 30 20 7 9 Walking 10 4 3 1 2 Walking is the oldest and most universal form of travel. It requires no 0 fare, no fuel, no license and no registration. Besides devices such as Vehicle Walk Transit Bike wheelchairs and walkers for the disabled, walking demands no special equipment and is the most affordable and available form of With this in mind, SRTC and the Spokane Regional Health District transportation. created the Spokane Regional Pedestrian Plan with a goal to increase walking in our community. The Plan is a resource for local While the majority of pedestrian trips are less than a mile, walking jurisdictions and provides the following recommendations: trips that connect to transit greatly increase the distance a person can • incorporate attributes of a pedestrian‐accessible environment; travel without relying on an automobile. Pedestrian connections to • incorporate complete street polices designed to enable safe transit are important in increasing the use of active transportation access for all users; and transit as an alternative to the automobile. The last region‐wide • build sidewalks with design elements that encourage use; measurement in 2010 indicated walking mode share is nine percent • maximize access to, and use of, shared use paths and trails; of all person trips in Spokane Region, an increase from seven percent • follow crosswalk designs and education programs to enhance in 2006, Figure 2.11. crosswalk safety; • evaluate traffic calming measures to improve quality of life in To walk safely, conveniently, efficiently and comfortably, people our communities, and infill gaps in the existing sidewalk require an environment and facilities designed to meet their needs. system.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐41
The full plan can be found on SRTC’s website42. Active Transportation Facility Inventory Consistent with the 2008 Spokane Regional Bike Plan and the 2009 Bicycling Spokane Regional Pedestrian Plan, jurisdictions have developed a Bicycling in the Spokane area over the last 15 years has changed from series of inter‐related trails and paths to create a regional active primarily recreational use to include substantial commuter use. Bike transportation system. Recent improvements include enhancements travel is becoming more common; providing a low‐cost transportation to existing trails such as the Ben Burr Trail in South Spokane alternative for meeting the needs of the young, the elderly, persons connecting to downtown and the Centennial Trail in Spokane County with disabilities, and others who do not have an automobile or and North Spokane along the Spokane River from Lake Spokane and choose not to use one. continuing into Idaho.
Nearly half the trips in the United States are three miles or less and Figure 2.12 Bicycle Facility Tracking can be accomplished in a twenty minute bike ride. It is these shorter 140.0 trips that are most achievable by bike. However, with the addition of 120.0 100.0 bike‐friendly transit, bicycle trips in Spokane can be extended beyond 80.0 the length of a typical bicycle trip. Our last region‐wide measurement 60.0 Miles in 2010 indicated bike transportation accounted for two percent of all 40.0 person trips, which is an increase from one percent in 2006, Figure 20.0 0.0 2.11. 2012 2013 2014 2015 2016 Year In the State of Washington, bicycles are, by law, vehicles. Therefore, they are allowed on all public streets and roads, except those Shared Use Path Bike Lane Signed Shared Roadway
specifically excluded because of safety considerations. In Spokane, bicycling on sections of Interstate 90 is prohibited due to safety issues related to high volumes and speeds of traffic. Out of the nearly 1,458 Several jurisdictions have also updated their bicycle plans to include miles of functionally classified roadway in Spokane County, the potential for more bicycle facilities and amenities. Key bicycle approximately 18 miles have bicycling prohibitions. corridors have been established to guide and direct public investment in the system, such as the Centennial Trail that provides a backbone route by which bicyclists can avoid high volume arterials and congested intersections from Spokane Valley to the Spokane Central 42 https://www.srtc.org/wp‐content/uploads/2016/11/pedplan‐final.pdf DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐42
Business District (CBD). Also, the Children of the Sun Trail, part of the Sidewalk construction was fairly consistent during neighborhood and US 395 North Spokane Corridor, is another example of a newer business construction, within the City of Spokane. In unincorporated regional bike and pedestrian facility. Additionally, approximately areas, sidewalk development is intermittent. Spokane County road 1,267 miles include Class I‐Class IV bicycle facilities. The classifications standards historically did not require sidewalks along arterials or in are as follows: residential neighborhoods. As a consequence, developing suburban areas often have minimal pedestrian facilities. This severely limits • Class I‐ Shared Use Path ‐ Facilities on separated right‐of‐way access and mobility for elderly or wheelchair‐bound individuals. and with minimal cross flow by motor vehicles. Latest sidewalk inventory analysis indicates approximately a 60 • Class II‐Bike Lane ‐ Portion of the roadway, which has been percent gap in available sidewalk network in the Public designated by striping, signing, and pavement marking for the Transportation Benefit Area (PTBA) which covers the public transit exclusive use of the bicyclists. service area. • Class III‐Signed Shared Roadway ‐ Signed lane allowing both vehicular traffic and bicycle traffic. Public Transportation Benefit Area Miles • Class IV‐Shared Roadway ‐ Lane allowing both vehicular traffic Total Possible Sidewalks 4382 and bicycle traffic without designation. Total Existing Sidewalks 1741 • Class X‐Bicycles Prohibited ‐ Bicycles are prohibited from Percent of Possible Sidewalk Gaps in Network 60% using the roadway.
The City of Spokane Valley has newer sidewalks as many areas were In Spokane County there are 204 miles of paved bike lanes and paths developed more recently than in the City of Spokane or Spokane (41 miles per 1,000 residents). Additional secondary paths and bike County, but many arterials and most local streets are missing routes are being established to continue the network throughout the sidewalks altogether. The City of Liberty Lake requires separated community. Figure 2.12 shows how the facility inventory has been sidewalks with appropriate lighting on public streets in all new growing. residential subdivisions. All jurisdictions within the region include land use and transportation policies that seek to provide the quality and For locations of each of the bike facilities mentioned above, you can quantity of infrastructure, the connectivity, the land use patterns, the view SRTC’s online Spokane Regional Bike Map43. density, and the education, encouragement, and enforcement programs that would make walking a convenient and safe option.
43 The American Community Survey reports that active transportation https://srtc.maps.arcgis.com/home/webmap/viewer.html?webmap=a9c8901a015b4aea8c5e used for commuting to work is approximately 3%. 23a927a7fc41#! DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐43
Active Transportation Usage WSDOT owns two permanent counters located within Spokane
County and the City of Spokane owns two permanent WSDOT‐ provided counters within City boundaries. WSDOT’s counters are located on the Children of the Sun Trail at Freya and at Parksmith. The City of Spokane’s counters are located on the Centennial Trail and on the Ben Burr Trail. The counters, produced by Eco‐Counter, analyze the flow of both pedestrians and cyclists on the four trails. Four additional WSDOT‐provided Eco‐Counter permanent bicycle counters will be installed in 2017 in downtown Spokane and on a County road to provide on‐street bicycle counts. The eight permanent counters are intended to serve as a foundation for a proposed regional bicycle sidewalks and transit stops is of particular concern to members of the and pedestrian count program that will help create a systematic community with mobility impairments. SRTC is continuously engaged in process to assess active transportation use and performance over discussions with jurisdictions, agencies, and the public to develop solutions time across the Spokane Region. The graphic below shows annual to address year‐round access, particularly as it relates to serving the needs usage across the Centennial, Ben Burr and Children of the Sun trail of the disability community. counters during 2016 (Eco Counter, Ecovisio, 2017). Bicycle connections need to be completed in the regional bicycle Active Transportation Challenges network. There are many existing trails, lanes, and other bicycle The region’s pedestrian system is in various stages of condition. facilities now but many do not connect to other bike facilities. Where neighborhoods and business districts have been established Another major concern for active transportation users is safety. In since the early 1900s, many sidewalks have deteriorated to the point 2015 there were 5,376 pedestrians killed in traffic crashes, a 9.5 of needing replacement or serious repairs. Unfortunately, there is no percent increase from the 4,910 pedestrian fatalities in 201444. This is systematic program to keep sidewalks maintained or replaced after the highest number of pedestrians killed annually since 1996. As for their useful life; although comprehensive and modal plans across the bicyclist fatalities, in 2015 there were 818 bicyclists killed in motor region deal with the need to address this issue. Removal of snow and vehicle traffic crashes, an increase from 729 in 2014. ice from sidewalks in winter is another challenge faced by all jurisdictions across the region and is often raised to SRTC staff as a major concern by members of the public. Year‐round access to 44 NHTSA https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812318” DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐44
Figure 2.13 Performance Measure Safety Data The Impact of Transit and Active Transportation on Quality of Life Transit and active transportation positively impact a community’s quality of life. The promotion of transit and active transportation along with supportive land uses can help achieve quality of life‐ related goals such as: Clean air, water, and soils Improved public health and safety Improved social cohesion Climate change mitigation Local economic development and community revitalization Affordable access to employment, housing, education, recreation health care, and other vital services.
data‐driven performance focus of the Highway Safety Improvement PROGRAMS AND PLANNING Plan (HSIP). The Safety Performance Final Rule establishes five performance measures to carry out the HSIP: the five‐year rolling Transportation Safety average for: (1) Number of Fatalities, (2) Rate of Fatalities per 100 Horizon 2040 addresses the federal safety planning factor (“Increase million VMT, (3) Number of Serious Injuries, (4) Rate of Serious the safety of the transportation system for motorized and non‐ Injuries per 100 million VMT, and (5) Number of Non‐motorized motorized users”) and the state’s safety transportation goal (“To Fatalities and Non‐motorized Serious Injuries on all public roadways. provide for and improve the safety and security of transportation Spokane’s safety performance can be found in Figure 2.13. customers and the transportation system”). SRTC coordinates with state and local agencies to develop strategies to ensure the safety Safety Performance Measure and security of the regional transportation system, as well as WSDOT will establish statewide targets for each of the safety monitoring certain parts of the transportation system including performance measures. Targets will be established annually, collision information, education initiatives and other safety and beginning in August 2017 for calendar year 2018 for the following security efforts. performance measures (number of fatalities, rate of fatalities and number of serious injuries). WSDOT is coordinating with MPOs and Additionally FHWA published a safety performance final rule with an SRTC on establishment of targets. WSDOT will report targets to the effective date of April 14, 2016. The Safety Final Rule supports the FHWA in the HSIP report due in August of each year. WSDOT will have
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐45
to make significant progress toward meeting its safety targets or SRTC will strive to reduce serious injuries and fatalities to reach a obligation authority for WSDOT funding programs could be affected safety target. This has resulted in program funding for safety and to and redirected to HSIP funding. project evaluation criteria for safety in the project prioritization process. Traditional engineering and educational solutions will need MPOs will establish targets for the same five safety performance to be improved. Many of the primary and secondary causes of measures for all public roads in the MPO planning area. SRTC can accidents are behavioral in nature. As distracted driving becomes either agree to support the WSDOT target or establish a numerical more contributory new educational programs and engineering target specific to the Spokane planning area. solutions will need to be produced.
Target Zero Transportation System Security In an effort to increase safety and decrease accidents on area roads, An important consideration of Horizon 2040 is the security of the Metropolitan Transportation Plans are encouraged to be consistent regional transportation system, which can be defined as the freedom with the State’s Strategic Highway Safety Plan (SHSP) and other from intentional harm and tampering that affects motorized and transportation safety and security planning and review processes, nonmotorized travelers, and may also include natural disasters. plans and programs. Simply put, the goal of the plan is zero deaths Security goes beyond safety and includes planning to prevent, and serious injuries by 2030. manage, or respond to threats of a region and its transportation system and users.46 Many jurisdictions have developed emergency The Target Zero: Strategic Highway Safety Plan45 is a data‐driven plan preparedness plans to address emergencies that could impact the developed to identify Washington State’s traffic safety needs and regional transportation network, including everything from blown guide investment decisions toward reductions in traffic fatalities and tires to terrorist attacks and natural disasters. serious injuries. Target Zero provides a framework of specific goals, objectives, and strategies for reducing traffic fatalities and disabling Washington State Department of Transportation injuries. Target Zero outlines three priority levels based on the The Washington State Department of Transportation (WSDOT) percentage of traffic fatalities and serious injuries between 2012‐ defines an emergency as a situation involving natural phenomena, 2014. disasters, casualties, national defense or security measures. WSDOT’s
Safety Challenges 46 The Transportation Planning Process: Key Issues, A Briefing Book for Transportation
Decisionmakers, Officials, and Staff. Transportation Planning Capacity Building Program. 45 More info is available at http://www.targetzero.com Federal Highway Administration, Federal Transit Administration. Updated September 2007. Publication Number: FHWA‐HEP‐07‐039. DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐46
Emergency Relief Manual details their response to such events47. The Spokane Transit Authority purpose is to reduce the vulnerability of the state transportation Spokane Transit addresses compliance with the State’s Safety system from disasters, to respond effectively to them, and assist in Transportation Goal: the aftermath of any emergency involving damage to the transportation system. Provide for and improve the safety and security of transportation customers and the transportation system. STA continues to regard safety as a high priority. STA operates in a safe and efficient manner, maintains safe Greater Spokane Emergency Management facilities and maintains a regular maintenance program on all vehicles and Greater Spokane Emergency Management (GSEM) is the coordinating facilities. STA was a recipient of the Gold Standard Award from the Transportation Security Administration (TSA) for achieving the highest rating agency during major emergencies and disasters for citizens, response a mass transit system can achieve under the TSA’s Baseline Assessment for partners and elected officials. This includes synchronizing Security Enhancement (BASE) program.1 communication flow between federal, state and local governments as well as local agencies and the citizens of the Greater Spokane area. STA’s Security Coordinator facilitates resources to be utilized in case of emergency or disaster, using an ‘All Hazards’ approach. That means GSEM provides a Greater Spokane Comprehensive Emergency there are basic response actions taken initially on most emergencies, Management Plan which has a section devoted to Essential Services, regardless of the emergency or disaster. Once the situation is Infrastructure and Critical Facilities. In conjunction with the GSEM, assessed and identified, individualized response guidelines particular the Greater Spokane Emergency Coordination Center (ECC) has an to each emergency type (e.g. medical assistance, vehicle collisions, Operations Plan that provides standardized guidelines, procedures, fire, severe weather, earthquake, hazardous materials spills, etc.) are duties and responsibility for the ECC during an emergency or disaster. implemented. More information on Greater Spokane Emergency Management can 48 also be found online . The STA Operators Handbook has several sections devoted to emergency instructions, depending on the severity of the event. It covers emergencies ranging from general accidents to disputes, intoxicated riders, riders carrying weapons, and vehicle fires. It also includes general rules for ejecting passengers and a list of items not allowed on STA vehicles. In all cases of emergency, dispatch will call 911 or STA Security, as necessary.
47 http://www.wsdot.wa.gov/Publications/Manuals/M3014.htm 48 http://www.spokanecounty.org/1921/Plans‐Agreements DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐47
STA has also installed security cameras at park & ride and operations With the population in Spokane County expected to grow, the facilities and annually evaluates customer security through rider importance of CTR and programs like Walk‐Bike‐Bus for managing surveys. STA also annually evaluates customer security through demand on the transportation system is increased. The Spokane surveys asking for rider’s assessment of their personal safety and the County CTR office works with hundreds of employers to match driver’s safety on a scale of 1 to 5, with 5 being the highest. The employees with alternative transportation methods to driving alone. average for both fixed‐route and paratransit is 4.6 as of 2016/2015. TRAVEL DEMAND MANAGEMENT Commute Trip Reduction (CTR) Challenges At a regional level, SRTC relies on travel demand management Challenges faced by the Spokane County CTR program include: programs like Spokane County’s Commute Trip Reduction (CTR) to a 2016 change in federal Congestion Mitigation and Air Quality help with congestion management requirements. (CMAQ) funding, which eliminate incentives as a reimbursable expense
infrastructure gaps near CTR worksites that make commuting Commute Trip Reduction by transit, bicycle, or foot more difficult (i.e. lack of bicycle The CTR program was created by the Commute Reduction Efficiency lanes, sidewalks, or safe pedestrian crossings, and transit Act to encourage employees to ride the bus, vanpool, carpool, walk, frequency, schedules, and proximity of stops) bike, work from home, or compress their workweek. state funding that has not increased since 1993, which limits
the amount of time CTR staff can spend on individualized In 1993, CTR was implemented in Spokane County at affected program development for the CTR worksites and program worksites with 100 or more employees. Additionally the program expansion supports voluntary worksite participants. As reported by the 2015 high Employment Transportation Coordinator (ETC) turnover, and 2016 worksite surveys, there were 6,430 participants in the CTR limited ETC time and resources to dedicate to the program, program. Most recent measurements in the combined 2015 and 2016 and difficulty convincing employers and employees to invest in CTR worksite surveys indicate of 127 CTR‐Affected (i.e., mandatory) and participate in the program and voluntary worksites: • 34 (27%) made goal of at least a 10% reduction in drive alone rate and/or 13% reduction in VMT • 25 (20%) made at least a 50% reduction in drive alone rate and/or 13% reduction in VMT • 16 (13%) made some progress toward goal(s)
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐48
CONGESTION MANAGEMENT • Identification of congestion management corridors and least Congestion can be defined in many different ways as identified earlier cost planning strategies in this report. Congestion management is the use of strategies to • A process for evaluating projects that increase Single Occupant improve transportation system performance by reducing congestion Vehicle (SOV) Capacity and its impacts on the movement of people and goods. A congestion • Ongoing evaluation of the process and strategies management process (CMP) is an approach for managing congestion which includes multiple jurisdictions and agencies. SRTC has the Map 2.16 depicts the sixteen CMP Corridors selected for the responsibility of implementing this process, with the assistance of congestion management process. Tier 1 corridors, are the most other area jurisdictions as dictated by federal requirements congested and have identified strategies and Tier 2 corridors, which are less congested, are continually monitored because of the their In metropolitan areas with a population of 200,000 or more and are regional importance. designated by the Environmental Protection Agency (EPA) as an air quality non‐attainment or maintenance zone, the CMP has a special To address compliance with the federal regulations, a decision tree significance. Transportation projects that aim to significantly increase process was created, called the CMP/MTP Compliance Process, Figure the capacity of single occupancy vehicles (SOVs) (i.e., widening 2.14. This process ensures that regionally significant projects that roadways or constructing new facilities) may not receive Federal appear in the SRTC Horizon 2040 have gone through a least‐cost funding unless the project has been identified in the regionally‐ planning process and a justification process if the project significantly adopted CMP. Additionally, the feasibility of lower‐cost travel increases the SOV carrying capacity of roadways. This process outlines demand and operational improvement strategies must be analyzed as what alternative low cost strategies have been evaluated and/or potential alternatives prior to increasing roadway capacity. implemented, and in some instances, a Roadway Capacity The SRTC Board approved the most recent CMP in December, 2014. Justification Report would be submitted before significant SOV projects are approved by the SRTC Board for Federal funding. This SRTC also maintains a multi‐jurisdictional Working Group to process brings the conversation of adding additional capacity to the continually coordinate, track progress and the effectiveness of the decision makers so that they can discuss the projects in an open and process. transparent manner.
The CMP includes: Congestion Management Process Challenges • Congestion management objectives Data for the CMP is compiled of from a variety of sources. Data • Multimodal transportation system performance measures sources and analytical tools have been changing every year. It will remain a question if the State DOTs or the MPOs and local jurisdictions will be tasked to gather the needed information. DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐49
Map 2.16 Congestion Management Corridors
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐50
Figure 2.14 Congestion Management Process for the MTP
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐51
SUMMARY OF EXISTING CONDITIONS Some agencies are also striping new bike lanes on existing roads, and some are developing ‘bicycle boulevards’ and greenways.
Spokane’s transportation system is feeling the strain of age and Like many metropolitan areas, Spokane is struggling to retrofit its population growth as area roads deal with wear and tear and become aging transportation system in the face of tight budgets, stringent more congested. With the population expected to grow by requirements while still wanting to grow economically as a region. approximately 105,000 people by 2040, there could be even more The good news is that local agencies are looking to the future and cars, the potential for longer bands of congestion, and the possibility attempting to be proactive through measures such as Complete of more traffic collisions. Public awareness campaigns have shown to Street policies, increased numbers of park and ride lots, and be effective in reducing the number of fatal collisions in recent years alternative transportation methods. and programs such as CTR are gaining participants who find alternate
ways to commute; helping to reduce congestion. Based on analysis of the existing transportation system, the top issues
currently in our region are: Voters recently approved an increase in sales tax to improve transit
service. Transit ridership has remained level. However, additional Additional funding resources needed for operations, federal funding for public transportation options is needed. Some maintenance and preservation outlying areas do not have access to the STA system. The region’s aging infrastructure and pavement condition must be addressed. A shift in thinking in recent years has gone Improvements are also needed to the area active transportation from building new facilities to spending available system. Many people have expressed concerns regarding the safety transportation funds on maintenance and operations instead. and convenience of riding bikes in Spokane, due to both Following this line of thinking, local jurisdictions will have to inconsiderate drivers and a lack of bike lanes. Safety concerns have consider how maintenance of new facilities will be paid for also been voiced by users of area sidewalks; many are too close to when approving funding for the initial contraction of new fast moving traffic, there are stretches of roadway with no sidewalks, projects. With very limited transportation funding available, or the sidewalks that exist are in poor condition. While there are decisions will have to be made on new performance limited funds available to fix sidewalks, a recent push by government measurement areas and how to spend money most agencies to increase active transportation usage could eventually effectively. remedy this. During the course of construction projects, most jurisdictions are either adding sidewalks or repairing older ones.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐52
Addressing the region’s structurally deficient and Improving pedestrian and bicycle connectivity, accessibility
functionally obsolete bridges and safety Data shows that 29 percent of the area’s bridges are Many people are shifting from driving alone to walking or considered structurally deficient or functionally obsolete. bicycling to work out of economic necessity or choice. Nearly $2.1 billion in repairs are necessary for regional Improvements targeting bicycle and pedestrian connectivity bridges, many of which are located in important freight and and accessibility are needed to accommodate these users. vehicular transportation corridors. This is another area of Projects and educational programs that improve bicycle and federal performance management. pedestrian safety are equally important.
Increasing access to public transportation services Ensuring efficient freight movement while expanding freight One size does not fit all when it comes to public mobility’s role in economic development The regional transportation system contributes significantly to transportation. High Performance Transit services are needed the economic vitality and commerce of the region. Improving in the urbanized area to connect growing activity centers and lane balance for freight movement by truck, addressing rail to enhance the region’s overall quality of life. At the same grade separation issues, and capitalizing on the region’s time, the population is aging and seniors in outlying areas are existing freight transportation infrastructure are key challenged by a lack of transportation options for accessing strategies. medical and other critical services.
Support access and mobility to the region’s airports and Solutions to reduce serious injuries and fatalities ensure the viability of Fairchild Air Force Base Safety was improving over the past several decades, but has Spokane International Airport has a $754 million dollar recently declined. New performance rulings require economic impact to the region. Also, in recent years, reductions in serious injuries and fatalities. With the improvements to SIA and Felt’s Field have increased the area’s popularity of mobile devices, distracted driving is becoming potential for growth and development in the aviation industry. more of a factor in serious injuries and fatalities. There are Safe and efficient infrastructure to and from these airports is several priority areas for traffic safety but overall, roadway instrumental as the aviation and aerospace sectors continue design and other efforts, such as education and enforcement, to grow. are needed. Fairchild Air Force Base is the largest employer in Eastern Washington and supports critical KC 135 operations and the 92nd Air Force Refueling wing. SRTC understands the
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐53
importance of maintaining transportation infrastructure to meet the needs and demands for FAFB to maintain its viability.
Transportation‐related measures to sustain and enhance the region’s quality of life The population of the Spokane region is expected to grow significantly by the year 2040. This growth, and the changing face of our population, will be reflected in transportation trends. For example, many in the aging senior population are giving up their cars due to health or other issues. Many younger people are deciding to live car free as well, and many commuters are turning to bicycling or walking as alternatives to driving alone. At the same time though, the sheer increase in the number of people in our area could increase the number of vehicles on the road.
Decisions made today will impact the conditions of the future and the demand on the transportation system.
Chapter 3, Where We’re Going, looks at proposed facilities for the future, forecasted land use, and projected demand for the movement of people and goods through the year 2040.
DRAFT Chapter 2 Where We’re Going | Horizon 2040 2‐54