US 395 from the US 2 wye to Wandermere Road – milepost 164.5 to 167.07 – has been identified as needing the asphalt concrete pavement rehabilitated to preserve the roadway structure and the public investment in highways. The original scope of this project involved rehabilitating the existing pavement with a hot mix asphalt pavement and upgrade basic safety features within the project limits to maintain safe highway operations.
In 2022, the Washington State Legislature added a Complete Streets requirement in RCW 47.04.035, which instructs WSDOT to incorporate principles of Complete Streets into transportation projects with an estimated budget greater than $500,000 and starting design on or after July 1, 2022 (increased to $1 million for projects beginning design on or after August 1, 2025). To aid in the implementation of this requirement, WSDOT established a Complete Streets process that first screens all programmed projects for Complete Streets applicability and subsequently provides a planning and conceptual design phase – known as pre-design – and target outcomes for projects that are required to incorporate Complete Streets. More information about the Complete Streets requirement and WSDOT’s implementation process is available on WSDOT’s Complete Streets page.
The Complete Streets screening process found the US 395/Division US 2 Wye to Wandermere Road paving project to require implementation of the Complete Streets requirement north of Country Homes Boulevard, as no pavement rehabilitation is being done between the US 2 wye and Country Homes Boulevard. A pre-design phase was initiated to conduct this analysis and identify the preferred Complete Streets implementation along and across the corridor. The pre-design phase included the following tasks:
- Coordination with local and regional jurisdictions
- Identification of Complete Streets opportunities
- Community engagement
- Development and prioritization of Complete Streets alternatives
- 30% design of prioritized alternatives
- Documentation
Community engagement
The WSDOT project team enjoyed the opportunity to connect with communities surrounding the project corridor in several ways since the pre-design began in early 2023 to learn about active transportation opportunities and preferences and communicate project updates:
- Fairwood Farmers Market booths
- Rosauers and Rockwood at Whitworth Retirement Community listening posts
- Opportunities and preferences online survey
- Public workshop
- Project update mailers
- Microsoft Teams hosted updates and Q&A session
- Property and business owners meetings
- Community organizations meeting presentations
- Complete Streets Open House
- Online comment card
Complete Streets opportunities analysis
Analysis of collected traffic counts, posted speed limits and observed travel speeds, number of lanes, and existing bicycle and pedestrian facilities is used to calculate the Level of Traffic Stress (LTS) rating for bicycles and pedestrians. LTS is a measurement of how comfortable a roadway is for bicyclists and pedestrians, where LTS 1 is comfortable to everyone and LTS 4 is only comfortable to a very small portion of the population. WSDOT’s standards require Complete Streets projects to develop strategies that achieve LTS of 1 or 2 for both bicycles and pedestrians. LTS at WSDOT currently applies only to along a roadway. The project team identified potential crossing locations for modifications based on safety characteristics, land uses, ability to implement, socio-economic and demographics, and opportunities identified by the community.
The following maps show the existing bicycle and pedestrian LTS ratings for the project corridor.
Map 1: Existing bicycle level of traffic stress
Map 2: Existing pedestrian level of traffic stress
The following map shows existing bicycle and pedestrian facilities along and in proximity to the project corridor and projects previously planned by local partners.
The project will use Pre-Existing Funds (PEF). The project is estimated to cost between $10-$13.5 Million.
Automated financial tables are not available at this time
WSDOT Eastern Region is advancing several Complete Streets treatments into design along US 395, including key intersections, that will ultimately be built as part of this project. These treatments aim to increase visibility, comfort, and connectivity for active transportation users. The map below shows the planned treatments.
In addition, paving will occur across the full project limits, and existing sidewalks along US 395 with significant cracking, upheaval, or deterioration will also be replaced. The project will also include the rebuilding and addition of several ADA ramps.
More detailed information on the treatments being advanced and other strategies developed by the project are available below.
- Advancing Complete Streets Treatments Details
The following table provides more details about the treatments being advanced into the design phase illustrated in the map.
| State Route | Location | Treatments |
US 395
(Division Street) | Country Homes Boulevard to Hawthorne Road | Narrow travel lanes to 11 feet, add tubular marker separated bike lanes, add sidewalks where not present, and revise driveways to better define pedestrian space and slow turning vehicles. The speed limit will be reduced to 35 mph to increase bicycle and pedestrian comfort and decrease crash severity. No vehicle lanes or driveways will be removed. |
US 395
(Division Street) | Hawthorne Road to Farwell Road | The speed limit will be reduced to 45 mph to increase bicycle and pedestrian comfort and decrease crash severity. |
US 395
(Division Street) | Holland Avenue | Add a pedestrian hybrid beacon (PHB) controlled crossing with median refuge and crosswalk marking of the south leg of the intersection. The northbound left turn will be restricted to reduce conflicts with crossing pedestrians and curbing will be modified to slow turning vehicles. Crosswalk markings will also be added to the east and west legs. |
US 395
(Division Street) | Westview Avenue | Add a pedestrian hybrid beacon (PHB) controlled crossing with median refuge and crosswalk marking of the north leg of the intersection. The southbound, eastbound, and westbound left turns will be restricted to reduce conflicts with crossing pedestrians and curbing will be modified to slow turning vehicles. Crosswalk markings will also be added to the east and west legs. |
US 395
(Division Street) | Hawthorne Road | Convert into a protected intersection to provide dedicated separated spaces for bicycles and pedestrians, including green bikecross markings for bicycles. This will include narrowing and signalizing the westbound right turn lane and making the crosswalk raised to slow vehicles. The triangle median island will be expanded to increase bicycle and pedestrian space. Increasing the pedestrian crossing time for the north leg will be investigated further in the design phase. |
US 395
(Division Street) | Regina Avenue | Add a pedestrian hybrid beacon (PHB) controlled crossing with median refuge and crosswalk marking of the north leg of the intersection. The southbound, eastbound, and westbound left turns will be restricted to reduce conflicts with crossing pedestrians and curbing will be modified to slow turning vehicles. Crosswalk markings will also be added to the east and west legs. |
US 395
(Division Street) | South of Regina Avenue | A chicane and traffic calming curbing will be added south of Regina Avenue to support the speed limit reduction and slow vehicles in advance of the new PHB crossing at Regina Avenue. |
Increased / revised illumination will be explored in the design phase for the intersections included in the previous table.
The following modifications at signalized intersections will also be advanced into design:
A leading pedestrian interval (LPI) will be added to the signal phasing of each signalized intersection (Country Homes Boulevard, Hawthorne Road, Hastings Road, and Farwell Road) to give crossing pedestrians a head start crossing before vehicles are allowed to proceed.
- Other Strategies Developed
Other strategies were developed for consideration but due to limited funding are not able to be constructed as part of this project. When these strategies will be designed and built is not known at this time and are dependent on future funding and work along the project corridor. However, these “deferred” strategies are shown to help guide future developments in implementation or assist local and regional partners in incorporating these strategies into planning documents and seeking other funding opportunities to implement.
Complete Streets General FAQs
- Q: What are Complete Streets?
A: This new design approach serves all users, regardless of age, ability, or mode of travel. It focuses on planning, designing, building, operating, and maintaining a transportation system that provides comfortable and convenient access to destinations for everyone. Accessibility is especially important for people who walk, bike, or roll, with "rolling" referring to mobility by wheelchair or other assistive devices. This approach aims to create a transportation system that works for everyone, strengthens communities, expands options for non-drivers, and makes travel more reliable. It also includes ensuring ADA-compliant sidewalks and crosswalks, especially at high-traffic intersections. Safety and community collaboration are the most important aspects of this approach. For more information visit WSDOT’s Complete Streets site.
- Q: Why is WSDOT using funds towards improvements for bicycles and pedestrians?
A: In 2022, the Washington State Legislature passed Move Ahead Washington, requiring WSDOT to incorporate Complete Streets principles into transportation projects in population centers with an estimated budget over $500,000 and starting design on or after July 1, 2022. WSDOT adopted these principles to enhance access for all users, including pedestrians, bicyclists, and public transportation users, in projects constructed on state highways consistent with RCW 47.04.035. This approach aims to improve accessibility not only for those who choose to walk and bike for leisure and recreation but for those who rely on these modes as their primary means of transportation.
- Q: Why is WSDOT spending money on bicycle and pedestrian infrastructure if I don’t see people walking or biking?
A: A: By law, it is WSDOT’s responsibility to invest in bicycle and pedestrian infrastructure to create more accessible and comfortable environments for all mode users. A lack of people currently walking and biking can often be traced to the existing environment feeling uncomfortable and exposed. When more dedicated and comfortable options are available, more people are likely to walk or bike. Studies show that providing these facilities encourages more people to choose active transportation, reducing traffic congestion, improving public health, and enhancing community well-being.
- Q: Can bicycle infrastructure and routing be added to nearby local streets instead of the state highway corridor?
A: State highway corridors often provide direct, efficient routes to key destinations like businesses, schools, and transit hubs. Residential streets may not offer the same connectivity. In addition, state law does not currently allow WSDOT to develop on locally owned roads due to constraints related to right-of-way and ownership. Locally owned roads fall under the jurisdiction and control of the respective local government, which holds the authority over their maintenance, development, and management.
- Q: Bicycle infrastructure already exists on nearby local streets or is planned. Can this satisfy WSDOT’s Complete Streets requirement?
A: In very limited circumstances, existing bicycle infrastructure can count towards WSDOT’s satisfaction of the Complete Streets requirement. However, this must be determined on a case-by-case basis and the local infrastructure must meet the same requirements WSDOT is held to. Planned improvements must be funded and scheduled for construction to be considered and must meet the same conditions as existing infrastructure.
- Q: Will any car lanes be removed to make room for bicycle or pedestrian improvements?
A: In some cases, car lanes may be reconfigured or reduced to accommodate other modes of transportation, especially if the goal is to enhance safety and improve traffic flow for all users. However, each project location is unique requiring a careful study and alternative solutions are considered.
- Important Bike Lane Terminologies
Conventional Bike Lane: Also referred to as a “traditional” bike lane or simply a “bike lane”, this type consists of a designated lane on the roadway exclusively for cyclists, separating bicycles from vehicles with a painted line accompanied by symbols and signage. Conventional bike lanes provide increased comfort for cyclists on lower-traveled, lower-speed roadways but become less comfortable on busier and higher-speed roadways.
Separated Bike Lanes (Protected Bike Lanes): Bike lanes that are physically separated from motor vehicle traffic by barriers such as plastic tube markers, curbs, planters, or even parked cars. These lanes offer a higher level of comfort for cyclists by providing a physical barrier between them and motorized traffic.
Shared Use Path: A paved pathway designed for both pedestrians and cyclists, usually wider than a standard sidewalk (10 feet at minimum). Shared use paths are often found in parks, along rivers, or parallel to roadways, providing a comfortable off-street option for non-motorized travel completely separated from motor vehicles.
Project-Specific FAQs
- Q: What are WSDOT’s plans for maintaining a snow-free bike lane?
A: WSDOT as an agency is researching how to address snow removal and general maintenance for separated bike lanes and other bicycle/pedestrian infrastructure, including what equipment would be best for different situations. Currently, WSDOT Eastern Region lacks the appropriate equipment and faces significant budget challenges for staff to clear bike lanes and shared use paths that are separated from roadway. However, the sidewalk-level separated bike lanes were selected in part because WSDOT maintenance staff noted this facility would be easier to maintain, particularly as additional equipment is obtained. In short, WSDOT cannot guarantee to keep the bike lanes free of snow once the facility is constructed; however, is investigating options to try and get to that point in the future.
- Q: Has a hardened barrier, like a jersey barrier, been considered to separate vehicle traffic from the bike lane?
A: Yes, WSDOT considered various barrier options including the jersey barrier and the emerging Toronto barrier. However, barriers create maintenance challenges, especially when they separate the roadway and pedestrian/bicycle facilities. For the roadway, it is difficult to clear snow over barriers and the space available leaves no room for snow to store around the barrier, while also making it more difficult for maintenance staff to enter the bike lanes and sidewalks they protect to clear them from snow and debris that accumulates behind the barrier. Additionally, barriers require more space, particularly at higher speeds, which is not available for much of the corridor. And the bridge over Whitworth Drive may not have enough load capacity to add barriers.
- Q: What are your strategies to coordinate with state and local law enforcement to enforce speed limits along the corridor, especially on some portions that may have speed reductions from the present speeds of 50 mph and 45 mph?
A: The team is engaging with state and local law enforcement as part of this project. Our agency coordination group includes law enforcement representatives and will continue collaborating as the project progresses. Specific strategies being explored to promote the adherence to reduce speeds include narrowing lane widths, pedestrian hybrid beacons (PHBs), and raised medians in strategic locations such as for median refuges at crossings. Additional strategies to influence speeds are also being investigated.
- Q: Can more space be provided between the roadway and sidewalk-level bike lane?
A: Space within WSDOT’s right-of-way is limited for much of the corridor, with the current design utilizing nearly all available space once factoring in drainage and slope constraints. However, the project team is reviewing the corridor to see if more space can be provided in select areas.
Other questions
Q: When will the North Spokane Corridor be finished?
A: This is a major project that has been in development for many years, with construction currently active. To date, 7 miles have been completed, with only 3.5 miles remaining. The expected project timeline is to be completed in the early 2030's. For more detailed timeline information and the latest updates, visit the North Spokane Corridor project webpage.
