transportation circulation plan airway heights, washington

March 2018

Transportation Circulation Plan

Airway Heights, Washington

City of Airway Heights Transportation Circulation Plan

TRANSPORTATION CIRCULATION PLAN

Prepared for the

CITY OF AIRWAY HEIGHTS, WASHINGTON

Final Submittal

MARCH 2018

Adopted

APRIL 2018

Commissioned by City Public Works Department

Prepared by City Public Works and Morrison-Maierle, Inc.

*** The work program for the City of Airway Heights Transportation Circulation Plan (TCP) was scoped in April 2016. A contract was issued in March 2017, followed by two draft review processes. A final Plan was submitted in March 2018 with City Council adoption in April 2018. The project was a joint effort between Airway Heights Public Works and Morrison-Maierle, requiring 2- years to complete. Three primary events occurred within this 2-year timeframe.

1) A 6th Edition of the Highway Capacity Manual (HCM) was released by the Transportation Research Board (TRB) in November 2016. Per the scope process, the 2010 version of the HCM was used with the TCP, but this will not impact Plan conclusions. The current revision to the HCM largely addresses multimodal mobility, conditions not of emphasis for the TCP. In fact, traffic analysis methodology for streets and intersections is identical when neglecting multimodal influence. As such, the capacity analysis for the TCP is still adequate and consistent with best industry practice.

2) The 10th Edition of Trip Generation was released by the Institute of Transportation Engineers (ITE) in September 2017. Per the scope process, the 9th Edition of the Manual was used to generate traffic forecasts for this TCP. A quick comparison shows minimal change in the trips rates used in development of this Plan, thus traffic forecasts are still adequate and consistent with standard industry practice.

3) Primary recommendations of this plan include construction of a roundabout at Craig Road/U.S. Route 2 and extension of separated pathways along Garfield Road and Sprague Avenue. The Craig Road/U.S. Route 2 roundabout was constructed and in operation by December 2017 through private development. City officials have secured grant funding to extend paths along Garfield Road and Sprague Road, with construction programmed summer 2018. To that end, these recommendations have essentially been addressed prior to final adoption of the City of Airway Heights TCP and would not have to be programmed in the City Six-Year Transportation Improvement Plan (TIP). ***


TABLE OF CONTENTS

I. Introduction .......................................................................... 1 Scope & Methodology .......................................................... 1

II. Existing Conditions .............................................................. 6 Primary Plan Roadways....................................................... 6 Traffic Counts ...................................................................... 8 Street & Intersection Capacity ............................................. 8 Collision/Safety Analysis .................................................... 11 Transit, Pedestrians, & Bicycles ........................................ 13 Trucks & Rail...................................................................... 14

III. Future Conditions .............................................................. 18 Traffic Forecasts ................................................................ 18 Street & Intersection Capacity ........................................... 22 Transit, Pedestrians, & Bicycles ........................................ 26

IV. Improvement Recommendations ....................................... 33 Street Capacity & Safety Improvements ............................ 33 Pedestrians ........................................................................ 42 Bicycle Strategy ................................................................. 45 V. Summary ........................................................................... 49

Technical Appendix A. Traffic Counts B. LOS Summary Worksheets C. Collision Data D. Trip Generation Worksheets E. Trip Assignments F. Planning Level Construct Cost Estimates

Tables 1. Study Minor Arterials & Major Collectors ................................ 1 2. Street Capacity Thresholds ..................................................... 2 3. HCM Intersection Delay & LOS Thresholds ............................ 3 4. Summary Collision Rates & Equations ................................... 5 5. Intersection Traffic Control & Turn Lane Identification ............ 8 6. Existing Street Capacity Analysis .......................................... 11 7. Existing Intersection LOS & Delay ........................................ 11 8. Intersection & Driveway Collision Summary.......................... 11 9. Historical Population Change for Airway Heights .................. 18 10. Airway Heights Year 2024 & Year 2040 Trip Generation .... 19 11. Year 2024 Street Capacity Analysis .................................... 22 12. Year 2040 Street Capacity Analysis .................................... 26 13. Forecast Intersection LOS & Delay ..................................... 25 14. Year 2040 Improved Street Capacity Analysis .................... 40 15. Year 2040 Improved Intersection LOS & Delay .................. 42 16. Summary Street and Intersection Improvements ................ 49 17. Summary Pedestrian and Bicycle Improvements................ 50

Figures 1. Existing City Limits and Functional Classification ................... 7 2. Existing Traffic Volumes .......................................................... 9 3. Existing Traffic Conditions, V/C and LOS ............................. 12 4. Spokane Transit Route 61 .................................................... 15 5. Principal Pedestrian and Bicycle Facilities ............................ 16 6. Truck Route and Rail Routes ................................................ 17 7. Land Use Developments ....................................................... 20 8. Forecast Year 2024 Traffic Volumes ..................................... 23 9. Forecast Year 2040 Traffic Volumes ..................................... 24 10. Year 2024 Traffic Conditions, V/C and LOS ....................... 27 11. Year 2040 Traffic Conditions, V/C and LOS ....................... 28 12. Roadway and Intersection Improvements ........................... 41 13. Improved Year 2040 Traffic Conditions, V/C and LOS........ 43 14. Pedestrian Improvement Recommendations ...................... 46 15. Future Bicycle Routes ......................................................... 47


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I. INTRODUCTION Airway Heights is one of the most rapidly growing cities in Eastern Washington. The population has increased by nearly 239 percent between 1990 to 2015, a 5-percent annual growth rate. This has settled into a consistent, 2-percent annual growth rate in recent history (within last 10-years +/-). Growth in the City occurred initially in response to the service and housing needs of Fairchild Air Force Base and the Airway Heights Corrections Center. Over time, Airway Heights has evolved into a commercial center for the West Plains region of Spokane County and for cities and townships located west along U.S. Route 2. The City has also become a focal point for regional entertainment venues such as Northern Quest Resort and Casino and the new Spokane Tribe Casino. City officials anticipate additional development growth in support of activities highlighted above. This includes the construction of new commercial businesses, residential housing, and the continued expansion of two casino sites. In response to land use growth and increasing City cut-through travel on U.S. Route 2 and Hayford Road, staff with the Public Works and Planning departments of the City commissioned this Transportation Circulation Plan (TCP) to recommend the infrastructure improvements needed to assure the safe and effective mobility of traffic, pedestrians, and bicycles within Airway Heights. Street and intersection improvement needs are recommended based primarily on year 2024 and year 2040 traffic forecasts, as developed from land use/development projections. Missing “links” in pedestrian and bicycle facilities were identified to determine non-motorized infrastructure needs. Primary goals of the Airway Heights TCP include:

1. Recommend the street and intersection improvements necessary to accommodate land use development growth.

2. Recommend improvements to enhance non-motorized mobility (pedestrian and bike)

3. Develop short-and long-range improvement plans.

SCOPE & METHODOLOGY A principal emphasis of this TCP is quantifying the effectiveness of traffic movements, as measured through a review street capacity and intersection operations. The study area and focus for this Plan was developed in coordination with City engineering and planning staff. Arterials and collectors of transportation analysis emphasis for this TCP is summarized by Table 1.

Table 1. Study Minor Arterials & Major Collectors Urban Principal Arterial Urban Major Collector U.S. Route 2

Hayford Road (north) Sprague Avenue McFarlane Road Craig Road (south) Garfield Road (north) Russell Street (north) Deno Road

Urban Minor Arterial Hayford Road (south)

Note: “North” and “south” are in relation to U.S. Route 2 Source: WSDOT Geoportal Functional Classification Map

Intersections tend to experience congestion more rapidly versus street sections due to the number and complexity of turning conflicts. Planning practice is to review traffic operations and capacity through consideration of intersection operations first, using street capacity analysis as a secondary measure. Intersections reviewed for this study were identified in coordination with technical staff from the City and include:

U.S. Route 2/Craig Road U.S. Route 2/Lundstrom Street U.S. Route 2/Lawson Street


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U.S. Route 2/Garfield Road U.S. Route 2/Lyons Road U.S. Route 2/Hayford Road U.S. Route 2/Deer Heights Road Hayford Road/Deno Road Hayford Road/Northern Quest Avenue Hayford Road/Sprague Avenue Hayford Road/12th Avenue Hayford Road/21st Avenue Hayford Road/McFarlane Road Craig Road/Deno Road Craig Road/McFarlane Road Lawson Street/21st Avenue Lawson Street/McFarlane Road

Street Capacity Two methods were used to review traffic operations and capacity, both founded on methods obtained from the Highway Capacity Manual (TRB, 2010). The Highway Capacity Manual (HCM) is a nationally recognized and locally accepted method of measuring traffic flow and congestion for streets and intersections. Criteria range from LOS A, indicating free-flow conditions with minimal vehicle delays, to LOS F, indicating congestion with significant vehicle delays (and operational failures). Streets. The TCP street capacity methodology measures current and forecast average daily traffic (ADT) volumes against levels-of-service (LOS) thresholds shown with the 2012 Quality/Level-of-Service Handbook (Florida DOT, 2012). The methods presented by this Handbook uses street cross section (i.e. number of lanes), speed/class, and travel assumptions to adapt Highway Capacity

Manual (HCM) methodology to volume capacity thresholds used for planning level analysis. Thresholds used for this TCP are based on the FDOT category that pertains to “State Signalized Arterials” in an urban environment. Per FDOT methodology, these volumes are reduced by 10 percent in application for City streets. Also, the City experiences high levels of turning traffic activity from two-way left-turn (TWLT) lanes, assumed to increase street capacity by 15 percent for streets with a center turn lane. The resulting capacity thresholds for the City are shown with Table 2.

Table 2. Street Capacity Thresholds Number of

Lanes City Streets U.S. Route 2

LOS C LOS D LOS C LOS D Two 6,600 13,300 7,300 14,800

Three 7,600 15,300 8,400 17,000 Four 13,100 29,200 14,500 32,400 Five 15,100 33,600 16,700 37,300 Six 21,000 45,000 23,300 50,000

Seven 24,100 51,700 26,800 57,500 Source: 2012 Quality/LOS Manual (Florida DOT, 2012)

LOS C was the standard used in capacity review of City streets, including Hayford Road, as more efficient travel is expected along these roadways. U.S. Route 2 has wider travel lanes with higher travel demand and speeds with signal or roundabout control at major intersections. LOS D was the standard used for U.S. Route 2 as congestion and delay is anticipated along the Highway. Volume-to-capacity (v/c) was also calculated for street segments. Although thresholds highlighted above represent practical capacity limit of City streets, as to maintain a LOS C standard, v/c in excess of 0.75 was highlighted to denote roadways approaching standard. V/C in excess of 1.0 indicate an issue as capacity is exceeded.


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Note these generalized volume/LOS thresholds are used to help City officials understand whether roadways have general capacity for travel demands, from a planning perspective, with adequate safety implied overall when thresholds are met. This analysis should not take precedence over specific operations and capacity analyses performed for individual streets as a function of a grant application, development traffic impact analysis, or design analyses, as performed on a per-project basis in the future. Specific traffic analysis is recommended when the conclusions for any specific street section must be established. Intersections. Operations/capacity for an intersection is defined by the average control delay experienced by drivers, as related to LOS thresholds. LOS for a signalized intersection is defined in terms of the average control delay experienced by all vehicles at the intersection, as measured over a specific period such as a peak hour. LOS for a one or two-way stop controlled intersection (or driveway) is the function of average control delays experienced by vehicles in an approach or approach movement over the peak hour. Typically, the stopped approach or movement experiencing the worst LOS is reported for the intersection. Finally, LOS at an all-way stop-controlled intersection is defined by the average control delays experienced by all vehicles at the intersection, as with signals, but the LOS thresholds are associated with delays for unsignalized intersections. Table 3 provides LOS criteria for signalized and unsignalized intersections per the HCM. As shown, LOS thresholds vary between signalized and unsignalized intersections. This is because driver tolerances for delay are higher at signalized versus unsignalized intersections.

Table 3. HCM Intersection Delay & LOS Thresholds Level of Service

Signalized: Control Delay (sec/veh)

Unsignalized: Control Delay (sec/veh)

A 10 10 B >10 – 20 10 - 15 C >20 – 35 15 - 25 D >35 – 55 25 - 35 E >55 – 80 35 - 50 F > 80 50

Source: Highway Capacity Manual (TRB, 2010)

LOS D is the desired threshold for current intersection conditions within Airway Heights, meaning traffic operations and capacity are currently adequate at LOS D or higher for all intersections. This LOS D threshold was used for signalized intersections through year 2040 as performance below this threshold implies congestion on both intersecting street.

LOS E is allowed situationally at unsignalized intersections per discretion of City staff when reasonable improvement measures cannot be used to mitigate the condition without great cost. For this reason, LOS E was used as the long-range threshold for stop-controlled (unsignalized) intersections as congestion is normally confined to the lessor, intersecting street. For the TCP, LOS E was used to denote when unsignalized intersections are approaching unacceptable condition.

LOS F was not allowed by this TCP at signalized or unsignalized intersections. LOS was determined using Synchro 9.1 (Trafficware, 2014), a software module that generates operations/capacity results based on the methods of the HCM. Roundabouts. The analysis of future roundabouts was performed using SIDRA Intersection 601 (Akcelik, 2015.) This software is


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recommended by WSDOT officials for roundabout analysis and provides conventional traffic measures with LOS D being the minimum capacity threshold. However, WSDOT officials use the volume-to-capacity (v/c) ratio as a primary measure of capacity and operation for roundabouts, indicating a 1.0 v/c as the desired upper threshold for intersection conditions. Modification to roundabout design or alternative improvement measures is necessitated typically with a v/c that greatly exceeds 1.0. A WSDOT prescribed “SIDRA Policy Setting” methodology was used as the basis for roundabout analysis, per a technical memo available through the DOT website.

Pedestrians & Bicycles The Plan addresses essential pedestrian and bicycle facilities that would enhance commute and recreational activities. Pedestrian Planning. There were two major objectives of pedestrian analyses: 1) reviewing access to essential City services and land uses and 2) reviewing pedestrian crossing needs along primary study streets. Recommendations for pedestrian facilities were developed based A Guide for the Planning, Design, and Operation of Pedestrian Facilities (AASHTO, 2004). The guideline identifies an “Overlapping Priorities Method” for the review of essential pedestrian connections. Essential community facilities and services are noted on a map. A ¼-mile boundary or circle is then inscribed around these centers. The adequacy of pedestrian connectivity is studied to determine whether additional sidewalk or paths would be needed to assure adequate access to/from these facilities. For the City, essential facilities and services include schools, parks, the community center, City Hall, and transit; essentially all centers where walking activity is anticipated to/from homes, businesses, etc.

In addition, marked pedestrian crossings of minor arterials and major collectors were identified on a City map. Crossings are recommended between primary land uses along these roadways on a relative ¼-mile basis. The map was reviewed to determine if: 1) crossings are provided between primary land uses and 2) crossings meet the ¼-mile spacing criteria. Additional crossings would be considered where these criteria are not met. Bicycle Facilities. Review of bicycle facilities was qualitative and reviewed based on coordination with City engineering staff. This helped confirm the location of existing dedicated or shared bicycle lanes or shared facilities, and helped identify where new facilities may be necessitated to promote safe and effective mobility. Direction (beyond this TCP) can be resourced by City engineers and planners using A Guide for the Development of Bicycle Facilities (AASHTO, 2012). The guide recommends types of bicycle facilities that can be developed given data such as street width and ADT. Summary criteria is as follows:

Shared lanes with no special provision can be developed on roadways with less than 1,000 ADT, typically designated as an alternative route to busier arterials.

Shared lanes on streets with wider shoulders, but where width is insufficient for bike lanes. Typically used on streets with approximate 3,000 ADT (and sometimes higher) with posted speeds that exceed 25 mph.

Marked shared lanes can be developed on narrow roads where speed limit is 35 mph or less, typically used on variable volume streets with high turnover in parking.

Paved shoulders can be designated along roadways that connect town centers and major attractions.

Bike lanes can be developed on roadways with sufficient width, used for commute and recreational activities. No speed or volume criteria are provided.


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Shared use paths are linear ROWs along greenways, waterways, freeways, abandoned rail lines, unused right-of-way, etc. They are used primarily for recreation; although short sections are often used to provide connection/continuity between other bicycle rights-of-way.

Bicycle boulevards are often located along local roadways used as an alternative to busy streets. Typically developed along roadways with 25 mph speeds or less with roadways less than 3,000 ADT.

Collision Histories Collision histories were considered to determine whether safety problems occur because of operational or design issues, such as inadequate signal phasing, sight distance issues, channelization misalignment, etc. A location where numerous incidents occur could indicate a high accident location (HAL). Any collision is important to consider and is relevant in safety analyses. However, collisions are reviewed based on rates that help determine whether remediation is needed to address persistent, reoccurring collisions within the context of traffic densities. An intersection may have a high number of collisions, but this is not as statistically significant if high traffic volumes are also experienced. Calculating collision rates is a means for statistically quantifying collision density. An intersection collision rate (ICR) quantifies severity based on the number of average accidents occurring per year compared to entering ADT, as calculated by the equation of Table 4.

Table 4. Summary Collision Rates & Equations Collision Rates Equation

Intersection Collision Rate (ICR) (Collisions/million entering vehicles

Average Accidents per Year * 1,000,000 365 * Total Entering Intersection ADT

Source: Traffic Engineering Handbook (ITE, 6th Edition, 2009)

Typically, jurisdictions like Airway Heights have no set thresholds for identifying a HAL. However, a typical industry recommendation is that further evaluation/analysis should be considered if accident rates exceed 1.0 collisions per million entering vehicles.


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II. EXISTING CONDITIONS This section summarizes existing street conditions. Discussed is the TCP street network, traffic volumes, operations/capacity, collision histories, pedestrian/bicycle facilities, transit, and heavy vehicle conditions.

PRIMARY PLAN ROADWAYS The City encompasses 3,600 acres and has 32.6 miles of roadway. About 24.9 miles of roadway is paved with the balance chip seal or gravel. Figure 1 shows City streets delineated in terms of functional classification (e.g. minor arterial, collector, local street). The map also highlights the present urban growth areas (UGAs). The Plan reviews capacity primarily for eight arterial and collectors. A description of these streets is as follows:

U.S. Route 2. A five-lane urban principal arterial between the east and west City limits. The road provides access to most businesses within the City and bisects the north and south halves of town. The posted speed limit ranges between 35 and 45 mph within City limits and increases to 55 mph just outside the City limits in both directions.

Hayford Road. An urban major collector north and urban minor arterial south of U.S. Route 2; although, a process is underway to reclassify the entire street to urban minor arterial throughout Airway Heights. The street has a five-lane section from Northern Quest Avenue to approximately 350 feet south of U.S. Route 2; otherwise Hayford Road has a two-lane cross section. The road provides an approach to services such as Northern Quest Resort and Casino, the Airway Heights Corrections Center, Walmart, commercial areas, and residential housing. The posted speed limit ranges from 35 mph to 45 mph within City limits.

Craig Road. A two-lane roadway providing access to residential areas and light industrial businesses to the north

and south of U.S. Route 2. Craig Road extends north/south at the western edge of the City and switches from a major collector south to a local road north of U.S Route 2. The speed limit is 35 mph near U.S. Route 2, and 45 mph further north and south, respectively.

McFarlane Road. A major collector from Hayford Road to Craig Road. It provides access to light industrial areas at the southern limits of the City. The two-lane road extends approximately 2 miles and has a speed limit of 45 mph.

21st Avenue. A proposed two-lane minor arterial that extends approximately 2 miles east/west from Hayford Road to Craig Road. The street provides access to light industrial businesses and some single-family units and is primarily gravel pavement. The posted speed is 25 mph.

Lawson Street. A two-lane major collector extending north from McFarlane Road across U.S Route 2 into residential areas at the north end of the City. The intersection with U.S. Route 2 is one of three signalized intersections within City limits. The posted speed is 25 mph.

Garfield Road. North of U.S. Route 2, this road is a three-lane major collector that accesses a few businesses and single- and multi-family residences before continuing to West 6th Avenue. The speed limit is 35 mph. To the south of U.S. Route 2, the road is two lanes with a 35-mph speed limit and accesses primarily light industrial businesses.

Sprague Avenue. A three/five lane major collector that spans from Hayford Road west to Russell Street. The road provides the primary access to Airway Heights Corrections Center, Spokane County Raceway, and Airway Motocross Park. The posted speed is 35 mph along its length.

A few local streets were reviewed in relation to intersections. These are two and three lane roadways that provide access to properties throughout the City and have legal speeds of 25 mph.

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Plan intersections are summarized by Table 5. Shown are the number of turn lanes at intersections, as denoted by the number given (1 for a lane, 2 for two lanes, etc.). If no specific lane is shown, then turns are performed from adjacent, shared through-lane. Also shown are traffic control conditions (signal, one-way, two-way, or all way stops). Controls are denoted with an “X”. This information was used in intersection LOS analyses.

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U.S. Route 2/Craig Road X 0 0 0 0 1 0 1 0 U.S. Route 2/Lundstrom Street X 0 0 0 0 1 0 1 0 U.S. Route 2/Lawson Street X 0 1 0 0 1 0 1 0 U.S. Route 2/Garfield Road X 0 0 0 1 1 1 1 0 U.S. Route 2/Lyons Road X 0 0 1 1 1 0 1 0 U.S. Route 2/Hayford Road X 1 0 1 0 1 1 2 0 U.S. Route 2/Deer Heights Road X 1 1 0 1 1 1 1 1 Hayford Road/Deno Road X 0 0 0 0 0 0 1 0 Hayford Road/Northern Quest Ave X 1 0 1 0 0 0 0 1 Hayford Road/Sprague Avenue X 1 0 0 0 0 0 1 1 Hayford Road/12th Avenue X 1 0 1 0 0 0 0 0 Hayford Road/21st Avenue X 0 0 0 0 0 0 0 0 Hayford Road/McFarlane Road X 0 0 0 0 0 0 0 0 Craig Road/Deno Road X 0 0 0 0 0 0 0 0 Craig Road/McFarlane Road X 0 0 0 0 0 0 0 0 Lawson Street/21st Avenue X 0 0 0 0 0 0 0 0 Lawson Street/McFarlane Road X 0 0 0 0 0 0 0 0

TRAFFIC COUNTS ADT and PM peak hour turn movement counts were obtained from various sources to support the TCP. ADT counts were secured from WSDOT and Spokane County for six locations on U.S. Route 2, two locations on Hayford Road, and one location on Deno Road. ADT counts were performed for eight locations in June 2017. Finally, remaining ADT volumes were estimated at five locations using ADT-to-peak hour ratios established from other same-street count locations. ADT counts support the street capacity analysis. PM peak hour turning movement counts were obtained to capture the travel patterns of the evening work commute, the timeframe of highest travel demands within the City. Counts were gathered for seven intersections from a May 2016 TIA conducted by David Evans and Associates, Inc for the new West Plains Casino. Eight traffic counts were performed specifically for this Plan in June and July 2017. Finally, turning movements were estimated from peak hourly tube counts at two lessor volume intersections. Summary ADT and turn movement counts are shown with Figure 2. The intent is to address primary intersections impacted by traffic growth, and/or to help assess geometric and traffic control needs for intersections located along potential new or improved corridors. This is not an all-inclusive list of notable City intersections. However, given the range of intersection types and scenarios studied, it is anticipated engineering and planning staff could draw parallels to make assessment of other intersections, as needed, based on volume versus geometric and control data. Weekday and PM peak hour turn movement counts are summarized with Technical Appendix A.

STREET & INTERSECTION CAPACITY A summary of existing transportation conditions is summarized through a review of street capacity and intersection operations.

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March 2018 Page | 10

Street Capacity The street capacity analysis was performed based on a review of Florida DOT volume thresholds versus street cross-section data and current ADT, with v/c also shown. The capacity analysis is provided with Table 6. Estimated ADT are highlighted with an “*”.

Table 6. Existing Street Capacity Analysis

Street Section Segment Num. Lanes

Capacity Threshold

ADT Volume

Criteria Exceed V/C

Principal Arterial Sections U. S. Route 2 E/of Craig Road 5 37,300 20,000 No 0.54 U. S. Route 2 W/of Garfield Road 5 37,300 24,000 No 0.64 U. S. Route 2 E/of Garfield Road 5 37,300 25,000 No 0.67 U. S. Route 2 W/of Hayford Road 5 37,300 26,000 No 0.70 U. S. Route 2 E/of Hayford Road 5 37,300 28,000 No 0.75 Minor Arterial Sections (Assumes Hayford Road as an Arterial) Hayford Road S/of Deno Road 2 13,300 9,250 No 0.70 Hayford Road N/of U.S. Route 2 5 33,600 17,965 No 0.53 Hayford Road S/of U.S. Route 2 5 33,600 11,090 No 0.33 Hayford Road S/of McFarlane Rd 2 13,300 5,550 No 0.42 Major Collector Sections Craig Road N/of U.S. Route 2 2 13,300 1,100* No 0.08 Craig Road S/of U.S. Route 2 2 13,300 3,390 No 0.25 Lawson Street N/of U.S. Route 2 2 13,300 2,470* No 0.19 Lawson Street S/of U.S. Route 2 2 13,300 2,565 No 0.19 Garfield Road N/of U.S. Route 2 2 13,300 3,690* No 0.28 Garfield Road S/of U.S. Route 2 2 13,300 2,350 No 0.18 Sprague Ave W/of Hayford Road 5 33,600 2,545 No 0.08 McFarlane Rd W/of Hayford Road 2 13,300 2,680 No 0.20 Deno Road W/of Hayford Road 2 13,300 2,950 No 0.22 Other Street Sections Northern Quest W/of Hayford Road 2 13,300 3,770* No 0.28 12th Avenue E/of Hayford Road 2 13,300 1,890* No 0.09 21st Avenue W/of Hayford Road 2 13,300 1,180 No 0.09

As shown, all ADT counts are below HCM volume thresholds indicating City streets currently function at LOS C or better. Count locations along U.S. Route 2 are also below the LOC D threshold; although current volumes approach capacity limits east of Hayford Road. This is evidenced by a the v/c of 0.75. Field observations confirm assessments for Plan streets. Traffic moves consistently at posted speed limits along U.S. Route 2 and Hayford Road, save minor delay and queue issues approaching the Hayford Road/U.S. Route 2 intersection. Even then, most traffic can clear this intersection within a signal cycle throughout most of the typical weekday and even PM peak hour. All other streets have minimal congestion, as apparent traveling within the City.

Intersection Operations/Capacity LOS and operations analyses were performed based on a review of existing traffic volumes versus current geometric and traffic control conditions noted in the field. For Plan modeling purposes, signal timing and phase settings were modeled after timing card data available from WSDOT for the Hayford Road/U.S. Route 2 intersection, and as based on field observation. Table 7 provides summary LOS for the PM peak hour of the work commute. Also shown are average control vehicle delays for each intersection. Again, LOS and control delay for stop controlled intersections are the function of the worst approach or movement, whereas LOS for signalized intersections and all-way stops are a function of overall delay.



Table 7. Existing Intersection LOS & Delay

Intersection

Existing

LOS Delay (sec)

Sign

al

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Unsig

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U.S. Route 2/Craig Road F 94.7 U.S. Route 2/Lundstrom Street F 76.3 U.S. Route 2/Lyons Road F >250 U.S. Route 2/Deer Heights Road F 133.8 Hayford Road/Deno Road B 12.1 Hayford Road/Sprague Avenue C 15.4 Hayford Road/12th Avenue E 39.9 Hayford Road/21st Avenue C 18.0 Hayford Road/McFarlane Road C 16.2 Craig Road/Deno Road A 9.5 Craig Road/McFarlane Road B 10.5 Lawson Street/21st Avenue* A 7.2 Lawson Street/McFarlane Road A 9.3

* Indicates an all-way stop LOS D is the capacity threshold for intersections under the existing conditions analysis. As shown, LOS D is maintained throughout most of the City with exception of unsignalized intersections along U.S. Route 2, also for the Hayford Road/12th Avenue intersection. Stop-controlled intersections along U.S. Route 2 function at LOS F. The Hayford Road/12th Avenue intersection functions at LOS E. Field observations confirm LOS analyses. Travelers must wait for extended timeframes prior to finding gaps for turning movements along the Highway. High delays can be experienced along Hayford Road from U.S. Route 2 to 12th Avenue adjacent to Walmart.

Travel through remaining signalized and unsignalized intersections is sufficient within the City. LOS results are shown graphically on Figure 3. LOS summary worksheets are provided in Technical Appendix B.

COLLISION/SAFETY ANALYSIS Collision histories were considered for all roads within the City of Airway Heights, including intersections, driveways, and mid-block locations. Collisions were reviewed for a timeframe extending between January 4, 2013 to February 24, 2017. WSDOT provided all collision data used in the analysis. A total of 334 recorded collisions occurred from January 4, 2013 to February 24, 2017, averaging 80.6 collisions per year. Overall, 56 percent of collisions involved vehicle property damage only with 34 percent involving injuries and fatalities. Three fatalities occurred within the City; one head-on collision between two vehicles along U.S. Route 2, one a motorcycle colliding with a concrete barrier along Russell Street, and the last a pedestrian stuck by a vehicle at a midblock location along U.S. Route 2. The top five intersection locations are shown with Table 8. Also summarized are average annual collisions and severity data.

Table 8. Intersection & Driveway Collision Summary

Intersection

Traffic Control Severity 4.1-Year

Total Average Annual

Prop. Damage Injury Fatal

U.S. Route 2/Hayford Road 101 24.4 69 32 0 U.S. Route 2/Garfield Road 20 4.8 13 7 0 U.S. Route 2/Lawson Street 17 4.1 14 3 0 U.S. Route 2/Private Drive (east) 17 4.1 10 7 0 U.S. Route 2/Private Drive (west) 16 3.9 11 5 0 * private driveways access the Crosspointe Plaza

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These highest collision locations were reviewed from an incident-density perspective with summary information and calculated ICR provided as follows:

1. U.S. Route 2 & Hayford Road. 101 collisions occurred with an average of 24.4 collisions per year. There is 41,530 ADT that enter the intersection per day, calculated to an ICR of 1.61 collisions per million entering vehicles.

2. U.S. Route 2 & Garfield Road. 20 collisions were noted with an average of 4.8 collisions per year. About 27,520 ADT enter the intersection per day, with a resultant ICR of 0.48 collisions per million entering vehicles.

3. U.S. Route 2 & Lawson Street. 17 collisions were noted for an average of 4.1 collisions occurring per year. About 24,520 ADT enter the intersection per day, calculating to an ICR of 0.46 collisions per million entering vehicles.

4. U.S. Route 2 & Private Drives. Two private driveways on U.S. Route 2 access Crosspointe Plaza immediately east of Hayford Road and had a combined total of 33 collisions. The east driveway experiences 4.1 collisions per year and west 3.9 collisions per year. Assuming a conservative ICR analysis, each driveway was assumed to support 25,000 entering vehicles each day. This results in an ICR of 0.45 for the east driveway and 0.43 for the west.

Collision data reflects only recorded collisions identified through evidentiary reports submitted by State and local law enforcement. Unreported collisions likely occur throughout the City; however, safety studies can only be performed based on recorded data. Typically, unreported collisions involve only minor property damage with no injuries. There were 229 collisions noted for U.S. Route 2 within the City during the study timeframe, for an average of 57.3 collisions per year. This is a 2.5-mile section with counts that range between 20,000 and 28,000 ADT. A corridor collision rate (CCR) for this

street section is based on the number of average accidents per year as compared with ADT and the length of the corridor. Given this equation, a CCR of 2.1 to 3.1 was calculated for U.S. Route 2. The “2014 Annual Collision Summary” report from WSDOT, the current volume available, indicates Spokane County experiences a system-wide collision rate of 168.7 collisions per 100 million miles of travel or 1.687 collisions per million miles of travel. Thus, the rate for U.S. 2 far exceeds trends for the County. Collision summaries are provided in Technical Appendix C.

TRANSIT, PEDESTRIANS, & BICYCLES This section describes current transit, pedestrian, and bicycle conditions for the City.

Transit Transit in Airway Heights is operated by Spokane Transit Authority (STA) out of the downtown Spokane hub. There is one route that operates between Airway Heights and Spokane, through the City, and beyond the western City limits to Fairchild Air Force Base. The STA line that serves Airway Heights is Route 61. The bus stops at various sites along U.S. Route 2 and Hayford Road, including Northern Quest Casino, the Department of Corrections, West Plains Industrial Park, and Fairchild. Airway Heights Park and Ride is one of the busiest stops in the City with an average of 65 persons boarding per weekday, as indicated by the Annual Performance Report – Passenger Facilities (STA, 2016). STA. STA Route 61 “Highway 2 via Browne’s Addition” accesses the City on weekdays and weekends. Rotation times vary depending on weekday versus weekends. The weekday route operates on a 30-minute rotation, increasing to hourly on weekends/holidays. The weekday route from Spokane operates from about 5:50 AM until 12:20 PM. The weekday route to Downtown Spokane from



Fairchild operates from about 5:35 AM until 9:30 PM. The Route operates on U.S. Route 2, Hayford Road, Northern Quest Avenue, Sprague Avenue, Russell Street, and Lawson Street. Figure 4 shows STA Route 61 with primary stops within the City.

Pedestrians Safe walking routes are dedicated pedestrian rights-of-way, such as sidewalks and paved paths, that extend between essential facilities and services, along streets, and provide for recreation. Essential facilities for Airway Heights were anticipated to include schools, parks, the community center, City Hall, primary shopping areas, and transit hubs; essentially centers where walking activity is anticipated to/from homes, businesses, etc. A summary of primary centers and services for the City were assumed to include:

Sunset Elementary City Hall Police Department Library Community Center Sunset Park/Martella Field Northern Quest

Aspen Grove Park Cleveland Park Shorty Combs Park Crosspointe Plaza Hayford Crossing Yokes Fresh Market Village Center Cinemas

Figure 5 shows principal pedestrian facilities within the City, in-route to public centers, including sidewalks and striped pedestrian crossings. This is not an all-inclusive summary; rather, just the more major pedestrian corridors highlighted within the City. A pedestrian-bike facility of note is a shared use path aligned north of US Route 2. The pathway is being promoted between Airway Heights, Spokane, and WSDOT. Constructed from Garfield Road to nearly Deer Heights Road in Airway Heights, it is the intention of agencies to extend the route through both Cities to provide for for east-west pedestrian and bike mobility throughout the West Plains.

Crossings. There are 33 striped crosswalks in Airway Heights along City streets. There are also several crosswalks located along local streets, especially near Sunset Elementary and newer residential developments in the northern areas of the City. US Route 2 is a barrier for pedestrian activity between the north and south halves of the City. Striped crossings are currently located at the signalized Lawson Street, Garfield Road, and Hayford Road intersections. Midblock crossings are aligned east of Ziegler Street, King Street, and Campbell Street, respectively.

Bicycles Figure 5 also shows designated bicycle facilities. Only one portion of U.S Route 2 has a designated bike lane, but most roadways have shared bicycle use with vehicle travel. These facilities are used for Airway Heights commute and recreational activities.

TRUCKS & RAIL WSDOT officials specify five tonnage classes for roadways in the State ranging from T5 with 20,000 tons in 60 days to T1 with over 10,000,000 tons annually. There are several truck routes in and around the City specified with tonnage class listings as follows:

U.S. Route 2 = T2 (4,000,000 to 10,000,000 tons/year). Hayford Road = T3 (300,000 to 4,000,000 tons/year). Craig Road = T3 (300,000 to 4,000,000 tons/year). Rambo Road = T3 (300,000 to 4,000,000 tons/year). Flint Road = T3 (300,000 to 4,000,000 tons/year).

There are two rail lines in the Airway Heights vicinity. One is owned by Burlington Northern-Santa Fe (BNSF) and runs just outside the northwest limits of the City. The other is part of the Eastern Washington Gateway line (Geiger Spur) and is owned by WSDOT. This spur parallels the southern limits of the City and provides rail access to the industrial businesses along McFarlane Road. Figure 6 shows City truck routes and rail lines.

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III. FUTURE CONDITIONS This section summarizes forecast transportation conditions for roadways identified for analysis by City officials. Provided is a description of the forecast traffic, operations/capacity, and future pedestrian/bicycle facilities.

TRAFFIC FORECASTS The City has an estimated resident population of 6,672 as of 2016. Per US Census data and projections, City population has been increasing at growth rates of between 1.7 and 8.7 percent annually since year 1990, as measured in ten-year increments (4.8 percent annually overall). A comparison of historical population trends is provided on Table 9.

Table 9. Historical Population Change for Airway Heights

Year Population Incremental % Growth Total Annual

1990 1,971 -- -- 2000 4,500 128.3% 8.7% 2010 6,114 35.9% 3.1%

Est. 2016 6,672 9.1% 1.7%

The City has several hundred acres of vacant land available for land use development. City officials indicate population growth trends should continue in the range of a 1.5 to 2.0 percent annual growth rate as these residential and commercial properties are developed. A population of nearly 10,500 persons is forecast by year 2040, occupying the vacant properties described. Travel demand will increase with population growth. The following sections discuss land use development potentials, trip generation, and resulting year 2024 and year 2040 traffic forecasts developed for this TCP in support of improvement determination.

Future Land Use Traffic forecasts were developed principally based on land use projections. There are several hundred acres of undeveloped property zoned for residential, commercial, and industrial growth in the City. Year 2024 and 2040 land use forecasts were developed in coordination with City officials, per discussion with staff and via review of development documentation (studies, site plans, etc.). There are about 1,080 single and multi-family homes currently programmed for development, as identified via site/development plans. This housing will develop over the next 20-plus years. Per U.S. Census data, the City had 958 homes in year 2000 and 1,547 homes in year 2010. This calculates to 4.9 percent annual growth in housing over 10 years with 60 to 65 homes developed per year, on average. City staff forecasts housing growth will continue at comparable rates. Thus, development of 65 homes was assumed annually through year 2024, a total of 455 homes. The balance of 1,080 platted homes was assumed thereafter, a total of 625 homes between year 2024 and year 2040. Several hundred acres of commercial, warehousing, light industry, office, and public facilities are anticipated for development over the next 20- years. The staging of developments was generally well defined for the year 2024 and year 2040 analysis horizons, as per development documentation highlighted as follows:

Pacific NW Technology Park, Phase I and II (Hahn, 2001) Kalispel Master Plan TG&D Letter (USKH, 2007) West Plains Development TIA (DEA, 2011). West Plains/Hayford Hardware TIA (MMI, 2013) West Plains/U.S. 2 Retail Threshold Study (MMI, 2014) West Plains Plaza TG&D Letter (WCE, 2015) West Plains Plaza Phase 1a TIA (DEA, 2016) Tomczak Commercial TG&D Letter (WCE, 2017)



Airway Community Center TG&D Letter (MMI, 2017) U.S. 2-Flint Road Commercial TG&D Letter (WCE, 2017) Phase I Kalispel TG&D Letter (Gibson, 2017)

From residential assumptions and development documentation, the resulting land use assumptions were used for year 2024 and year 2040 for this TCP as follows:

Year 2024 Land Use Assumptions Single Family Homes, 105 units Multifamily Homes, 350 units Casino, 725 gaming positions Shopping center/Commercial, 485,000 square-feet Airway Heights Community Center, 33,000 square-feet Kalispel Community Center, 14,000 square-feet RV Park, 91 Spaces General Office, 7,000 square-feet Warehousing, 100,000 square-feet

Year 2040 Land Use Assumptions (Additional) Single Family Homes, 285 units Multifamily Homes, 340 units Shopping center/Commercial, 700,000 square-feet Restaurants, 10,000 square-feet General Office, 345,000 square-feet Research and Development, 325,000 square-feet Light Industrial, 120,000 square-feet Resort Casino, 500 rooms Business Park, 4 Acres

These reflect land uses by way of new construction and not businesses that trade hands and/or are reoccupied. The location and allocation of land uses proposed currently within the City are

shown by Figure 7. The location and boundaries of TCP land uses is approximate, illustrated to show where trips are generated in context to City streets and intersections. Site plan information should be sought from the City to identify specific boundary data.

Trip Generation Residential trip generation was forecast using the Institute of Transportation Engineers, Trip Generation Manual (9th Edition, 2012). Trip Generation is a nationally recognized and locally accepted approach for forecasting trips for a range of commercial, retail, residential, and institutional land uses. ITE Land Use Codes 210 and 220 was used to forecast trips for single family homes and apartments, as based on rates versus unit/home counts. The trip generation associated with commercial development was based on the previously described documentation (traffic studies). These documents provide trip generation estimates from which forecasts could be prepared for year 2024 and year 2040. The emphasis of this Plan was weekday and PM peak hour. As described, the weekday analysis helps establish the capacity of streets overall with the PM peak hour analysis considering efficiencies during the work commute. Trip generation summaries are provided by Table 10 for year 2024 and year 2040.

Table 10. Airway Heights Year 2024 & Year 2040 Trip Generation

Horizon Year Weekday

Trip Totals PM Peak Hour Trips

Inbound Outbound Total 2024 18,240 1,134 1,167 2,301 2040 41,040 2,832 3,430 6,262

As shown, 18,240 weekday trips are forecast by year 2024 with 2,301 trips generated during the PM peak hour. Approximately 41,040 weekday trips are projected during the typical weekday by 2040, with about 6,262 trips generated during the PM peak hour.

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Note pass-by and internal trip capture was not addressed with this TCP as they impact finite areas of the City and are addressed on a case-by case basis through independent traffic impact analyses and project proposals. This plan addresses the cumulative impact of net new trips throughout the City, meaning those specifically generated by new development land uses. Trip generation summary worksheets are provided with Technical Appendix D. The worksheets detail developments, development assumptions, and trip generation specifics.

Trip Assignments Synchro was used to develop land use trip forecasts via a demand module add-on. Minor arterials and major collectors were modeled with data such as number of lanes, intersection controls, speed limits, and impediments (PHF, heavy vehicle percentage, parking lane data, etc). The software then assigns trips via travel time assessments between internal and external origins and destinations based on overall distributions provided by the user. In this case, project trips were assumed to access the City primarily via connections of U.S. 2 to the west and east, Hayford Road to the north and south, and Craig Road. The external distribution of trips was based on the review of existing count/volume densities as these indicate how commuters are approaching and departing the City. The distribution of project trips internally and externally was assumed based on volume/density considerations as follows:

U.S. Route 2 West, 20 percent U.S. Route 2 East, 50 percent Hayford Road North, 15 percent Hayford Road South, 10 Percent Craig Road South, 5 percent

Initially, trips highlighted with Table 10 were assigned fully to the TCP street and intersection network. The City experiences high

commute activities between homes and businesses located within and outside of municipal boundaries (i.e. via travel activities such as the work commute). Thus, it is reasonable to assume these City arterials and collectors will support most commute traffic. However, this assumption overlooks the use of local streets in supporting travel between businesses and homes located within Airway Heights. To address internal City trips, full trip assignments from Synchro were reduced by 15 percent for year 2024 and 30 percent for year 2040 to assume travel via local streets. This results in reduced travel demands for arterials and collectors, forecast to more anticipated and reasonable levels. Trip assignments are shown with Technical Appendix E.

Traffic Forecasts Trips projected from land use development comprise the bulk of forecast traffic volumes for the City, predominantly impacting major arterials and minor collectors. However, moderate traffic growth is anticipated from factors such as: through traffic growth due to development outside the City, construction of individual homes and small business on lots within the City (outside developments identified previously), and anticipated growth of Fairchild Air Force. A 0.5 percent baseline annual growth rate was applied to existing traffic volumes to address these considerations. This results in approximately 3 percent total baseline growth by year 2024 and 13 percent baseline growth by year 2040, calculating to between 900 to 1,100 ADT growth along U.S. Route 2 by year 2024 and 3,600 to 4,900 ADT by year 2040, depending upon location. Baseline forecasts and land use trip assignments were combined to develop year 2024 and year 2040 traffic forecasts for the City. Forecasts are shown, respectively, on Figure 8 and Figure 9 for the weekday and PM peak hour.



A 2.2 to 2.4 percent annual growth rate was noted versus counts along U.S. Route 2 by year 2040, pending location. This growth is consistent with historical trends noted throughout the last ten years east of Hayford Road where the impact of development is currently most evident (due to Northern Quest, Crosspointe, Tech Park, etc.). The growth of Airway Heights in the next several years west of Hayford Road will rival that experienced to the east due to forecast development, and because of the Spokane Tribe Casino. Thus, the resultant 2.2. to 2.4 percent annual traffic growth rate is realistic through year 2040, and is validated by history. Traffic forecasts moderately exceeds projections generated by the current SRTC travel demand model for year 2040. This differential should not be an issue. Per suggestion of local agencies, SRTC officials plan to build additional land use growth into the West Plains with the next update of the regional model. Traffic forecasts should correlate more approximately following this update process.

STREET & INTERSECTION CAPACITY A summary of forecast transportation conditions is summarized through a review of street capacity and intersection operations.

Street Capacity The street capacity analysis was performed based on a review of forecast ADT volumes. The comparison assumes existing street cross-sections with no improvements, as to assess or confirm system capacity needs. Summary capacity analyses are provided on Table 11 for year 2024 and Table 12 for year 2040. The year 2024 analysis concludes most roadways have sufficient capacity to accommodate forecast traffic volumes. Exceptions are noted on U.S. Route 2 east of Garfield Road where forecast traffic exceeds capacity thresholds by 3 to 11 percent and v/c is greater than 1.0. In addition, the v/c analysis indicates capacity is approaching standard along U.S. Route 2 between Craig Road and Garfield Road, and on Hayford Road within vicinity of Deno Road.

Table 11. Year 2024 Street Capacity Analysis

Street Sections Segment Num. Lanes

Capacity Threshold

ADT Volume

Criteria Exceed V/C

Principal Arterial Sections U. S. Route 2 E/of Craig Road 5 37,300 27,620 No 0.74 U. S. Route 2 W/of Garfield Road 5 37,300 34,200 No 0.92 U. S. Route 2 E/of Garfield Road 5 37,300 37,220 No 1.00 U. S. Route 2 W/of Hayford Road 5 37,300 38,340 No 1.03 U. S. Route 2 E/of Hayford Road 5 37,300 41,520 No 1.11 Minor Arterial Sections (Assumes Hayford Road as an Arterial) Hayford Road S/of Deno Road 2 13,300 11,500 No 0.86 Hayford Road N/of U.S. Route 2 5 33,600 23,910 No 0.71 Hayford Road S/of U.S. Route 2 5 33,600 14,800 No 0.44 Hayford Road S/of McFarlane Rd 2 13,300 8,330 No 0.63 Major Collector Sections Craig Road N/of U.S. Route 2 2 13,300 5,710 No 0.43 Craig Road S/of U.S. Route 2 2 13,300 5,330 No 0.40 Lawson Street N/of U.S. Route 2 2 13,300 3,060 No 0.23 Lawson Street S/of U.S. Route 2 2 13,300 2,630 No 0.20 Garfield Road N/of U.S. Route 2 2 13,300 5,110 No 0.38 Garfield Road S/of U.S. Route 2 2 13,300 5,480 No 0.41 Sprague Ave W/of Hayford Road 5 33,600 3,750 No 0.11 McFarlane Rd W/of Hayford Road 2 13,300 4,060 No 0.31 Deno Road W/of Hayford Road 2 13,300 4,880 No 0.37 Other Street Sections Northern Quest W/of Hayford Road 2 13,300 4,940 No 0.37 12th Avenue E/of Hayford Road 2 13,300 3,120 No 0.23 21st Avenue W/of Hayford Road 2 13,300 1,220 No 0.09

The year 2040 analysis indicates street capacity issues for most of U.S. Route 2, specifically Lundstrom Street to Deer Heights Road. Forecast traffic is 6 to 40 percent in excess of capacity thresholds, pending location, with v/c ranging from 1.07 to 1.40. Additionally,

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volumes surpass the thresholds on Hayford Road with v/c of 1.01. Volumes are approaching two-lane capacity thresholds on U.S Route 2 east of Craig Road, and on Hayford Road at Deno Road and McFarlane Road, respectively, with v/c greater than 0.75.

Table 12. Year 2040 Street Capacity Analysis

Street Sections Segment Num. Lanes

Capacity Threshold

ADT Volume

Criteria Exceed V/C

Principal Arterial Sections U. S. Route 2 E/of Craig Road 5 37,300 33,320 No 0.89 U. S. Route 2 W/of Garfield Road 5 37,300 39,740 No 1.07 U. S. Route 2 E/of Garfield Road 5 37,300 42,050 No 1.13 U. S. Route 2 W/of Hayford Road 5 37,300 43,100 No 1.16 U. S. Route 2 E/of Hayford Road 5 37,300 52,350 No 1.40 Minor Arterial Sections (Assumes Hayford Road as an Arterial) Hayford Road S/of Deno Road 2 13,300 13,460 No 1.01 Hayford Road N/of U.S. Route 2 5 33,600 30,950 No 0.92 Hayford Road S/of U.S. Route 2 5 33,600 17,470 No 0.52 Hayford Road S/of McFarlane Rd 2 13,300 10,550 No 0.79 Major Collector Sections Craig Road N/of U.S. Route 2 2 13,300 9,820 No 0.74 Craig Road S/of U.S. Route 2 2 13,300 6,970 No 0.52 Lawson Street N/of U.S. Route 2 2 13,300 3,100 No 0.23 Lawson Street S/of U.S. Route 2 2 13,300 2,950 No 0.22 Garfield Road N/of U.S. Route 2 2 13,300 5,260 No 0.40 Garfield Road S/of U.S. Route 2 2 13,300 5,500 No 0.41 Sprague Ave W/of Hayford Road 5 33,600 3,960 No 0.12 McFarlane Rd W/of Hayford Road 2 13,300 5,530 No 0.42 Deno Road W/of Hayford Road 2 13,300 5,660 No 0.43 Other Street Sections Northern Quest W/of Hayford Road 2 13,300 8,130 No 0.61 12th Avenue W/of Hayford Road 2 13,300 4,540 No 0.34 21st Avenue W/of Hayford Road 2 13,300 1,360 No 0.10

Intersection Operations/Capacity LOS and operations analyses were performed based on a review of year 2024 and year 2040 traffic forecasts versus current geometric and traffic control conditions noted in the field. Signal timing and phasing parameters were maintained from the existing condition as to better gauge the impact of development growth. Table 13 provides summary LOS for the PM peak hour. Also shown are average control vehicle delays for each intersection.

Table 13. Forecast Intersection LOS & Delay

Intersection

Year 2024 Year 2040

LOS Delay (sec)

LOS

Delay (sec)

Sign

al

U.S. Route 2/Lawson Street B 13.7 B 17.2 U.S. Route 2/Garfield Road D 38.5 E 68.9 U.S. Route 2/Hayford Road F 113.6 F 146.6 Hayford Road/Northern Quest Ave B 10.6 B 16.4

Unsig

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U.S. Route 2/Craig Road F >250 F >250 U.S. Route 2/Lundstrom Street F >250 F >250 U.S. Route 2/Lyons Road F >250 F >250 U.S. Route 2/Deer Heights Road F >250 F >250 Hayford Road/Deno Road E 41.8 F 146.6 Hayford Road/Sprague Avenue C 21.0 D 28.3 Hayford Road/12th Avenue F >250 F >250 Hayford Road/21st Avenue D 26.4 D 31.8 Hayford Road/McFarlane Road E 36.1 F 163.7 Craig Road/Deno Road B 10.2 B 10.3 Craig Road/McFarlane Road B 13.2 C 18.3 Lawson Street/21st Avenue* A 7.2 A 7.2 Lawson Street/McFarlane Road B 10.1 B 10.9

* Indicates an all-way stop The Hayford Road/U.S Route 2 traffic signal and all unsignalized intersections along U.S. Route 2 are forecast to operate at LOS F



by year 2024 during the PM peak hour. Hayford Road/12th Avenue is also forecast to function at LOS F. These are unacceptable capacity results for the City. The Hayford Road intersections with Deno Road and McFarlane Road are forecast to function at LOS E by year 2024, an evolving capacity issue for the City. The Hayford Road and Garfield Road signals on U.S. Route 2 will operate below LOS standard by year 2040, both noted within the LOS E/F range (LOS E is unacceptable for signals). Unsignalized intersections along U.S. Route 2 are forecast to operate at LOS F, as are the unsignalized Deno Road, 12th Avenue, and McFarlane Road intersections with Hayford Road. Figure 10 and Figure 11 visually summarize resulting street and intersection LOS for the City of Airway Heights.

TRANSIT, PEDESTRIANS, & BICYCLES This section describes forecast transit, pedestrian, and bicycle conditions planned within Airway Heights.

Transit As indicated, there are 6 transit stops in the City, including a Park and Ride lot, served by STA Route 61. STA is moving to enhance service to the City via implementation of a Rapid Transit route to reduce ridership time between Airway Heights and Spokane. In addition, the West Plains Transit Center, proposed off the Medical Lake Interchange on I-90, will provide a hub and transfer station that will allow Airway Heights residents to more quickly access other areas of Spokane County in addition to downtown Spokane.

Pedestrians The need for pedestrian accommodation becomes more prevalent as the City continues to grow. Current City street design standards include the requirement of sidewalk and/or paved pathways as street frontage improvements of private development. However,

historic design standards did not highlight need for pedestrian improvements, especially at the local street level. As such, several streets throughout the City lack sidewalk or paved paths. The extension of pedestrian facilities is a priority for City officials. However, construction of all missing sidewalk or paths through the City would be cost restrictive to taxpayers, especially due to right-of-way limitations. As a result, this Plan focuses recommendations upon needs for essential public facilities and on residential City arterials and collectors that lack pedestrian accommodation. Public Facilities Analysis. The Overlapping Priorities Method is used to identify safe walking routes within ¼ mile of community facilities and services. Safe walking routes consist of dedicated pedestrian rights-of-way between areas, as served by sidewalks and paved pathways. This method is also used to identify the need for crosswalks at primary intersections. Essential public facilities were recognized in the existing conditions section. A review using the Overlapping Priorities Method confirms most community facilities and services have pedestrian access via sidewalk or paved pathways for one or more approach routes. However, the following are highlighted as community facilities with need for additional pedestrian accommodation recommended for one or more additional approach directions:

City Hall, Library, and Community Center. Sidewalk is missing in sections along both sides of Lundstrom Street between City facilities and U.S. Route 2, considered a primary pedestrian route for these facilities. 625 feet of sidewalk is missing along Lundstrom Street in this area.

Village Center Cinemas. The Cinemas and apartments aligned south of U.S. Route 2 lack a safe pedestrian access from Hayford Road and the core of the City. A stretch of 1,950 feet is missing between existing sidewalk near Hayford Road and sidewalk at Deer Heights Road.

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Sunset Elementary School. Sidewalks exist around the perimeter of the school with designated pedestrian routes available to the north and east through adjacent residential neighborhoods. This includes off-road pathways through Sunset Park to the north. However, additional approach routes should be promoted along King Street to U.S Route 2 and 10th Avenue to Aspen Street to further promote safe student pedestrian routes to/from the school. This represents the extension of 1,900 linear feet of sidewalk along one side of these respective roadways.

Shorty Combs Park. Lawson Street provides pedestrian access via sidewalk between U.S. Route 2 about a quarter south to 18th Street. Given this route, 18th Street becomes a viable pedestrian route between Shorty Combs Park and Lawson Street, currently lacking sidewalk (also a paved street surface). 1,200 feet of sidewalk along the north side of 18th Avenue would establish this route, including the southern park frontage.

Aspen Grove Park. Sidewalk is aligned on streets through newer, developed neighborhoods. However, pedestrian facilities to access Aspen Grove Park are missing in older neighborhoods, and to U.S. Route 2. Providing 2,400 feet of sidewalk along one side of Lundstrom Street would tie approach routes from 6th Avenue to U.S. Route 2 into the Park, in coordination with 10th Avenue improvements discussed for Sunset Elementary above.

Community Center. Sidewalk currently ends on Hayford Road at the north boundary of the Northern Quest Resort and Casino property. The gap could be addressed by continuing sidewalk north along the west side of Hayford Road to Deno Road, then west along the south side of Deno Road to the future Recreation Center. This represents 6,500 feet of separated sidewalk.

Public Streets. Facilities were reviewed to determine pedestrian accommodation needs for arterials and collectors. The criteria for this analysis was identification where sidewalk may be missing, on one or both sides of these streets, to provide access to established residential properties (without pedestrian access). A summary of conclusions from this review is as follows:

Garfield Road. This collector extends from U.S. Route 2 to provide access through a commercial area, eventually providing access to residential homes north of 6th Avenue and west of Russell Street. The development of pedestrian facilities for 4,500 feet along the west side of Garfield Road and Russell Street would tie residential development (and local streets) into the Highway, and by extension the City. Note this project was initiated through a TIB grant following initiation of the TCP and should be complete summer 2018. While the project is identified as a planning need with this section, it is not addressed with construction cost estimates with a subsequent section as it is a funded project.

U.S. Route 2 Missing Southerly. A paved pedestrian path is aligned through the City along the north side of this Highway. However, sidewalk is missing for 3,200 feet along the south side between Inland Northwest Bank and Hayford Road. Crossing the Highway can be an issue given widths, a lack of crossings, and heavy traffic. Sidewalk would improve safety by providing designated pedestrian facilities between existing (and potential future) crossings along the south side of the Highway.

Russell Street/Sprague Avenue. Northern Quest is an entertainment center with additional property development anticipated (shopping, etc.). Separated sidewalk/paths are currently aligned along the northern area side of Sprague Avenue to approximately 750 feet west of Industrial Street, but there is no tie into the City. The development of 5,200 feet of paved path or separated sidewalk would tie the City into entertainment venues, as developed along the west



side of Russell Street and north side of Sprague Avenue. Note this recommendation has also been addressed with the TIB grant funding project highlighted for Garfield Road. Thus, identified as a planning need, the project should be constructed by summer 2018 and is not identified with construction costs provided with a subsequent section.

6th Avenue East. This street will evolve into a primary east-west pedestrian route to provide approach to entertainment venues within northeast areas of the City, also providing for recreational routes for newly developed neighborhoods. 4,200 feet of sidewalk is missing between Ziegler Street and Russell Road in promotion of these activities.

6th Avenue West. This street will be a primary east-west pedestrian route, connecting with entertainment venues within northeast areas of the City. 1,100 feet of sidewalk should be developed along both sides of the new roadway between Craig Road and Aspen Street in promotion of these activities.

12th Avenue West. Craig Road will evolve as a primary north-south pedestrian corridor within the City. There is a lack of sidewalk connectivity to this route via 12th Avenue, a notable east-west corridor. Sidewalk is recommended along the north side of the street to tie into the Craig Avenue, a missing extent of 280 feet.

12th Avenue East. Development is anticipated within the area with 12th Avenue providing access to Tribe properties west of Hayford Road. 12th Avenue is expected to provide congestion relief for U.S. Route 2, as well as establish a pedestrian corridor. The provision of 5,300 feet of sidewalk is warranted with construction of 12th Avenue in this area.

Hayford Road South. Hayford Road will eventually be developed with commercial businesses from U.S. Route 2 to 21st Avenue. Also, this street will provide a pedestrian route to tie into 21st Avenue, which will have bike lanes and separated sidewalk. As such, the need for 4,500 feet of

separated sidewalk is recommended to provide for pedestrian needs along the corridor and tie into 21st Avenue. This also provides pedestrian access to a large apartment complex located along the east side of Hayford Road about ¼ mile south of U.S Route 2.

21st Avenue. The 21st Avenue congestion relief route for U.S. Route 2 provides an opportunity for City officials to promote a pedestrian and bike corridor for the community. Separated sidewalk is recommended along both sides of this 2.5-mile corridor, a total of 26,000 feet of sidewalk along both sides of the street.

Craig Road. An existing residential development is located south of U.S. Route 2 along the east side of Craig Road lacks pedestrian access. 2,550 feet of sidewalk along the east side of the roadway, at a minimum, would tie the development into Highway and the City. Pushing sidewalk further south would tie into the 21st Avenue corridor, a primary pedestrian route planned for the City.

The continuation of the shared use path along the northern side of U.S. Route 2 is a priority for City officials. The pathway currently terminates at Garfield Road (extending from Deer Heights Road) and can be extended another ¼ mile west before running into developed areas of the City. Right-of-way availability is limited and buildings are constructed adjacent to the Highway from this point west, restricting the ability to extend the pathway further. However, sidewalk does exist through the City along the north side of U.S. Route 2, providing for pedestrian and some level of biking activity. Thus, while a priority, the continuation of the pathway is best achieved through property land use redevelopment as a City-driven project action would be very cost prohibitive given ROW and built facility constraints. Crossings. As indicated, there are 33 marked crosswalks on main streets in Airway Heights. The location and spacing of crosswalks



are typically provided per the discretion of a local agency, in this case the City engineers office. Typical considerations for crosswalk installation include block length/distance between crossings, the location of pedestrian generators, traffic signal locations, access to transit, the alignment of other major intersections, and/or where pedestrian activities are being promoted. Industry practice has progressed to the point of highlighting when crossing treatments should be considered, in terms of warrants. These are based on factors such as pedestrian crossing density, roadway volume, crossing distance, and 85th percentile vehicle speeds. However, the density/spacing of crosswalks along a roadway has yet to be firmly established and is left to the discretion of the local agency. A review of crossing locations was performed for Airway Heights’ roadways to help identify potential locations for additional marked crossings. Local streets were neglected in the review of marked crossings because: 1) the presumption is these are low volume roadways with reduced pedestrian crossing volumes, 2) these roadways have reduced crossing widths (requiring less time to cross); and 3) vehicles will be traveling at lower speeds with reduced stopping distances and better perception/reaction time. Studies indicate pedestrian crossings along such roadways can negatively impact safety. Pedestrians can develop a false sense of security and incidents have occurred because drivers do not anticipate crossings along local roadways. Again, a summary of existing crossing locations is provided with Figure 5. The desire is to have safe crossings provided in-route along arterials to/from activity centers previously mentioned, accounting for general factors such as distance, major intersection location, transit access, and pedestrian generators. In addition, information provided with the National Association of City Transportation Officials (NACTO) website indicates the typical pedestrian will walk about five minutes to find a crosswalk before

risking an unmarked location. This equates to a linear distance of approximately ¼-mile in an active community such as Airway Heights. Given these relaxed criteria, the City may wish to review crossing warrants for the following arterial locations:

U.S. Route 2, Loffler-West. Residential areas and businesses are aligned opposite the Highway between Craig Road and the nearest crossing east of Ziegler Street Street, a gap of nearly 2,200 feet. A pedestrian crossing may be warranted between Loffler Street to West Drive to split up this distance. Given high speeds and high traffic volumes, a crossing should not be considered without high the highest levels of traffic control and visibility.

U.S. Route 2, Lyons-Hayden. There are no crossings of U.S. Route 2 between Garfield Road to Hayford Road, a distance of 4,000 feet. One or two crossings is desirable to break up this stretch. Given high speeds and high traffic volumes, a crossing should not be considered without high the highest levels of traffic control and visibility. The lack of crossing could be mitigated with a signalized Lyons Road/U.S. Route 2 intersection, if constructed by the Kalispel Tribe.

U.S. Route 2/Deer Heights Road. Due to existing and proposed multifamily and commercial developments in the immediate vicinity of this intersection, a pedestrian crossing should be considered. It is assumed a pedestrian crossing will be included at this intersection in the future when a signal or roundabout is constructed. Given high speeds and traffic volumes, a crossing should not be considered without the highest levels of traffic control and visibility.

Hayford Road/12th Avenue. Residential development is occurring west of Hayford Road north of U.S. Route 2. Given this development and existing/proposed commercial businesses located east of the arterial, an improved crossing should be considered at the 12th Street/Hayford Road intersection. High speeds and high traffic volumes



dictate the crossing should be improved with some form of rapid flashing beacons or even a HAWK signal. This improvement could also be addressed with a traffic signal, a need forecast for this intersection in the future.

Hayford Road/6th Avenue. An existing, marked crossing is located at the Hayford Road/6th Avenue intersection. Further development will push north and likely increase the use of this crossing as people travel between homes and businesses. High speeds and traffic volumes dictate the crossing should be improved with a rapid flashing beacons or even a HAWK signal.

Hayford Road/21st Avenue. The 21st Avenue corridor will provide a vehicle and pedestrian crossing of Hayford Road. A crossing is warranted to provide for the safe crossing of pedestrians and bicycles at the intersection. High speeds and traffic volumes dictate the crossing should be improved with elevated traffic controls. This improvement could also be addressed with a traffic signal, a need forecast for this intersection in the future.

Again, planning level guidelines were used to identify potential crossing locations within Airway Heights. Engineering warrants and analyses should be used to support any decisions, especially as these are needed to support government funding applications. As inferred, the highest control and safety measures are warranted with any crossing of U.S. Route 2 or Hayford Road. These are high speed and volume streets where pedestrian safety would be enhanced with crossings and the most stringent improvements are necessitated for safety purposes, despite the pedestrian count.

Bicycles There is a notable lack of bicycle routes within Airway Heights. The Spokane Regional Bike Map from the SRTC GIS web designates U.S. 2 as a “shared roadway” where bicycles and traffic can both

operate along the roadway. The Map also indicates an approximate 1.3-mile section of the Highway has a “shared use path” for bike and pedestrian activity between Russell Street and nearly Deer Heights Road. Designated bike lanes are currently aligned along Hayford Road and Northern Quest Avenue. Bikes may also share existing sidewalk within Airway Heights; although this is not always desirable. Bicycle route improvements were confirmed in coordination with City technical staff, as a function of revising the current City Comprehensive Plan. Improvement to bicycle mobility is a priority of City officials. Safety is of significant concern for bicyclists sharing a high-speed highway such as U.S. Route 2, also along arterial routes such as Hayford Road. Providing for commute and recreational routes for circulation around the City, such as those presented with the 6th Avenue/12th Avenue and 21st Avenue congestion relief projects, will provide alternatives to automobile travel and promote healthy lifestyles. The proposed strategy of City staff is summarized in Section IV of the TCP as it regards City transportation improvements, developed with purpose of meeting the goals highlighted by the preceding paragraph.



IV. IMPROVEMENT RECOMMENDATIONS This section provides recommendations to improve transportation safety, capacity, and pedestrian/bicycle activity in Airway Heights.

STREET CAPACITY & SAFETY IMPROVEMENTS Street and intersection improvements were recommended with the TCP to enhance capacity and safety. Recommendations are provided in approximate descending order of priority with planning level cost estimates provided. Project cost estimates were either developed specifically for this study or were provided by City technical staff for specific projects. Planning level construction cost estimates were developed based upon bid quantity/material information obtained from the WSOT website. Planning level cost estimates developed for this Plan are provided with Technical Appendix F. Costs are provided in present worth dollars. Note costs assume available right-of-way and neglects the potential for environmental remediation.

1) U.S. Route 2, Boulevard Safety Project The analysis confirms primary stop-controlled intersections along U.S Route 2 function within the LOS F range. It is reasonable to assume other unsignalized intersections and driveways along the Highway operate poorly as well. In addition, safety analysis indicates U.S. Route 2 is likely a high accident corridor with high ratios of left-turn accidents noted at unsignalized intersections. A median island is recommended to span sections of U.S. Route 2 through the City between Craig Road to Deer Heights Road. Less breaks in the median for signalized and roundabout intersections (location Craig Road, Lawson Street, Garfield Road, Lyons Road, Hayford Road, and Deer Heights Road), and assuming reasonable spacing, 5,500 linear feet of median islands is recommended in sections along the Highway between Craig Road to Hayford Road. WSDOT currently has the resources to extend the island between

Hayford Road and Deer Heights Road, programmed for construction summer of 2018. Funding would need to be secured to extend the improvement west of Hayford Road. The intent of island extensions is to restrict northbound and southbound left-turn and through movements. The median would improve Highway mobility and eliminate turning conflicts, improving driver safety. The median can be landscaped with trees and/or street art to add visual appeal. At the discretion of City officials, the median can be designed to allow eastbound or westbound left-turns from U.S. Route 2 onto major interconnecting streets or driveways.

This project is recommended as a top priority for the City Six-Year Transportation Improvement Plan (TIP). The improvement would mitigate LOS issues noted for the Lundstrom Street and Lyons Road intersections through year 2040, as well as for intersections and driveways not reviewed with the Plan. A planning level cost was developed to support this study, summarized below, for the unfunded section between Craig Road and Hayford Road.

Approximate Project Costs = $1,235,300 6-Year Capacity and Safety Improvement Project

2) Craig Road/U.S. Route 2 Roundabout The City has long planned and programmed a roundabout for the Craig Road/U.S. Route 2 intersection. The improvement would not only address an existing traffic deficiency, but would provide capacity to allow for future development within the area. The



intersection improvement would support an approach to the Spokane Tribe Casino and residential developments proposed off Craig Road. The intersection would also provide a primary approach for accessing the 12th Avenue/6th Avenue and 21st Avenue congestion relief routes for U.S. Route 2. A roundabout recommendation is confirmed as a top priority in the City Six-Year TIP. The improvement would mitigate LOS issues noted through year 2040. A third-party construction cost estimate was documented for this improvement, as provided by City staff.

Approximate Project Costs = $3,200,000 6-Year Capacity and Safety Improvement Project

3) Hayford Rd./U.S. Route 2 Intersection Improvements The Hayford Road/U.S. Route 2 intersection is forecast to function at LOS F by year 2024, worsening through year 2040. In addition, the intersection experiences a high incident rate with an ICR of 1.61. This is the only City intersection found to surpass the ICR threshold of 1.00 as the result of 25 accidents occurring per year. Over 30 percent of these collisions involve injuries. A two-fold congestion relief and safety strategy is recommended with the first including progressive intersection improvements. The second establishes congestion relief corridors for U.S. Route 2, described in preceding sections. Short term improvements include the construction of a second southbound left-turn lane and an eastbound right-turn lane. The second southbound lane better accommodates turning traffic. The right-turn lane removes turning traffic from through movement capacity. A planning level cost estimate was developed by a private consultant, provided for the TCP by City staff. The project is a priority for the City Six-Year TIP.

Project Costs (Double Left and EB Right) = $1,480,000 6-Year Capacity and Safety Improvement Project

Year 2040 improvements include construction of a northbound right-turn lane and second westbound left-turn lane. Both additions accommodate high turn movement volumes. The intersection was already designed to accommodate the second westbound-left turn lane to be constructed as warranted with minimal new construction.

Approximate Project Costs = $598,400 Year 2040 Capacity and Safety Improvement Project

4) Deer Heights Rd./U.S. Route 2 Roundabout or Signal Although turn restrictions are aligned along the north leg, a LOS F condition still exists at the intersection. Also, a safety issue exists with northbound traffic turning into high speed and high-volume U.S. Route 2. These issues will become compounded in the future. Commercial development is anticipated in all three undeveloped quadrants of the intersection. The intersection would provide a primary approach for accessing the 12th Avenue/6th Avenue and 21st Avenue congestion relief routes for U.S. Route 2. Given these events, a roundabout or traffic signal is recommended. Either improvement would mitigate LOS issues through year 2040. A roundabout was assumed for this TCP, as it is the preference of WSDOT. The roundabout would be similar to the one proposed for Craig Road/U.S. Route 2; thus, the construction cost estimate for this improvement was adopted for Deer Heights Road/U.S. Route 2. A signal would be about half the cost of a roundabout. Construction of the roundabout or signal would initiate an approach to the 6th Avenue/12th Avenue corridor, a congestion relief project for U.S. Route 2. The project is a six-year priority with construction costs shared between the Cities of Airway Heights and Spokane; a one-fourth split for Airway Heights with the balance Spokane per coordination between agencies.

Approximate Project Costs = 25% of $3,200,000 6-Year Capacity and Safety Improvement Project



5) 21st Avenue, U.S. Route 2 Congestion Relief The 21st Avenue improvement has been documented as a need by studies performed within the region throughout the last 10 years to provide congestion relief to U.S. Route 2 and to support pedestrian and bike mobility. Studies were performed by private developers, two tribes, and local agencies with the most notable as follows:

US 2 Route Development Plan (WSDOT, 2010) West Plains-SIA Transportation Study (SRTC, 2011) West Plains Transportation Plan (City of Spokane, 2013)

Documents indicate 21st Avenue would eventually have a five-lane section, although need for the foreseeable future is three lanes with bike lanes (46-feet wide) through year 2040 with right-of-way in reserve. The center would be a two-way left-turn lane, likely with landscaped medians in areas. 21st Avenue would be an urban minor arterial within City limits with a 35-mph speed limit. The arterial would initiate east of Fairchild, either at Craig Road or departing directly from U.S. Route 2 west of Craig Road, continuing south ½ mile to the 21st Avenue alignment. The arterial would follow this alignment east 3.5 miles (from Craig Road) through established ROW to Deer Heights Road. The alignment would push north into Spokane 900 feet over 0.5 miles to align with Granite Avenue in the Northwest Technology Park. The alignment would extend 0.25 miles along established Granite Avenue and then push 400 feet north over 0.75 miles to align with Tech Park Drive on SIA properties, requiring new ROW. 21st Avenue would extend along established Teck Park Drive for 0.25 miles and then divert north an additional 900 feet over 0.25 miles within new ROW to tie back into U.S. Route 2 near Sunset Frontage Road. The total length of the roadway is approximately 5.75 miles within the described alignment. The route extends nearly 2.5 miles along 21st Avenue in Airway Heights. The improvement of Craig Road to a higher capacity standard and extension of Deer Heights Road

would be necessitated with construction. The improvement of Lundstrom Street, Lawson Street, Russell Road, Garfield Road, Lyons Road, Hayden Road, and Hazelwood Road to a widened street standard would also help assure long-range north-south traffic mobility in the City, but these improvements are not included with year 2040 recommendations. These streets can be widened as frontage improvements over time, having sufficient capacity for interim mobility needs. Signalized intersections or roundabout control would eventually be needed to facilitate safe access to the corridor from U.S. Route 2 and Hayford Road, either through intersections along the highway or via intersecting route extensions. Improved intersections anticipated by this plan includes 21st Avenue/Hayford Road, Craig Road/U.S. Route 2, and Deer Heights Road/U.S. Route 2. Stop controls should be sufficient to maintain traffic operations and safety between the 21st Avenue with Lundstrom Street, Lawson Street, Russell Road, Garfield Road, Lyons Road, Hayden Road, and Hazelwood Road, and Deer Heights Road through year 2040. 21st Avenue would have sidewalk separated/buffered from curb with landscaping and would include bicycle lanes to provide a complete street section. Transit accommodation could be provided, per discretion of STA officials, including shelters and ADA ramps to pullouts located along the roadway. Route improvements can be staged to maximize benefit in terms of construction costs throughout the next 23 years. A summary of recommended stages, in descending order in terms of priority, is discussed subsequently. Per previous planning documents, the 21st Avenue improvement would divert about 15 percent of traffic from U.S. Route 2 to the corridor. The assumption is maintained for this Plan with operations and capacity discussed subsequently. Phase I, Hayford Road to Deer Heights. Year 2024 forecasts exceed volume thresholds for U.S. Route 2 east of Hayford Road. In addition, turning movements for the Hayford Road/U.S. Route 2



intersection are higher between the south and east leg of the intersection versus west. The construction of 21st Avenue to Deer Heights Road, with an extension of Deer Heights Road to new 21st Avenue, is recommended as the first Phase of the route. This is an extension of 3,200 feet along 21st Avenue and Deer Heights Road. Separated sidewalk and bike lanes are recommended. The 21st Avenue route is somewhat established with strip paving to access a private business. After excavation, this would be new route construction. The Deer Heights Road extension would also be new construction. Phase I improvements would redirect about 15 percent of traffic from Hayford Road south and U.S. Route 2 to 21st Avenue and Deer Heights Road. This project is a priority for the City Six-Year TIP. The City would address about 60 percent of project costs and Spokane 40 percent as the road is aligned in both Cities (1,950 feet in Airway Heights and 1,300 feet in Spokane).

Approximate Project Costs = 60% of $4,202,300 6-Year Congestion Relief Improvement Project

Phase II, Garfield Road to Hayford Road. Forecast year 2024 traffic also exceed capacity thresholds along U.S. Route 2 east of Garfield Road to Hayford Road. The construction of 21st Avenue from Garfield Road to Hayford Road is recommended as a second capacity Phase. The west limit of Garfield Road has a reasonable cross-section available for traffic mobility, with a signal available to facilitate safe access to/from U.S. Route 2. The project includes a 3,950-feet street extension and is a Six-Year TIP recommendation. This 21st Avenue section is established with narrow-pavement or compact gravel. The best approach would be excavation followed by new route construction. The improvement would redirect about 15 percent of traffic from U.S. Route 2 to 21st Avenue between Garfield Road and Deer Heights Road. Garfield Road has the capacity to accommodate forecast traffic through year 2040.

Approximate Project Costs = $5,098,200 6-Year Congestion Relief Improvement Project

Phase III, Lawson Street to Garfield Road. Phase III construction is recommended between Lawson Street and Garfield Road. This new westerly terminus was selected because Lawson Street has a reasonable cross-section for traffic mobility with a signal available to facilitate safe turning movements to/from U.S. Route 2. The project includes construction of 2,650 linear feet. This is a long-range improvement need. The 21st Avenue route is established with compact gravel within this area. Excavation would occur followed by new construction. The improvement would redirect 15 percent of traffic from U.S. Route 2 to 21st Avenue between Lawson Street to Deer Heights Road. Lawson Street has the capacity to accommodate forecast traffic through year 2040 with no improvements recommended.

Approximate Project Costs = $3,292,900 Year 2040 Congestion Relief Improvement Project

Phase IV, Craig Road to Lawson Street. Phase IV construction is recommended between Craig Road to Lawson Street. This new westerly terminus was selected because Craig Road has a reasonable cross-section for traffic mobility with a roundabout programmed to facilitate turning movements to/from U.S. Route 2. The project includes construction of 3,950 linear feet. This is a long-term project. 1,350 feet of 21st Avenue is established with compact gravel. The plan road excavation followed by new construction. The improvement would redirect about 15 percent of traffic from U.S. Route 2 to 21st Avenue between Craig Road to Deer Heights Road.


Phase V, Craig Road Widening. Phase V construction includes the widening of Craig Road from U.S. Route 2 to 21st Avenue. Craig Road is a well maintained, 30-foot wide road with a solid



foundation. 16-foot widening is needed with separated sidewalk and bike lanes to complete the route. The length of the section is 2,600 feet. This is a long-range improvement needed to help facilitate the movement of about 15 percent of traffic from U.S. Route 2 to 21st Avenue.


6) Hayford Road/12th Avenue Signal or Roundabout The intersection currently functions within the LOS E range with operations forecast to degrade to LOS F by year 2024, worsening by year 2040. A traffic signal is recommended to mitigate the LOS deficiency. A roundabout could be an acceptable alternative if the improvement can be constructed within available right-of-way. Construction of a signal or roundabout would initiate an approach to the 6th Avenue/12th Avenue corridor, a congestion relief project for U.S. Route 2. This project is recommended as a top priority in the City Six-Year TIP. The estimate below reflects constructs cost of lane modifications and a traffic signal. This estimate would increase if a roundabout were programed for the intersection.

Approximate Project Costs = $450,000 6-Year Capacity and Safety Improvement Project

7) Garfield Rd/U.S. Route 2 Intersection Improvements The Garfield Road/U.S. Route 2 intersection was noted to have the second highest collision density and ICR within the City. Also, the capacity/operations analysis indicates LOS E conditions by year 2040 as precipitated largely by private development impacts. The additional of a northbound right-turn lane with signal timing optimization will address LOS issues and help improve the safe operation of the intersection. The intersection improvement is a priority for the City, programmed within the current six-year plan.

Approximate Project Costs = $149,700 6-Year Capacity and Safety Improvement Project

8) 6th Ave/12th Ave, U.S. Route 2 Congestion Relief The 6th Avenue/12th Avenue project has also been documented as a need in transportation studies performed within the region. This would be an urban collector with a wide, two-lane roadway section and separated sidewalk extending throughout the Cities of Airway Heights and Spokane. Overall, the street would initiate somewhere within the West Plains Plaza development, potentially extending to intersect with U.S. Route 2. The City would maintain ownership of the roadway at Craig Road. The collector would initiate within alignment with 6th Avenue and extend 1.75 miles east to Garfield Road. The route would follow Garfield Road 0.25-miles south to the 12th Avenue alignment, and then follow the W. 12th Avenue alignment east 2.75 miles to the Spotted Road. The final leg would follow Spotted Road ¼ mile south to tie back into SR 2. The total length of the roadway is approximately 4.75 miles. Approximately 2.65 miles of the route would be aligned within Airway Heights with a 40-foot width. The improvement of Craig Road to a higher capacity standard would be necessitated with construction. An extension of Lyons Road would be needed to access the route and provide access to Kalispel properties. Most other intersecting roadways have the capacity to support traffic accessing 6th Avenue/12th Avenue with no improvements needed. Signalized intersections or roundabout control would eventually be needed to facilitate safe access to the corridor from U.S. Route 2 and Hayford Road, either directly or due to street/route extensions. Improved intersections for this TCP includes 12th Avenue/Hayford Road, Craig Road/U.S. Route 2, and Deer Heights Road/U.S. Route 2. Stop controls should be sufficient to maintain traffic operations between the 16th Avenue/12th within other intersecting



streets through year 2040. Also, Kalispel Tribe officials have discussed a potential roundabout or signal between for the Lyons Road/U.S. Route 2 intersection to improve access to their properties; although costs for this are not highlighted with the TCP. Route improvements can be phased throughout the next 23 years. A summary of recommended phases, in descending order in terms of priority, is discussed subsequently. Per previous planning documents, the 6th Avenue/12th Avenue improvement would divert approximately 10 percent of traffic from U.S. Route 2 to the new corridor. This assumption is maintained for this Plan with revised operations and capacity discussed subsequently. Phase I, Hayford Road to Deer Heights. Year 2024 forecasts exceed volume thresholds for U.S. Route 2 east of Hayford Road. In addition, turning movements for Hayford Road/U.S. Route 2 are highest between the north and east legs of the intersection. The 12th Avenue alignment and interconnect with Deer Heights Road has already been established. The signalization of the Hayford Road/12th Avenue and Deer Heights Road/U.S. Route 2 intersections would open this route up for travel. These intersection improvement projects are discussed in other sections. The signalization improvements should redirect about 10 percent of trips from the Hayford Road/U.S. Route 2 intersection to the new travel route. Although the route is established, some signage and striping improvements may be necessitated. This project is recommended as a priority in the City Six-Year TIP.

Approximate Project Costs = $10,000 6-Year Congestion Relief Improvement Project

Phase II, Garfield Road to Hayford Road. Forecast year 2024 traffic volumes exceed capacity thresholds along U.S. Route 2 east of Garfield Road to Hayford Road, worsening through year 2040. The construction of 12th Avenue from 1,100 feet east of Garfield Road to Hayford Road is recommended as the second Phase of

this route. The westerly terminus was selected because Garfield Road has a reasonable cross-section available for traffic mobility with a signal available to facilitate turning movements to/from U.S. Route 2. The project includes construction of 2,650 linear feet. Also included is 1,500 feet of missing sidewalk along currently improved sections of 12th Avenue. This project is recommended as a priority in the City Six-Year TIP. This Phase would include construction of a new street section. The improvement would redirect about 10 percent of traffic from U.S. Route 2 to 12th Avenue between Garfield Road and Deer Heights Road. Garfield Road has the capacity to accommodate forecast traffic through year 2040 with no recommended widening.

Approximate Project Costs = $3,258,700 6-Year Congestion Relief Improvement Project

Phase III, Garfield Road and 6th Avenue Widening. Phase III includes the widening or Garfield Road and 6th Avenue to collector standard in two locations, adding 14 feet of pavement. The project includes widening of 1,450 linear feet of Garfield Road between Russell Street to about Chandler Street, and 1,050 feet between Ziegler Street and King Street. In addition, the project includes the construction of 4,200 feet of sidewalk along Garfield Road and 6th Avenue along the route. This would be a long-range improvement. The improvement would redirect and help facilitate the movement of 10 percent of traffic from U.S. Route 2 to the 6th Avenue/12th Avenue alignment between Ziegler Road and Deer Heights Road.


Phase IV, Craig Road to Aspen Street. Phase IV construction is recommended between Craig Road to nearly Aspen Street. Craig Road was the City western terminus due to new roundabout construction anticipated between the Craig Road/U.S. Route 2 intersection, facilitating turn movement to/from the corridor.



The project includes construction of 1,100 linear feet of two lane street with sidewalk. The improvement would redirect 10 percent of traffic from U.S. Route 2 to 21st Avenue between Craig Road to Deer Heights Road. This is a long-term improvement.


Phase V, Craig Road Widening. Phase V construction includes the widening of Craig Road from U.S. Route 2 to 6th Avenue. Craig Road is a well maintained, 30-foot wide with good foundation. Thus, only widening of the road is needed with separated sidewalk and bike lanes to complete the route. The length of the street section is 2,550 feet. This is a long-term improvement. The improvement would redirect help facilitate the movement of about 15 percent of traffic from U.S. Route 2 to 21st Avenue.


9) Hayford Road/21st Avenue Signal or Roundabout The intersection would function at LOS F by year 2040 with 21st Avenue improvement. A signal or roundabout is recommended by year 2040 to facilitate safe traffic movements. The signal has been assumed as the first option, as based on discussions with City staff, but a roundabout is a comparable option. As inferred, the traffic signal would initiate an approach to the 21st Avenue corridor, a congestion relief project for U.S. Route 2. A roundabout would likely be roughly double the cost at this location.


10) Hayford Road Widening Hayford Road has a five-lane cross-section for approximately 350 south of U.S. Route 2. The street narrows to two lanes at this point.

Street capacity and intersection LOS analyses indicates issues by year 2040. Analysis indicates a three-lane street section should be extended from the present terminus to a merge just south of McFarlane Road (within 300 feet). Right-of-way for a five-lane roadway should be reserved for the long-range future, although only the three lane roadway is recommended at this time. The improved street section would improve capacity at McFarlane Road/Hayford Road, mitigating LOS issues for the intersection. Hayford Road is maintained with a 30-foot wide section and an established foundation. Only widening is needed with separated sidewalk and bike lane, to complete a 46-foot arterial section for 5,000 feet. This is a long-range need and would be a capacity and safety project, used to mitigate deficiencies noted through Plan analyses. This is recommended as long-range improvement.

Approximate Project Costs = $3,668,300 Year 2040 Capacity and Safety Improvement Project

11) Hayford Road/Deno Rd Intersection Improvements Deno Road/Hayford Road is forecast to experience LOS issues by year 2040. Craig Road and Deno Road are a well-utilized route to circumvent downtown Airway Heights, with use expected to increase with construction of the Craig Road/U.S. Route 2 roundabout. Thus, improvements will be needed to safely facilitate turn movements at the intersection. Note this is a Spokane County intersection just outside of the City. The construction of an improved center acceleration lane to allow for the staged progression of left-turn movements onto Hayford Road from Deno Road, and the addition of a right-turn deceleration lane from Hayford Road to Deno Road would address LOS issues at the intersection. The improvement would include 600 feet of lane widening, split between the two lanes, should be sufficient to accommodate these recommendations. This intersection is not within the City. This would be a long-range improvement need,



developed in coordination between City of Airway Heights and Spokane County officials.


12) Russell Road Extension City officials have historically considered an improvement for extending Russell Road from Sprague Avenue to Deno Road. The project is not a TCP recommendation as minimal congestion relief would be provided by the improvement short-term. However, this could be a major route for north-south vehicle, bike, and pedestrian travel beyond year 2040 as the City continues to growth north, helping to relieve travel demands on Hayford Road eventually. The improvement has been identified as an indefinite or “third tier” need, primarily to designate an alignment via TCP maps. This helps promotes extension of the route as land use development pushes north in the future. The improvement has no bearing on capacity analyses described subsequently.

Approximate Project Costs = $4,590,000 (City Estimate) Long Range (Beyond 2040), Third Tier Priority

Figure 12 provides a summary of improvement recommendations for the City of Airway Heights.

IMPROVED STREET & INTERSECTION CAPACITY Street projects result in improved street capacity and intersection operations. Summary forecast transportation conditions with improvements are summarized by the following sections.

Street Capacity Improvement recommendations provide increased road capacity or redirect traffic to provide congestion relief for other routes. A summary of revised capacity conditions is provided with Table 14 for year 2040, assuming improvement described subsequently. Y

Table 14. Year 2040 Improved Street Capacity Analysis

Street Section Segment Num. Lanes

Capacity (LOS D)

ADT Volume

Criteria Exceed V/C

Principal Arterial Sections U. S. Route 2 E/of Craig Road 5 37,300 33,320 No 0.54 U. S. Route 2 W/of Garfield Road 5 37,300 30,100 No 0.64 U. S. Route 2 E/of Garfield Road 5 37,300 32,540 No 0.67 U. S. Route 2 W/of Hayford Road 5 37,300 33,510 No 0.70 U. S. Route 2 E/of Hayford Road 5 37,300 39,480 No 0.75 Minor Arterial Sections (Assumes Hayford Road as an Arterial) Hayford Road N/of Deno Road 2 13,300 13,460 No 0.70 Hayford Road N/of U.S. Route 2 5 33,600 29,570 No 0.53 Hayford Road S/of U.S. Route 2 5 33,600 21,500 No 0.33 Hayford Road S/of McFarlane Rd 3 15,300 10,550 No 0.42 Major Collector Sections Craig Road N/of U.S. Route 2 3 15,300 9,820 No 0.08 Craig Road S/of U.S. Route 2 3 15,300 6,970 No 0.25 Lawson Street N/of U.S. Route 2 2 13,300 3,370 No 0.19 Lawson Street S/of U.S. Route 2 2 13,300 2,950 No 0.19 Garfield Road N/of U.S. Route 2 2 13,300 5,920 No 0.28 Garfield Road S/of U.S. Route 2 2 13,300 5,600 No 0.18 Sprague Ave W/of Hayford Road 5 33,600 3,960 No 0.08 McFarlane Rd W/of Hayford Road 2 13,300 5,530 No 0.20 Deno Road W/of Hayford Road 2 13,300 5,530 No 0.22 Other Street Sections Northern Quest W/of Hayford Road 2 13,300 8,130 No 0.28 12th Avenue W/of Hayford Road 3 15,300 8,870 No 0.09 21st Avenue W/of Hayford Road 3 15,300 8,700 No 0.09

As shown, traffic conditions are forecast within acceptable capacity thresholds given TCP improvements, meeting capacity standard. Year 2024 performances would be even more favorable given reduced traffic forecasts.

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Intersection Operations/Capacity LOS and operations analyses were revised for year 2040 assuming the roadway and intersection improvements highlighted. Table 15 provides summary LOS for the PM peak hour following full development of improvements.

Table 15. Year 2040 Improved Intersection LOS & Delay

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Year 2040

LOS Delay (sec)

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* Indicates an all-way stop As shown, all intersections are forecast to function at LOS D or better with recommended TCP improvements. This indicates acceptable traffic operations and capacity within the City following improvements by year 2040.

Figure 13 visually summarize resulting roadway and intersection LOS for the City of Airway Heights with proposed improvements.

PEDESTRIANS Several pedestrian and bicycle improvement considerations are highlighted for Airway Heights. This is just a summary list with no emphasis on priority and timing. Also provided are planning level construction cost estimates. Unless specified otherwise, 6-foot sidewalk sections are recommended for highlighted areas.

Lundstrom Street, City Hall. Sidewalk is recommended along Lundstrom Street between City facilities and U.S. Route 2. 625 feet of sidewalk is recommended along post sides of the road. Approximate Project Costs = $80,800

U.S. Route 2, Village Cinemas. Separated sidewalk is recommended along the south side of U.S. Route 2 from just east of Hayford Road to Deer Heights Road. 1,950 feet is needed, assuming a 10-foot sidewalk. Approximate Project Costs = $340,900

Sunset Elementary Safe Routes. Extension of 1,900 feet of sidewalk along one side of King Street and 10th Street, respectively, to provide safe approach routes to/from the west and south of the school. Approximate Project Costs = $239,300

18th Avenue, Shorty Combs Park. Sidewalk along 18th Avenue is recommended between Lawson Street and Shorty Combs Park. 1,200 feet of sidewalk is recommended along the north side of the street. Approximate Project Costs = $152,900

Lundstrom, Aspen Grove Park. Sidewalk recommended for 2,400 linear feet along one side of Lundstrom Street between 6th Avenue and U.S. 2 to promote Park access. Approximate Project Costs = $307,000

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Hayford Road, Community Center (Outside City). A multi-use pathway is recommended along the west side of Hayford Road and south side of Deno Road between Northern Quest and the Airway Heights Community Center. This is 6,500 feet of separated sidewalk/pathway. This pathway would be outside of the City. Approximate Project Costs = $1,149,500

12th Avenue East. Sidewalk is recommended along both sides of 12th Avenue between Hayford Road and Craig Road, the congestion relief corridor for U.S. Route 2. This reflects 5,300 linear feet of sidewalk. However, this improvement has been incorporated into costs for the 6th Avenue/12th Avenue corridor. Project Costs = Included W/Street Project

U.S. Route 2. Missing Southerly. U.S. Route 2 is missing sidewalk for a length between Inland Northwest Bank and Hayford Road. A multi-use paved path is recommended along the south side of the roadway for 3,200 feet. Approximate Project Costs = $557,700

Craig Road South. Sidewalk or pathways recommended along Craig Road from 6th Avenue to U.S. Route 2. 2,550 feet of sidewalk is recommended along both sides of the street. This improvement has been incorporated into roadway costs for the Craig Road improvements. Project Costs = Constructed by Summer 2018

Craig Road North. Sidewalk or pathways recommended along Craig Road from 6th Avenue to Russell Street. 2,800 feet of sidewalk is recommended along both sides of the street. This improvement has been incorporated into roadway costs for the Craig Road improvements. Project Costs = Constructed by Summer 2018

Russell Street and Sprague Avenue. Sidewalk or shared use pathway recommended along the west side of Russell Street and north side of Sprague Avenue, to tie into existing

facilities near Northern Quest. 5,200 feet of sidewalk is recommended. This improvement has been incorporated into costs for the Craig Road project. Project Costs = Constructed by Summer 2018

6th Avenue East. Sidewalk along one or both sides of 6th Avenue between Russell Street and Ziegler Street. Overall, 4,200 feet of sidewalk is recommended. Sidewalk improvements are incorporated into street costs for U.S. Route 2 congestion relief, via 6th Avenue widening. Project Costs = Included W/Street Project

6th Avenue West. Sidewalk is recommended for 1,100 feet along both sides of the roadway between Craig Road and Aspen Street. The improvement has been incorporated into street costs for U.S. Route 2 congestion relief, via 6th Avenue widening. Project Costs = Included W/Street Project

12th Avenue West. 280 feet of sidewalk is recommended along the north side of the street to tie into Craig Road, completing a pedestrian corridor. Project Costs = $36,300

Hayford Road South. Sidewalk is recommended along both sides of the street between U.S. Route 2 and 21st Avenue. 4,500 feet of sidewalk is recommended along both sides of the street. This improvement has been incorporated into costs for Hayford Road widening. Project Costs = Included W/Street Project

21st Avenue. Separated sidewalk is recommended along both sides of the 21st Avenue corridor. This is a total of 26,000 feet of separated facilities to establish a major east-west pedestrian corridor for the community. Improvement costs are incorporated into estimates for 21st Avenue. Project Costs = Included W/Street Project



U.S. Route 2 Crossing, Loffler-West. A pedestrian crossing is recommended between Loffler Street and West Drive for spacing reasons. This should be a highly-controlled and visible crossing with a center refuge and a HAWK beacon or rapid-flashing beacons. Approximate Project Costs = $250,000

U.S. Route 2 Crossing, Lyons-Hayden. A pedestrian crossing is recommended within the vicinity of Lyons Road to Hayden Road. This should be a highly-controlled and visible crossing with a center refuge with a HAWK beacon or rapid-flashing beacons. This crossing may not be needed if a signalized intersection were constructed at the Lyons Road/U.S. Route 2 intersection. Approximate Project Costs = $250,000

U.S. Route 2/Deer Heights Road. A pedestrian crossing is recommended in the future with construction of a traffic signal or roundabout. Costs for the crossing are reflected within the intersection improvement described previously. Project Costs = Included W/Street Project

Hayford Road/12th Avenue Improvement. An improved pedestrian crossing is recommended at the Hayford Road 12th Avenue intersection, as a function of a signal or roundabout improvement. Costs are reflected with the intersection improvement described previously. Project Costs = Included W/Street Project

Hayford Road/6th Avenue Improvement. The pedestrian crossing should be improved for safety. This should be a highly-controlled and visible crossing with a center refuge and a HAWK beacon or rapid-flashing beacons. Approximate Project Costs = $200,000

Hayford Road/21st Avenue Improvement. A pedestrian crossing is recommended at the Hayford Road 21st Avenue intersection with a signal or roundabout improvement.

Costs are reflected with the intersection improvement described previously. Project Costs = Included W/Street Project

Figure 14 provides a summary of pedestrian improvement recommendations for the City of Airway Heights.

BICYCLE STRATEGY Bicycle routes/improvements were developed in coordination with City technical staff. Priorities include preserving bicyclist safety on high speed arterials and establishing commuter/recreational routes for the community. A summary of routes to be promoted by City engineering and planning officials is described below, with the strategy shown visually by Figure 15. The City Comprehensive Plan shows an extensive bike network for development throughout the next several years (even beyond year 2040). The following comprises bike routes that can reasonably be advanced by year 2040 from the City Comprehensive Plan, as determined in coordination with Airway Heights engineering and planning staff:

Hayford Road. Bike lanes extend north of U.S. Route 2 to Northern Quest Avenue. The strategy for Hayford Road is to extend bike lanes between the Highway and 21st Avenue. A separated, wider sidewalk is available along the west side of Hayford Road adjacent to Northern Quest and bike have access to this pedestrian ROW. A shared-use path is recommended from Northern Quest to Deno Road and the Airway Heights Community Center. The following provides a complete bike route for Hayford Road via offset pathways and bike lanes. Transitions between bike lanes and pathways could occur at with Northern Quest Avenue, 12th Avenue, U.S. Route 2, and 21st Avenue.

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U.S. Route 2. Sidewalk is aligned along the Highway between Craig Road and Garfield Road. Separated, multi- use pathways exist, or are recommended, along both sides of the Highway between Garfield Road to Deer Heights Road. These facilities provide bicyclists an opportunity to travel off U.S. Route 2 through Airway Heights. Again, use of sidewalk is less than ideal. Thus, the City has long-term plans to extend the shared-use path from Craig Road to Fairview Heights Road, extended as properties redevelop on U.S. Route 2. The strategy is highlighted by Figure 15.

6th Avenue/12th Avenue. 6th Avenue and 12th Avenue will get widened/extended as a congestion relief route for U.S. Route 2. Per City standard, the street section will be 40- feet. This is sufficient to support a shared use bike-vehicle travel way with parking lanes along both sides of the street, or to stripe bike lanes with parking allowed along only one side. A shared use street is shown with Figure 15.

21st Avenue. 21st Avenue will provide congestion relief for U.S. Route 2. However, this is also planned as a “complete street” with separated sidewalk and designated bike lanes proposed for 2.5 miles between Craig Road and Deer Heights Road. No on-street parking would be allowed to conflict with bicycle movements along the roadway.

Russell Street/Sprague Avenue. Separated, wider sidewalk is aligned along Sprague Avenue between Hayford Road and Industrial Street. Also, this is a lessor volume stretch of roadway. Bicyclists could either travel sidewalk or share the street with vehicle traffic to access a multi-use pathway proposed, via the preceding section, along the north side of Sprague Avenue and west side of Russell Street. This would complete a bike route between Hayford Road and the 6th Avenue/1th Avenue corridor.

Craig Road. This roadway will get developed to a 40-foot section to provide north-south mobility between the 21st Avenue, U.S. Route 2, and 6th Avenue corridors. This route

would be of benefit to bikes as well as traffic, as was therefore designated a bicycle corridor. As indicated, a 40-foot street is sufficient to support a shared use bike-vehicle travel way with parking lanes along both sides of the street, or to stripe bike lanes with parking allowed along only one side. A shared use street is shown with Figure 15.

Garfield Road. This roadway will eventually get developed to a 40-foot section to provide north-south mobility between the 21st Avenue, U.S. Route 2, and 6th Avenue corridors. This route would be of benefit to traffic and bikes, therefore designated a bicycle corridor. Initially, this street will not be widened, as a sufficient section is currently available; rather the street will get widened as fronting properties develop. Thus, this would be a shared vehicle-bike travel way for the immediate future, as shown with Figure 15.

Deer Heights Road. An existing 40-foot roadway section already exists along most of Deer Heights Road, less an extension to future 21st Avenue. This route would be of benefit to bikes along the western edge of the City, developed as a shared use bike-vehicle travel way with parking lanes along both sides of the street, or a route with striped bike lanes with parking allowed along only one side.

The strategy outlined above would designate about 15-miles of routes throughout the City to bicycle use, where only a few miles currently exist. The benefit is implementation costs are reflected primarily in the construction estimates provided for preceding street and pedestrian improvements. Only the addition of signage and some striping would be needed. For this TCP, an allocation of $50,000 was assumed to provide route notifications. Bike Route Costs, Signs and Striping = $50,000



V. SUMMARY The Airway Heights Transportation Circulation Plan forecasts the transportation infrastructure needed to safely and effectively accommodate future traffic, pedestrian, and bicycle needs. Traffic capacity measures-of-effectives, safety evaluation, and pedestrian and bicycle analyses were performed to support the. Airway Heights is a commercial center for the West Plains and cities located along U.S. Route 2. The CIty is also an emergent entertainment center for the region. While the population of 6,672 persons is forecast to increase at a 2 percent annual growth rate through year 2040, it is growth of commercial and entertainment centers that will drive traffic growth City. Several hundred acres are primed for development in the City, forecast to include: 390 single family homes, 690 multifamily homes, a 91 slip RV park, a 725-gaming position casino, a 500-room resort casino, 1,535,000 square-feet of shopping center, two community centers totaling 47,000 square-feet, 352,000 square-feet of office, 325,000 square-feet of research/development, a 4-acre business park, and 220,000 square-feet of warehousing/light industrial facilities. Land uses will develop incrementally by year 2040. The land uses are forecast to generate 18,240 weekday trips by year 2024 with 2,300 trips generated during the PM peak hour. Full development of land uses will result in the generation of 41,040 weekday trips with 6,260 trips generated during the PM peak hour. Trips will distribute throughout an arterial and collector/local street system, degrading street and intersection capacities below acceptable levels specifically along Hayford Road and Route U.S. 2. Street and intersection improvements were proposed to mitigate capacity and LOS issues. Improvements were discussed in detail subsequently. Summary improvements with planning level cost estimates are provided with Table 16. Year 2024 and 2040 project lists identify costs the City would address. “Outside City” identifies improvement costs that would be shared with other agencies.

Table 16. Summary Street and Intersection Improvements Improvement Project Cost

Year

2024

Impr

ovem

ents

U.S. Route 2, Boulevard Safety Project $1,235,300 Craig Road/U.S. 2 Roundabout $3,200,000 Hayford Road/U.S. Route 2 Improvements, Add SBL and EBR $1,480,000 Deer Heights Road/U.S. 2 Roundabout (25% Project Costs) $800,000 21st Ave, U.S. 2 Congestion Relief, Hayford-Deer Heights (60% Costs) $2,521,400 21st Ave, U.S. 2 Congestion Relief, Garfield-Hayford $5,090,200 Hayford Road/12th Avenue Signal or Roundabout $450,000 Garfield Road/U.S. Route 2 Improvements, Add NBR $149,700 6th Ave/12th Ave, U.S. 2 Congestion Relief, Hayford-Deer Heights $10,000 6th Ave/12th Ave, U.S. 2 Congestion Relief, Garfield-Hayford $3,258,700 Year 2024 Summary Improvement Costs $18,195,300

Year

2040

Impr

ovem

ents

Hayford Road/U.S. Route 2 Improvements, Phase 1 $598,400 21st Ave, U.S. 2 Congestion Relief, Lawson to Garfield $3,292,900 21st Ave, U.S. 2 Congestion Relief, Craig to Lawson $5,128,700 Craig Road Widening $1,961,200 6th Ave/12th Ave, U.S. 2 Congestion Relief, Garfield-10th Widening $1,937,500 6th Ave/12th Ave, U.S. 2 Congestion Relief, Craig-Aspen $1,318,300 6th Ave/12th Ave, U.S. 2 Congestion Relief, Craig Rd Widening $2,184,800 Hayford Road/21st Avenue Signal or Roundabout $450,000 Hayford Road Widening $3,668,300 Year 2040 Summary Improvement Costs $20,540,100

Outs

ide

City

Deer Heights Road/U.S. 2 Roundabout (75% Project Costs) $2,400,000 21st Ave, U.S. 2 Congestion Relief, Hayford-Deer Heights (40% Costs) $1,680,900 Hayford Rd/Deno Rd Widening $186,000 Outside City Summary Improvement Costs $4,266,900

* Russell Road, Sprague to Deno not included year 2040 totals - construction cost $4,590,000 Year 2024 planning construction costs total $18,195,300 with year 2040 at $20,540,100. The third summary indicates $4,266,900 of improvements would be shared with other agencies. Overall, this Plan advocates $43 million of street and intersection improvements to bring streets and intersections to capacity standard by year



2040. A “third tier” Russell Street extension is shown separate from year 2024 and 2040 plans as no relevant capacity would be provided. The road would be extended with land use development. Pedestrian and bike improvements were recommended to support non-motorized travel. Summary improvements and planning level construction cost estimates are shown with Table 17.

Table 17. Summary Pedestrian and Bicycle Improvements Improvement Project Cost

Impr

ovem

ents

Lundstrom Street, U.S. 2 to City Hall $80,800 U.S. Route 2, Hayford Road to Deer Heights Road $340,900 Sunset Elementary, King Street and 8th or 10th Sidewalk $239,300 18th Street, Lawson To Shorty Combs Park $152,900 10th Avenue/Lundstrom, Aspen Grove Park to City Hall $307,000 Hayford Road North, Northern Quest to AWH Community Center $1,149,500 12th Ave East, Costs reflected w/street improvements $__ U.S. Route 2, INW Bank to Hayford Road $557,700 Craig Road South, Programmed summer 2018 $__ Craig Rd North, Programmed summer 2018 $__ Russell Street-Sprague Avenue, Project programmed summer 2018 $__ 6th Avenue East, Costs reflected w/street improvements $__ 6th Avenue West, Costs reflected w/street improvements $__ 12th Avenue West, 12th Avenue to U.S. Route 2 $36,300 Hayford Road South, Costs reflected w/street improvements $__ 21st Avenue, Costs reflected w/street improvements $__ U.S. 2 HAWK/Beacon, Loffler-West Crossing $250,000 U.S. 2 HAWK/Beacon, Lyons-Hayden Crossing $250,000 U.S. 2/Deer Heights Crossing, Costs reflected w/street improve $__ Hayford/12th Ave Crossing, Costs reflected w/street improvements $__ Hayford Road/6th Avenue HAWK/Beacon $200,000 Hayford Road/21st Ave Crossing, Costs reflected w/street improve $200,000 Bicycle Route Signs and Striping $50,000 Year 2024 Summary Improvement Costs $3,843,200

As shown, pedestrian improvements have a cost potential of $3,843,200. Improvements would be developed over the next 23 years as opportunities arise. All improvements identified throughout this TCP would be better explored/vetted using engineering/design analyses and should be advanced only with the support of City officials. However, the planning estimates provided should be sufficient to initiate funding procurement processes, and to support frontage improvement and impact mitigation requests for private development. No further recommendations have been highlighted. Here ends the City of Airway Heights Transportation Circulation Plan.