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Washington State Public Transportation Plan Chapter Two: A Decision-Making Framework Focused On System Performance And Multimodal Integration THE SECOND CASE STUDY, SPOKANE’S HIGH DRIVE, ILLUSTRATES PARTNERSHIPS AND INTEGRATION THAT GO BEYOND TRADITIONAL TRANSPORTATION PROVIDERS AND GOVERNMENT SILOS. IT ALSO ILLUSTRATES OUR BROADER DEFINITION OF PUBLIC TRANSPORTATION, WHICH GOES BEYOND TRANSIT. CASE STUDY #2: INTEGRATED PLANNING, DESIGN AND CONSTRUCTION ON SPOKANE’S HIGH DRIVE Like most cities in Washington state, the City of Spokane is faced with major infrastructure and mobility challenges and an electorate that is reluctant to approve additional taxes. Street maintenance, water delivery system upgrades, overflows from combined sanitary and stormwater sewers, and parks compete with each other for limited tax dollars. The City of Spokane’s approach to the major rehabilitation of its High Drive is a municipal level example of how a multimodal approach —in this case, bicycle, pedestrian and traffic calming strategies— have been integrated with design and construction of other major city infrastructure. The integrated approach used by the City of Spokane has minimized construction impacts by leveraging the public investment and creating added-value solutions. Consider a three-dimensional view of a street. Included in that view are the traditional surface transportation uses—sidewalks, bike lanes, vehicle travel lanes—along with belowground connectivity for water, wastewater and room for on-site management of stormwater. In this view, streets serve multiple functions and link together much of the infrastructure that sustains a community’s way of life. This perspective is being utilized on projects throughout the city. Additionally, the City is combining its comprehensive plan chapters for transportation and utilities into one, embedding the change in the organization for the long term. Recently, the approach transformed a project to upgrade what was originally planned as an asphalt reconstruction project to one that is providing a host of new benefits to the community. In the summer of 2014, the City expanded the High Drive reconstruction project planned as part of a 2004 bond issue into one that supports the bicycle network, pedestrian safety and a major upgrade to sewer and water systems. WSDOT | <strong>DRAFT</strong> October 2015 | WaTransPlan.com 43
Washington State Public Transportation Plan Chapter Two: A Decision-Making Framework Focused On System Performance And Multimodal Integration The success of this project can be attributed to an interdepartmental group of capital programs, design engineering and utilities which the City formed to consider the overall infrastructure needs from the underground to the street surface. The integrated approach to funding, planning and construction management considers a variety of needs, including: »» New paving »» Sidewalks »» Bike lanes »» Water main replacement »» Storm water management »» Drainage swales »» Storage for excess water from combined sanitary and stormwater sewers In the case of High Drive, the City’s $6.8 million project included bike lanes on both sides of the 1.89 mile road, meandering paved sidewalks that offer incredible views, on-street pedestrian islands, traffic-calming devices such as roundabouts, planting strips to separate parking from sidewalks, crosswalks and grass stormwater swales on the medians. In the end, the City disrupted neighbors only once to provide the community with a superior project that provides multiple benefits, and at a lower cost than if the work had been divided into multiple projects. The City estimates it delivered the improvements for at least 25 percent less. Perhaps best of all, the City’s voters like the idea too. In November of 2014, the City approved a new street levy with a clear focus on adding value through integration. That measure passed with nearly a 78 percent “yes” vote. “We are taking a common sense approach to making lasting change for our community,” Mayor David Condon said. “Streets and utilities go together and it’s time we started thinking about them universally.” CASE STUDY #3: IMPROVING PERFORMANCE ON I-5 BETWEEN EVERETT AND SEATTLE Increased economic and residential growth is leading to significantly greater travel demand along the I-5 corridor between Everett and Seattle. Between 2013 and 2014, the average one-way commute trip in this corridor jumped more than ten minutes during rush hours, 53 compounding a 10-minute increase that occurred during 2011-2013. 54 High-occupancy vehicle lanes, transit service and park and ride lots play a key role in this corridor. On I-5 at Northgate, a single high-occupancy vehicle lane and the buses, vanpools and carpools that use it carry nearly 40,000 people (or 43 percent of person trips) during 44 WSDOT | <strong>DRAFT</strong> October 2015 | WaTransPlan.com
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