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2019 Approved Federal Legislative Agenda with attachmentsSp6ka- ne ,,;0o;FV 11ey, 10210 E Sprague Avenue ♦ Spokane Valley WA 99206 Phone: (509) 720-5000 ♦ Fax: (509) 720-5075 ♦ www.spokanevalley.org CITY OF SPOKANE VALLEY 2019 FEDERAL LEGISLATIVE AGENDA Approved by Council April 30, 2019 Pines Road/BNSF Railway Grade Separation Project (GSP) Total Project Cost: $29.0 Million Funding Request. $23.9 Million (For the construction phase of project) The Pines Road/BNSF Railway GSP will replace an at -grade rail crossing on Pines Road (SR 27) with an underpass at the BNSF Railway tracks. The project accommodates BNSF Railway's future mainline track expansion that will provide a second mainline at Pines Road. The projectwill also improve the intersection of two state highways, Pines Road (SR 27) and Trent Avenue (SR 290), with either a roundabout or an upgraded signalized intersection. The existing project limits experience an average of 60 trains and 34,000 vehicles per day. In 2017, given an average train delay of 4 minutes per train, vehicles experienced over 27,000 hours of delay. Additionally, the Pines & Trent intersection experienced 27 collisions from 2014 to 2017, some of which resulted from vehicles delayed by train traffic at the Pines/BNSF crossing. In 2018, the State of Washington's Freight Mobility Strategic Investment Board (FMSIB) rated this at -grade crossing as the highest ranked unfunded Tier I rail crossing in the state out of 4,171 at -grade crossings based upon freight mobility and safety. Sullivan Road Corridor Projects — Interstate 90 to Wellesley Avenue Total Corridor Cost: $66.5 Million Funding Request. $25. 0 Million (For SR 290 interchange reconstruction) The Sullivan Road Corridor is a regionally significant corridor serving local, regional, and interstate traffic connections. This corridor is a vital arterial link providing service to the Spokane Industrial Park, Central Pre -Mix, Inland Asphalt, Inland Empire Distribution Systems and many other industrial, commercial and freight businesses. This corridor is also the terminus of the Spokane County's Bigelow Gulch Road Project, which is expected to be constructed by 2022. The Bigelow Gulch Project will link freight and commuter traffic between north Spokane to Interstate 90 (1-90) through Spokane Valley. The Bigelow Gulch Road project is expected to nearly double the peak hour traffic volumes on Sullivan Road at the Trent Avenue (SR 290) interchange. These travel demands require a series of transportation projects along the corridor: • Reconstruction of the Sullivan Road and Marietta Avenue Intersection Project and provide two westbound left turn lanes on Marietta Avenue to accommodate the growing traffic volumes. • Widen Sullivan Road from Wellesley Avenue to Trent Avenue (SR 290) to 5 Ianes. • Installation of continuous roadway lighting between Wellesley Avenue and 'Trent Avenue (SR 290). • Replacement of the existing diamond interchange of Sullivan Road over Trent Avenue (SR 290) to accommodate future growth in the region. The Sullivan Road/Trent Avenue Oveipass Project will consider improving Sullivan Road's existing 4-lane crossing over Trent Avenue to a 7-lane crossing with fully protected, signalized intersections or maintaining a reduced member of lanes but incorporating two roundabouts at the overpass's two intersections. • Installation of multi -modal accommodations to facilitate non -motorized transportation through the corridor, connecting people's homes to nearby schools, businesses, and parks. Page t of 3 The City is currently underway with a 2019 update to the 2015 Sullivan Road Corridor Study that updates and re-evaluates project alternatives and will provide clear direction in 2019. Barker Road Corridor Projects — Appleway to Mission Total Corridor Cost: $90 Million Funding Request; $ 9 Million (For reconstruction from Sprague to Interstate 90) The Barker Road corridor is located near the cast limits of Spokane Valley and extends from the City's north boundary at Trent Avenue (SR 290) to its south boundary at 10`' Avenue. North of I-90, Barker Road provides access to over 800 acres of industrially -zoned properties and 220 acres of occupied residentially - zoned properties. There are nearly 500 acres of vacant industrial land and the City is facilitating rapid industry growth in the next three years along the corridor. The area south of I-90 is experiencing extensive residential growth within the City, within unincorporated Spokane County, and in neighboring Liberty Lake to the cast. The City has nearly 1,000 acres of residential and mixed -use properties while Spokane County and Liberty Lake have another 2,000 combined acres of residential properties in the corridor. Barker Road accommodates almost all of this traffic. Washington State Department of Transportation (WSDOT) recognizes that an improved interchange and bridge overpass at Barker Road and Interstate 90 is required by year 2030, but funding continues to be a challenge. During peak hours, this interchange creates vehicle back-ups for the length of the off -ramps, stopping the cast/west flow of I-90. The following improvements are required at the interchange: • WSDOT will provide interim improvements by 2021 at the eastbound 1-90 interchange by providing a single -lane roundabout and additional approach lanes that will extend this failing intersection's lifespan for 5 to 7 years. However, a double -lane roundabout is ultimately required to meet the City's and WSDOT's required level of service. • WSDOT and the City of Spokane Valley are partnering in 2019 to design interim improvements at the westbound I-90 interchange. These improvements are similar in scope and life to what is identified for the eastbound interchange. Funding for the construction of these interim improvements has not yet been secured. • The full build out of the interchange will require that the existing, deficient, 2-lane bridge be reconstructed to accommodate 4 lanes of traffic and acceptable clearance over I-90. Additionally, final configuration requires that the single -lane roundabouts at the interchange be retrofitted to double lane roundabouts. The area south of I-90 is experiencing a significant increase in residential growth within Spokane County and Liberty Lake. This increase also includes a new high school to the southeast of the project interchange. North of I-90 in the City's northeast industrial area, approximately 700 new jobs are expected in the next 5 years. Continued growth is expected in the foreseeable future, particularly with the 2021 completion of the Barker Road/BNSF Railway Grade Separation Project that provides a roundabout at Trent Avenue (SR 290), as well as triggering other additional required improvements: Widening Barker to 5 lanes between Mission Avenue and Appleway Avenue. Intersection Improvements: o Sprague Avenue & Barker Avenue 0 41h Avenue & Barker Avenue 0 8"' Avenue & Barker Avenue Reconstruction of Barker Avenue between Appleway Boulevard and the south city limit. Page 2 of 3 Argonne Road Corridor Projects — Interstate 90 to Trent Avenue (SR 290) Total Corridor Cost: $20 Million Funding Request: $IS Million (For Interstate 90 Bridge Replacement) Argonne Road serves the entire Spokane region, and is rated by the State's Freight and Goods Transportation System as a T-I freight route, carrying an average annual freight in excess of 10 million tons. North and south Spokane County are linked to I-90 by the Argonne corridor, the City of Millwood is bisected by the corridor, and the congested route carries 35,000 vehicles every day, 15% of which is freight. The project supports the East Montgomery Corridor Employment Center, home to 2,500 jobs. This is truly a regional project, impacting WSDOT's I-90, the City of Spokane Valley, the Town of Millwood, and Spokane County. For plamiing purposes, the corridor includes six signalized intersections starting at Mission Avenue and extending north to the intersection of Trent Avenue. All six intersections fail during the morning, mid- day, and evening peak hours on any given day. A comprehensive retiming of all traffic signals will temporarily help alleviate congestion in the corridor, although this would only be a temporary fix to the corridor's congestion problem. • The existing southbound Argonne Road bridge over I-90 is a critical bottleneck for the corridor. The deficient and undersized 2-lane bridge must be replaced with a new concrete bridge that accommodates 3 lanes of traffic and provides adequate clearance over 1-90. Additionally, the project may align with planned WSDOT improvements at the 1-90/Argonne Road interchange where signal and lane improvements are anticipated. This bridge project will save five minutes of travel time for vehicles travelling from Trent Avenue (SR 290) to 1-90. • Lastly, given the heavy use of the corridor, the pavement condition of Argonne Road consists of failing asphalt with heavy rutting and consistent potholes. A reconstruction of the roadway is necessary to remove seven lanes of failed asphalt and replace them with a reinforced concrete pavement. Streamlining the federal aid transportation project process: Initiatives to streamline the approval process for federally funded transportation projects should be a top congressional priority. The requirements for Federal Highway Administration (FHWA) administered projects change too often and projects do not have vesting rights. In Washington State, The Local Agency Guidelines Manual establishes the statewide policies and standards to follow when using FHWA funds for transportation projects. This manual is updated twice per year, which leads to multiple changes in requirements for projects that span over a year. Generally, federally funded projects can cost up to 50% more and can take 50% to I 00% longer to deliver. The process should be streamlined to add predictability to the review and approval process by allowing agencies to know what the requirements are in the beginning stages of the project. In addition, the acquisition of property rights must follow the Uniform Relocation Act, including temporary rights. These requirements are stringent and add thousands of dollars to the project costs and months to project delivery. Agencies often pay 10 to 20 times more to acquire temporary construction rights when considering the costs of right-of-way agents for negotiations, appraisers for valuations and the time for these negotiations and valuations to take place. Page 3 of 3 Pines Road/BNSF Railway SpCITYol;00 an;` Grade Separation Project .jUalley° A Bridging the Valley Project Project focus 509-720-5000 www, s p o k a n eva l l ey. o rg The Pines Road/BNSF Railway Grade Separation Project is located in Spokane Valley, Wash., a city of nearly 100,000 residents. The city is situated in the largest Metropolitan Statistical Area between Seattle and Minneapolis, and home to several large industrial parks. The project will remove the existing at -grade crossing of a BNSF transcontinental rail line at Pines Road (SR 27), one of Spokane Valley's busiest arterial streets. In 2018, the Freight Mobility Strategic Investment Board (FMSIB) rated the Pines Road crossing as the highest ranked unfunded Tier 1 rail crossing in the state out of 4,171 total crossings based on freight mobility and safety. Eliminating the crossing is critical to improving vehicle and pedestrian safety, increasing freight mobility and enhancing economic vitality across the region. The crossing is adjacent to the intersection of Pines Road and Trent Avenue (SR 290), which serves 34,000 vehicles per day, including freight trucks traveling from Canada and northern Idaho that connect to Interstate 90. Improvements to the intersection will be constructed as part of the project. Key improvements ■ The grade separation project will replace the Pines Road crossing with an underpass and redesign the adjacent signalized intersection of Pines and Trent. In conjunction with a grade separation project underway at the nearby Barker Road/BNSF crossing, the Pines/BNSF project will eliminate three of the city's seven at -grade crossings (Barker, Flora and Pines). ■ The crossing is located 200 yards north of Trent Elementary. The new underpass will reduce congestion and improve safety for students, staff and parents. ■ The existing intersection and BNSF crossing limits development of 170 acres of mixed -use or commercially - zoned property, and 56 acres of prime industrial -zoned property. The project will increase access to this property and generate additional economic development. Project details On average, 58 BNSF freight trains and two Amtrak passenger trains travel through the Pines Road/BNSF at -grade crossing each day. This results in 27,000 hours of vehicle delays annually, and at least seven vehicle collisions from 2014 to 2018. BNSF has notified the city that it plans to add a second main track to the existing rail line, possibly as early as 2019. A second track will likely increase train traffic and vehicle delays. The grade separation project also includes improvements to the adjacent intersection of Pines and Trent. There were 46 collisions in or near this intersection from 2014 to 2018. The proposed alignment and intersection control (roundabout or signal) will be identified in 2019. The project supports the "Bridging the Valley" initiative to improve safety, create more effective freight routes and spur economic development. Economic benefits Completion of the Pines Road/BNSF project will improve access to 170 acres of nearby mixed -use or commercially - zoned property, and 56 acres of prime industrial -zoned property that is currently undeveloped (see graphic below). over time, the projected economic and tax impacts of this development include: r $1.3 billion in total economic output in Spokane County ($686 million in direct spending) 0 8,719 new jobs supported in Spokane County (4,312 direct job impacts) ■ $8.2 million in new general fund taxes to Spokane Valley (25 years at 4 percent) ■ $101.9 million in new general fund taxes to Washington State (25 years at 4 percent) Undeveloped Properties Pines Road/BNSF crossing Public safety and livability enhancements The project will significantly enhance vehicle and pedestrian safety, likely saving lives. In addition, it will greatly improve neighborhood livability. Overall the project: 7■ Eliminates the Pines Road/BNSF crossing — saving three hours per day (average gate -down time) in vehicle wait time. ■ Improves commercial and residential traffic flow. ■ Enhances access to 1-90 and other main arterials in the Spokane Valley transportation network. ■ Increases access to key emergency services located on the south side of the city. ■ Enhances access to Trent Elementary for school buses,. as well as students and families traveling to and from surrounding neighborhoods. ■ Eliminates 15 minutes of train horn noise per day at the crossing (based on 58 freight trains and two Amtrak passenger trains per day). Streamlining the approval process for federally -funded transportation projects would make this (and other projects) easier to administer, saving time and money. Federally -funded projects can cost up to 50 percent more and take 50 to 100 percent longer to deliver because of constant and extensive changes to the federal requirements. Initiatives to streamline review and approval processes for transportation projects should be a top congressional priority. City of Spokane Valley 10210 E. Sprague Avenue Spokane Valley, WA 99206L Washington State 509-720-5000 www,spokanevalley.org April 16, 2019 PURPOSE In 2016, the Legislature directed the Joint Transportation Committee (JTC) to conduct a study evaluating the impacts of prominent road - rail conflicts and to develop a corridor -based prioritization process for addressing the impacts on a statewide level. From this Phase 1 Study, an initial set of recommendations was developed to assist in developing solutions and to prioritize investments. In 2017, the Legislature then directed the Freight Mobility Strategic Investment Board (FMSIB) to update the JTC's Study of Road -Rail Conflicts in Cities`. As a result, FMSIB completed the following tasks during the Phase 2 Study, which are summarized in this document: ► Updated the Road -Rail Conflicts Database ► Developed a Corridor -Based Project Prioritization Process ► Identified and Recommended a Statewide List of Projects 'Engrossed Substitute Senate Bill SS 5096 (2017), Section 206 At -grade railroad crossings are where roads cross railroad tracks at the same level.., the phrase "road -rail conflict" is used to describe potentially problematic at -grade crossings. August 2018 BACKGROUND At -grade railroad crossings, where roads cross railroad tracks at the same level, can typically function adequately while population and traffic levels remain low. As both rail and road traffic increases, and trains get longer, at -grade crossings become more problematic, impacting communities in a variety of ways. The phrase "road -rail conflict" is used to describe potentially problematic at -grade crossings. Examples of potential conflicts include the following: ► Long and unpredictable travel delays for both the general public and freight users ► Collisions between trains and vehicles, bicycles, or pedestrians ► Temporary increase of emergency response times Washington has more than 2,180 public, active at -grade railroad crossings. With the growth of the state's population and increasing road and rail traffic, communities throughout the state are concerned about the reliable and safe movement of rail and truck freight, general traffic, and emergency vehicle TO EVALUATE AND PRIORITIZE the railroad crossing projects identified and submitted by the regions around the state, FMSIB developed a project prioritization process. The process utilized data and evaluation criteria from the Phase 1 study, Projects were placed in three tiers, based on the level of project development (see descriptions to right.) The following tables contain the full list of projects submitted by Metropolitan Planning Organizations (MPOS), PROJECT DEVELOPMENT TIERS ► TIER 1: Projects that are in design and awaiting full construction funding ► TIER 2: Projects that are planned and/ or scoped but have not proceeded to engineering or design of any substantial kind ► TIER 3: A road -rail conflict ranked in the Phase 1 Study, but for which no project has been studied, scoped, or identified in the regional plan for that location. Pines Road / BNSF Grade 17 Zehnder Street BNSF Crossing $300,000 1 13 Separation (SR27/SR290), $22,891,000 1 at -grade improvements, Sumner Spokane Valley i9 Railroad Crossing Delay $250,000 2 2 McKittrick Street Grade $25,000,000 2 Warning System, Seattle Separation, Wenatchee 24 Steilacoom Ferry Lane $650,000 3 3 South 228th Union Pacific $40,100,000 3 Modification, Pierce County Grade Separation, Kent Division Street Crossing Safety & $1,500,000 4 Canyon Road Improvements, 1 ADA Improvements, Cashmere 5 Pioneer Way E to 52nd St E / 62nd Ave E, Pierce County $62,720,190 4 25 Stewart Avenue East/66th Avenue $4,000,000 5 East, Pierce County 1 Connell Rail Interchange $24,100,000 5 8th St at UPRR crossing and Project, Connell 16 Butte Ave SE intersection Signal, $4,704,000 6 16 Regional Beltway Phase 11, $17 5 Sumner Union Gap ,950,000 Chestnut St / Eclipse Mill Road 12 Improvements from Pacific to $4,288,000 7 4 Interchange $84 400 000 Full Y 36th, Everett Improvements, Marysville m Funded 6 South Lander Street Grade $123,000,000 Fully 32 Park Road / BNSF Grade Separation, Spokane Valley $23,000,000 8 Separation, Seattle Funded 13 Willis St (SR 516)/Union Pacific $26,500,000 9 1-5/Mounts Rd to Thorne Ln Fully Railroad Grade Separation, Kent 7 Corridor Improvements, Lakewood and Dupont $482,430,000 Funded 26 32nd Street/Russell, Washougal $17,863,000 10 8 River S Bridge Replacement, $8759 ,,600 Fully 28 Cook Road Reconstruction, Skagit County $15,500,000 11 Ridgefield Funded Pioneer St Rail Overpass, Fully 33 Bell Road - SR 548, WSDOT $13,400,000 12 9 Port of Ridgefield $14,923,OD0 Funded 27 College Way Railroad Grade $22,700,000 13 Separation, Mount Vernon 10 SR 14/Bingen Point Access $22,900,000 Fully Improvements, Port of Klickitat Funded 7 Willis St BNSF Grade $61,000,000 14 Separation, Kent 11 Riverside Dr / 4th St N Safety Improvements, Mount Vernon ,449, $1000 Fully Funded 15 Grove Street RR $21.540,000 15 overcrossing, Marysville 12 Barker Road / BNSF Grade Separation, Spokane Valley $18,738,000 Fully Funded 18 Hoa St. Rail Crossing $40,000,000 16 Improvements, Seattle 14 Birch Bay Lyndon/Portal Way Signalization Project $3,900,000 Fully Funded 10 Lenora St/BNSF Rail Line $17,300.000 17 Overcrossing, Everett 15 F Street, Bellingham $730,000 Fully Funded 14 S 212th St/Union Pacific $33,000.000 18 Railroad Grade Separation, Kent 'Each project Identification number (in the ID column) will begin with either T?, T2 or T3, and uniquely Identifies a project In order to cross-reference In the project database. ���LLkLa.. �.�'.iii�iifi�i�i UM11�it�'�at'� _ �����Il��i _ ____ � HIt iis"HUH 11111.1�'���i�i 18,19, 20 Study of Three Crossings in Cheney 1 2 Edison/BNSF Grade Separation, Kennewick 13 10 SR 536/Kincaid near S 3rd Street, Mount Vernon 2 3 Kellogg Street, Kennewick 14 11 SR 20/Avon Ave near S Spruce St, Burlington 3 22 Wharf Street, Bellingham 15 15 Argonne Road, Millwood g 4 4 Washington Street Corridor Improvements, Kennewick 16 12 Fairhaven near Spruce St, Burlington 5 6 Beach Drive, Vancouver 17 14 Pines Road at 1-90, Spokane Valley 6 7 6th Street, Washougal 18 16 Mission Avenue, Spokane 7 25 BNSF/ E McDonald Rd, Track Circuitry, 19 Toppenish 13 Old 99/Blackburn Road near S 3rd Street, Mount Vernon g 5 Bowles Road, Benton County 20 1 Fruitland Street, Kennewick 9 8 NW 122nd Street, Vancouver 21 17 Harvard Road / BNSF Crossing, Spokane County 10 9 SE Chelsea Avenue, Vancouver 22 21 Cornwall Ave, Bellingham 11 26 Branch Road, Toppenish 23 24 SR 22-Buena Way, Toppenish 12 27 White Swan Branch Line, Safety Upgrade, Harrah 24 PROJECTS BY TIER i VANCOUVE ■ i3sLLINGHAM z SEATTLE 1~ Q TACOMA `r-L 12 LEGEND Ii Tier 1 f i Tier 2 87 i Tier 3 z St 'OKANE� �7 I YAKIMA TBIXITIES 105 Online map available at: gisdev.transpogroup.com/Jtccross/ngstudy jr lrs���Iii1 it !Hi ili ito I I I I its IiiiHI iii iiiiii'11HIlilii ylli1i i Hi'si FINDINGS • The need for solutions to road -rail conflicts remains high and has been better quantified since the Phase 1 Study. • Projects throughout the state are in various stages of project development, and MPO awareness of project status varies throughout the state, • Planners and project sponsors are having a difficult time identifying, developing, and completing plans and projects to address road - rail conflicts because of the high costs and lack of available funding. • Several state programs at WSDOT, UTG, FMSIB and other sources fund safety and mobility improvements at road -rail conflicts, but the need is still great. • Besides the 2017 Update of the Freight and Goods Transportation System (FGTS), other data elements in the Phase 1 database have not substantially changed. For more information: Phase 1 & 2 Study documents available at www.fmsib.wa.gov/roadrall.cfm Sullivan Road Corridor Projects State Route 290 (Trent) to Mission Spokane ,,;00Va11eyk 509-720-5000 www.spokanevalley.org Project focus The Sullivan Road Corridor serves local, regional and interstate transportation networks. This corridor is the terminus of Spokane County's Bigelow Gulch Road Project expected to be constructed by 2022. The Bigelow Gulch Project will link freight and commuter traffic from north Spokane County to Interstate 90 (1- 90) through Spokane Valley and will nearly double the peak -hour traffic volumes on Sullivan Road at the Trent Avenue (SR 290) interchange. This corridor is a vital arterial link providing service to a robust commercial district on Indiana Ave., including the Spokane Valley Mall, Spokane Industrial Park, Central Pre -Mix, Inland Asphalt, Inland Empire Distribution Systems and many other industrial, freight and commerical businesses. Key improvements Z Replace the existing diamond interchange of Sullivan Road over Trent Avenue (SR 290) to accommodate increased capacity and future growth in the region. • Reconstruct and signalize the Sullivan Road and Wellesley Avenue intersection. ■ Widen Sullivan Road from Wellesley Avenue to Trent Avenue (SR 290) to five lanes. • Upgrade sidewalks to ADA standards. Project timeline • Sullivan Road Advanced Corridor Study expected in 2019 >• Bigelow Gulch Road connection expected by 2022 ■ Sullivan -Wellesley intersection planned by 2020 Streamlining the approval process for federally -funded transportation projects would make this (and other projects) easier to administer, saving time and money. Federally -funded projects can cost up to 50 percent more and take 50 to 100 percent longer to deliver because of constant and extensive changes to the federal requirements. Initiatives to streamline review and approval processes for transportation projects should be a top congressional priority. Project details We have had made significant I C� ! investments in the Sullivan Corridor and continue to make Washington State I improvements to accomodate growth. Area projects include: RECONSTRUCTION - Funded - Wellesleyto Forker Project cost: $8.7 million I Construction year: 2020 INTERSECTION RECONSTRUCTION - Funded -At Wellesley Project cost: $1.4 million I Construction year: 2020 RECONSTRUCTION & STREET LIGHTING - Unfunded - Wellesley to SR 290 Project cost: $5 million I Construction year: pending FUNDING REQUEST SR 290 INTERCHANGE RECONSTRUCTION - Unfunded Project cost: $25 million I Construction year. pending 0 INTELLIGENT TRANSPORTATION SYSTEM - Funded - Indiana to SR 290 Project cost: $1 million I Construction year: 2020 INTERSECTION RECONSTRUCTION - Unfunded -At Kiernan Project cost: $2 million I Construction year: pending v INTERSECTION RECONSTRUCTION - Completed - At Euclid Project cost: $1.7 million I Construction year: 2017 Q INTERSECTION RECONSTRUCTION - Unfunded -At Marietta Project cost: $2 million I Construction year: pending Q BRIDGE REPLACEMENT - Completed - At Spokane River Project cost: $15.5 million I Construction year: 2015 INTERSECTION RECONSTRUCTION - Completed - At Indiana Project cost: $1.4 million I Construction year: 2011 INTERSECTION RECONSTRUCTION - Completed -At Broadway Project cost: $0.8 million I Construction year: 2010 INTERSECTION RECONSTRUCTION - Completed -At Sprague Project cost: $1 million I Construction year: 2010 BUS, BICYCLE, PEDESTRIAN UPGRADES - Unfunded Project cost: $1 million I Construction year: pending CORRIDOR FUNDING STATUS (in millions) _ Total: $66.5M Funded/Complete: $31.5M Shortfall (Unfunded): $35M Request: $25M Cy Rosen �- I a OlymPlc a �jc — — 3 E fvalleyschnol e broad m mBroad Ea Nrd in E live — Remy a H-F Heaey ,� 2 Ferny u -Ilda v Lan9fedaw R� RI& Well Rockwell Rockw 1 Trent _ S -- k1CfOs5e �, hduslral ParkA f g Ms ts n induslrel PafkB — Industrial ParkC 5 v InduMflal Park A kidoslrel Park E ig z ig Fahvlew�° EEvcNd Aye orlelle a rlaa hdiana \_ Old xis art_ 90 '.. 4esme "a cCaa m. An n adwayAv kl Alki @ SPd+r9re1d SPrIn9Pe $ E Alki � C LYA-y vatlaywa 1€ m m n Nlxo RIMMIde E Nlxon Mal, E Side 0 Main N Riscrshla E Spragu Ave 1s1 � 2.d w 2nd 2nd Id City of Spokane Valley 10210 F. Sprague Avenue Spokane Valley, WA 99206 509-720-5000 www.spokanevalley.org 00 CITY oColo Spokane ,;,olOValley April 16, 2019 Barker Road crrror Spokane Corridor Projects Valley A lewQ to Mission so9-�anev000 pp Y www.spokanevalley.org Project focus Barker Road is near the east edge of Spokane Valley, and provides access to more than 800 acres of industrial property and 220 acres of homes. The area to the north is experiencing rapid industrial growth, and the areas to the south in Spokane County and east in Liberty Lake are seeing more residential expansion. Barker Road accommodates almost all of this traffic. Washington State Department of Transportation (WSDOT) recognizes that an improved Barker Road interchange and bridge overpass at Barker Road and. Interstate 90 (1-90) is required by the year 2030. During peak commuting times, this interchange creates vehicle back-ups for the length of the off -ramps, often backing LIP and limiting the east/west flow of 1-90. Key improvements ■ WSDOT will provide interim improvements by 2021 at the eastbound and westbound 1-90 interchange including single -lane roundabouts and additional approach lanes that will extend this failing intersection's lifespan for 5-7 years. ■ Long-term, there is a need to convert the 1-90 roundabouts to double -lane roundabouts to meet the city and WSDOT's required level of service. ■ Replace the Barker Road Bridge over 1-90 with a four -lane bridge to add needed capacity and provide a multiuse trail or sidewalk on both sides to allow for safe circulation of bicyclists and pedestrians. ■ Widen Barker Road to a five -lane urban section from Mission Avenue to Boone Avenue. ■ Widen Barker Road to a five -lane urban section from 1-90 to ApplewayAvenue. Streamlining the approval process for federally funded transportation projects would make this (and other projects) easier to administer, saving time and money. Federally -funded projects can cost up to 50 percent more and take 50 to 100 percent longer to deliver because of constant and extensive changes to the federal requirements. Initiatives to streamline review and approval processes for transportation projects should be a top congressional priority. Project details We have had made significant investments in the Barker Corridor and continue to make Washington State I improvements to accomodate growth. Area projects include: Q INTERSECTION & GRADE SEPARATION - Funded Project cost: $25 million I Construction year: 2020 RECONSTRUCTION - Funded - Euclid to Grade Separation Project cost: $2.8 million I Construction year: 2019 `Q RECONSTRUCTION - Funded - Spokane River to Euclid Project cost: $4.6 million I Construction year: 2021 Q BRIDGE REPLACEMENT - Completed - At Spokane River Project cost: $11.2 million I Construction year: 2010 © RECONSTRUCTION - Completed - Boone to Spokane River Project cost: $2.4 million I Construction year: 2008 RECONSTRUCTION - Unfunded - Mission to Interstate 90 Project cost: $5 million I Construction year: pending tf 1-90 INTERCHANGE RECONSTRUCTION - Unfunded - Ramps only Project cost: $10 million I Construction year: pending 1-90 BRIDGE RECONSTRUCTION - Unfunded Project cost: $20 million I Construction year: pending FUNDING REQUEST RECONSTRUCTION - Unfunded-Applewayto I-90 Project cost: $6.5 million I Construction year: pending RECONSTRUCTION - Unfunded - Appleway to Sprague Project cost: $1 million I Construction year: pending WM INTERSECTION RECONSTRUCTION -At Sprague - Unfunded (partial funding secured) Project cost: $1.5 million I Construction year: 2022 CORRIDOR FUNDING STATUS (in millions) Total: $90M Funded/Complete: $46M Funded Shortfall (Unfunded): $44M 1611 Request: $9M Complete �F-50" E Gadand I.n EUCLID AVE E RNn/viay Ave O E Indiana Ave W a m MISSION AVE E Farwell Ave E Sinfo Ave E ShaFp Ave E Baone Ave Interstate 90 l) BRO AY AVE} EAW ie ' Cowle Ave E 4i) SPRAGUEAVE 6 City of Spokane Valley 10210 E. Sprague Avenue Spokane Valley, WA 99206 509-720-5000 www.spokanevalley.org EUCLIDAVE } f E Indiana Ave i E Calaklo Ave Interstate 90 P_q W. S Spol�ne ,,;oOValley April 16, 20f9 Argonne Road Corridor Projects Mission to Trent, including Interstate 90 SpCITYOFkane ,,,�111111111111110Va11ey 509-720-5000 www.spokanevalley.org Project focus The Argonne Road corridor is a regional gateway that is heavily congested. It is a north -south arterial that carries residential and commercial traffic from Spokane County's Bigelow Gulch and the City of Millwood into Spokane Valley and 1-90. Argonne connects 1-90 to State Route 290 (Trent Avenue), a main highway for commercial vehicles traveling from northern Idaho and Canada. The corridor serves 35,000 vehicles each day, including 4,500 commercial or freight vehicles. It is designated Tier 1, meaning it transports more than 10 million gross tons of freight annually. From East Mission Avenue just south of the 1-90 interchange north to Trent Avenue, the corridor includes six signalized intersections. The intersections fail to move vehicles efficiently through the corridor during peak traffic hours resulting in significant congestion and delays. In partnership with the Washington State Department of Transportation (WSDOT) and other agencies, the city has identified three primary strategies to improve congestion. Key improvements ■ Upgrade signals and timing to distribute traffic more effectively through the corridor, streamline traffic flow and reduce vehicle wait time. ■ Argonne's current pavement with its potholes and heavy rutting cannot support existing traffic loads. A reconstruction of the roadway is necessary to replace the failing asphalt with reinforced concrete. ■ The existing two-lane southbound bridge at 1-90 is a critical bottleneck in the Argonne Road corridor and does not provide adequate clearance over 1-90. The bridge does not currently have capacity to serve heavy loads and is weight restricted. It must be replaced with a new three -lane concrete bridge that will provide the needed capacity and facilitate traffic more efficiently and safely. Project details Improvements to the Argonne Road corridor will improve pedestrian and vehicle safety, Washington State and reduce travel time. Here are the project components: a SIGNAL UPGRADES - A comprehensive upgrade and re -timing of six traffic signals in the corridor, from East Mission Avenue north to Trent Avenue, will streamline traffic flow. New infrastructure such as signal poles, detection systems and ramp extensions will help distribute traffic more efficiently, resulting in reduced congestion, vehicle wait time and noise. While some signal coordination can be implemented in 2019 to provide short-term relief, more significant infrastructure improvements remain unfunded. ® PAVEMENT RECONSTRUCTION -Argonne Road's pavement is failing due to heavy commercial vehicles and significant traffic volume. A reconstruction of the Intestate 90 roadway is required to restore the pavement condition and reconfigure travel lanes as needed for signal and intersection upgrades. This improvement will reduce travel times and vehicle noise. In addition, pedestrian facilities in the project area will be upgraded to meet current ADA standards. FUNDING REQUEST BRIDGE REPLACEMENT-Theexisting southbound Argonne Road bridge at 1-90 Is a bottleneck for traffic, does not provide adequate clearance over 1-90 and is weight restricted. The deficient two-lane bridge must be replaced with a new concrete bridge that accommodates three lanes of traffic and provides sufficient clearance. A shared -use path will also be installed for pedestrian and bicycle use. This new bridge will save five minutes of time forvehicles traveling from Trent Avenue to 1-90. The bridge project may also align with planned WSDOT improvements at the 1-90 interchange where signal and lane upgrades are anticipated. Streamlining the approval process for federally -funded transportation projects would make this (and other projects) easier to administer, saving time and money. Federally -funded projects can cost up to 50 percent more and take 50 to 100 percent longer to deliver because of constant and extensive changes to the federal requirements. Initiatives to streamline review and approval processes for transportation projects should be a top congressional priority. b El KNOXAV MONTGOMERYAV Economic benefits The Argonne Road projects are located in the East Montgomery Corridor Freight Focused Employment Activity Center. This area is home to more than 2,500 freight -related jobs spread across 450 acres, of which 96 percent are occupied. Improvements to the corridor will enhance access to the national highway system and promote commerce. Spol00 �ane ,,,;p0 Va11.ey- City of Spokane Valley 10210 E. Sprague Avenue, Spokane Valley, WA 99206 509-720-5000 www.spokanevalley.org April te, 2019