[{"_1":2,"_123":-5,"_124":-5},"loaderData",{"_3":4,"_26":27},"root",{"_5":6,"_17":10,"_18":19,"_20":21,"_22":10,"_23":-5,"_24":-5,"_25":10},"user",{"_7":8,"_9":10,"_11":10,"_12":-5,"_13":-5,"_14":15,"_16":-5},"roles",[],"isAuthenticated",false,"isPremium","planName","subscriptionStatus","featureFlags",{},"insightsBudget","isDevelopmentHost","userPreferences",{},"recaptchaSiteKey","6LcvOJcUAAAAAHsB-gPGfGktcRlKpH7OTIU_dMTD","isImpersonating","impersonation","affiliateStatus","isFreedomPortal","routes/v2/article/layout",{"_28":29,"_30":31},"notFound",true,"relatedArticles",[32,75,87,99,111],{"_33":34,"_35":36,"_37":38,"_39":40,"_41":42,"_43":44,"_45":46,"_47":48,"_49":50,"_51":52,"_53":54,"_55":56,"_57":58,"_59":60,"_61":62,"_63":64,"_65":66,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},"mediaId",6181162,"mediaKeyId","5113543-53add96931b2649421eed863f3075795","parentId",5113543,"title","Planning staff proposes bicycle-master-plan amendments to link NSC/I‑90 corridor and Children of the Sun Trail","audioSeconds",399,"startMs",5359000,"endMs",5758000,"viewUrl","/Search/View?dp=1&key=5113543-53add96931b2649421eed863f3075795&start=5359&end=5758","thumbnailUrl","https://assets.pipeline.soar.com/5113543-53add96931b2649421eed863f3075795/thumbnail_5359000.jpg","articleUrl","/articles/6181162/Spokane/Spokane-County/Washington/Planning-staff-proposes-bicycle-master-plan-amendments-to-link-NSCI90-corridor-and-Children-of-the-Sun-Trail","mediaUrl","https://secure.pipeline.soar.com/6181162-91bcdce913fe6bb8e40763ccc803f337/orig.mp4?Expires=1771152276&Signature=gDKkH01aZkQJ83KsrRH5wH6wl~rTJaXa7wImaGcfKByPNuO7g8~E3X6XXcqkgJL6HBl5xGDJOozyqO6UE~NgVusv1us2AD3YZ722R2O0D4VifReKl~1tm6J0fQMsjJLwexSDE0O7tU-nPiZNwJKltQJflFpmeolH2XmtEKQULeBhqcL29~v-OehWYgP-9jmKuyKPG1QPR9qQT4-N8JI37oegyLLYAj3pxkpDy7Lrq0m3UREQl4oabtp8gaq5kWFysqADsLY8MTd2EYGuP3BTzE6KzJw2g-kKLtfZDtTyP-jbBlNb~D5ZbxjriHi4sX8pLWp1dKo~nlqIG6S8yaAgqw__&Key-Pair-Id=KUT5TJCACFTXG","author","Spokane City, WA","date","2025-07-01T21:18:23Z","article","Planning staff briefed the Transportation Commission on potential bicycle master‑plan amendments to ensure the city network aligns with an evolving National Scenic Corridor (NSC) connection to Interstate 90 and the Children of the Sun Trail.

Colin Guinhurst of the planning department said WSDOT is designing I‑90/NSC connections that include a shared-use pathway on the north side of I‑90; planning staff propose adding a parallel shared-use pathway on the south side of I‑90 to the city bicycle map so local plans and the state design remain consistent. He outlined that the South‑Side alignment currently is a signed route with little physical separation and that a 10‑foot shared-use path would be a safer, clearer facility.

Staff also noted opportunities to add Pacific Avenue Phase 2 and the next phase of the Children of the Sun Trail—an extension south of Mission—to the bicycle map so the city plan reflects recent corridor-level decisions. Guinhurst said staff are consulting legal counsel about the appropriate amendment mechanism (annual comp‑plan amendment or other ordinance) and asked the commission for preliminary input before a formal application and public process.

Commissioners asked whether the Children of the Sun Trail would remain at grade or elevated in segments; staff described a hybrid approach that stays at grade where possible, ramps up to parallel elevated NSC structures in constrained places and then ramps down near Sprague. Staff said pathway elements will likely be phased separately from the NSC elevated structure due to budgeting and construction sequencing.

Staff asked for commission feedback on whether to proceed with an expedited amendment to the bicycle master plan to reflect these corridor connections.","mediaType","Video","parentTitle","June 18th, 2025 Transportation Commission Meeting","oneSentenceSummary","Planning staff discussed possible amendments to the city’s bicycle master plan to add a south-side pathway along I‑90 and to reflect Children of the Sun and Pacific Avenue pathway connections, prompted by National Scenic Corridor (NSC) and I‑90 design work now under way.","taxTitle","Spokane, Spokane County, Washington","taxId",2644,"location","headline","","shortSummary",{"_33":76,"_35":36,"_37":38,"_39":77,"_41":78,"_43":79,"_45":80,"_47":81,"_49":82,"_51":83,"_53":84,"_55":56,"_57":58,"_59":85,"_61":62,"_63":64,"_65":86,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6181167,"Staff outlines Safe Streets for Spokane candidate crosswalk and beacon projects for federal grant cycles",289,4992000,5281000,"/Search/View?dp=1&key=5113543-53add96931b2649421eed863f3075795&start=4992&end=5281","https://assets.pipeline.soar.com/5113543-53add96931b2649421eed863f3075795/thumbnail_4992000.jpg","/articles/6181167/Spokane/Spokane-County/Washington/Staff-outlines-Safe-Streets-for-Spokane-candidate-crosswalk-and-beacon-projects-for-federal-grant-cycles","https://secure.pipeline.soar.com/6181167-968066f10c0fa6245be32f87ac7ed867/orig.mp4?Expires=1771152276&Signature=F1wq5qLXrCcdtZnZh3oi6Ew3qW8nyE3tW4fNLv9H1lm8yil6-oKjNVEj2VIDO7QIoGexGnSXTd~oI0ULA2WQJC4D-PsiwEp2TDyR9y~w~mg2Xm-MajunXo0P3ydy4k~bwdGBSI7lHaMNDCyJceD25kCl8lCryq1iKu8f9KJUFkIWg~ZMBrLFwFUOGYAPccOtMK29mhz2znq-ERpUKZvL4QGti5h~c4gLQhHuRZulGRm~vGvul0PfGAQtyGlkk2zDaK29ohrjCvCxpjgYkSl-RGNO1ui3QHxht3Wx~NVKsdRXxare-Tr~-Gt2BF9wdbmIkkEOByLBTPcB7H8qHRlFMg__&Key-Pair-Id=KUT5TJCACFTXG","City staff briefed commissioners on a draft list of Safe Streets for Spokane projects developed for federal grant funding and internal prioritization.

The prioritized list emphasizes midblock and intersection crosswalk upgrades—raised crossings, rapid‑flash beacons and pedestrian hybrid beacons—at locations with high pedestrian counts near schools, hospitals and transit stops. Staff said the first construction year will prioritize cost-efficient crosswalk treatments at roughly 20 locations and noted a separate sidewalk infill project on Perry Street and the Maple Street Toll Plaza ramp-to-ramp project to replace a steep stair with a ramp.

Projects scoring high included crossings near schools (Grant Elementary-related locations on Fifth and Lincoln), Mission and Regal (bus-stop area), and downtown locations such as Howard Street by the parkade and the Ben Burr/Spokane Falls Boulevard crossing. Staff also indicated some candidate projects may be deferred to later cycles if more complex right-of-way or design work is required, and one item—an Iron Bridge to Ben Burr connection—may be held until 2028 because of uncertainties about an adjacent trail segment under developer control.

The list aims to concentrate Safe Streets funding on high-value pedestrian-safety projects, with staff planning to refine the candidates and submit grant applications where eligible. Staff asked commissioners to weigh in on priorities and said the final candidate list will move forward with the federal grant application schedule.","Staff described a prioritized list of crosswalk upgrades, rapid‑flash and pedestrian hybrid beacons, refuge islands and sidewalk infill candidates for the Safe Streets for Spokane federal grant program, focusing the first construction year on crosswalk treatments and school-hospital corridors.",{"_33":88,"_35":36,"_37":38,"_39":89,"_41":90,"_43":91,"_45":92,"_47":93,"_49":94,"_51":95,"_53":96,"_55":56,"_57":58,"_59":97,"_61":62,"_63":64,"_65":98,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6181172,"City to test delineators, raised markers and adaptive bump-outs at multiple sites this summer",851,3774000,4625000,"/Search/View?dp=1&key=5113543-53add96931b2649421eed863f3075795&start=3774&end=4625","https://assets.pipeline.soar.com/5113543-53add96931b2649421eed863f3075795/thumbnail_3774000.jpg","/articles/6181172/Spokane/Spokane-County/Washington/City-to-test-delineators-raised-markers-and-adaptive-bump-outs-at-multiple-sites-this-summer","https://secure.pipeline.soar.com/6181172-c398c071e4d773be97f51f1a5ce568f3/orig.mp4?Expires=1771152276&Signature=T0B21uQBMwqzUK75fSGRTHEAlfPGxcCjTteVZiWoAuqRA3W~A1tBYqZ7pzMjTmLofe7y9L0VFoyaYMw7hqHAI~ANLELi9YRSQlr-y~aeQjt-bKIxB65obY9fm52qKrZ6BDQ-5WcWEJ6zpDg354H7Pv92PJ79yw4xFGbCnSPPXfcgmgyb9B1VcLkl4oLnCrz2MhZhp14cF8AuRYuJUL-jWAZWMMKzVye9xCF8IDPX-nw~T5Jx8mypVZnEn4oat0MyHtkB3f1QyFi15jtUJRM~zDrfEcOzs0DR2O2bwgONIlLvaxRwcwRafx-yaDmIFk8N-crbSERM3jm-iY0n3ZE3zA__&Key-Pair-Id=KUT5TJCACFTXG","City staff described two small-works construction packages planned for late summer that will trial low‑cost adaptive safety treatments on city streets.

The first package comprises traffic-calming adaptive installations already designed (delineator-style, modular bump outs at school crossings and gaps in bike lanes) plus a separate $150,000 test of bicycle delineator products that council directed staff to evaluate. Test locations include Regal/Woodside and other elementary-school crossings, a gap closure on Barnes Road, and three delineator-marker test runs: a two-way cycletrack buffer on Belt Street, an armadillo/candle combination on Strong Road and Ziegler-style markers on Riverside Avenue.

Inga (city project lead) said the tests will prioritize maintenance performance, durability and user feedback; the items are intended to be removable prototypes that could be replaced by permanent concrete works if results are favorable. Staff noted they will coordinate with the Bicycle Advisory Board for user input and invited the commission to provide observations.

The second package is funded through West Quadrant TIF and focuses on interim improvements identified in the Chestnut–Elm Greenway study. Proposed work there includes painted crosswalk emphasis, parking removals to enable contraflow or one‑way bike maneuvers at Boone and Elm, and corner bump‑outs at Elm and Broadway that could later be converted to concrete.

Commissioners and accessibility advocates asked about pedestrian wayfinding and accessibility where painted or delineated treatments do not alter the curb line. Staff said they will not remove truncated domes or existing ramps; they acknowledged painted bump-outs can create potential confusion for a person with vision loss and said the concrete option is preferred where tactile guidance is required. Staff also said outreach and public feedback mechanisms for the trials are under consideration; they plan to collect maintenance and user feedback as part of the demonstrations.

Construction will be executed through small-works procurement constrained to $300,000 per package, with the West Quadrant package limited to projects within that funding area.","Staff described two adaptive project packages scheduled for late‑summer construction: one tests delineators and modular bump-outs (including 'armadillo' markers and candle delineators) at several schools and corridors; the second uses West Quadrant TIF funds for adaptive treatments on the Chestnut–Elm greenway ahead of permanent changes.",{"_33":100,"_35":36,"_37":38,"_39":101,"_41":102,"_43":103,"_45":104,"_47":105,"_49":106,"_51":107,"_53":108,"_55":56,"_57":58,"_59":109,"_61":62,"_63":64,"_65":110,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6181176,"Commissioners briefed on Transportation Benefit District 2026 residential‑streets list and assigned field review teams",1112,1980000,3092000,"/Search/View?dp=1&key=5113543-53add96931b2649421eed863f3075795&start=1980&end=3092","https://assets.pipeline.soar.com/5113543-53add96931b2649421eed863f3075795/thumbnail_1980000.jpg","/articles/6181176/Spokane/Spokane-County/Washington/Commissioners-briefed-on-Transportation-Benefit-District-2026-residentialstreets-list-and-assigned-field-review-teams","https://secure.pipeline.soar.com/6181176-77beb578d9aaed9afb82d7143a0310b8/orig.mp4?Expires=1771152276&Signature=Di3AcID3TUU5KFjHQCmef7bg2lXR8ULWWDgOGJc98tWfSEsAHjLc7uGE2oJQqLWbDfAEqEcY~oVMusmIISi00ZnfcJZsKy92vP~9Zqza3~iq-hNFkpFrhyDVsETKcXr7gqmstRFeSQNbPKIlTUXAl-tA53gTdTUVTdofXVo4sCqt1-xfwyRSPP6vwATHk4fJxGim3eUz-fN4V-LRPti7Y1yHd3BkJSja~EQ32GI4GoBATiUfK66MI84h9rNuas5WGuZQPL4zs6BQiF3mqVqGnyHwUzrih1nnEFBKVCj8lzMBpnQH~cBLbaTTy7b0iFjb77sZmZt-E9EKsUw8tozycw__&Key-Pair-Id=KUT5TJCACFTXG","City streets staff presented a proposed 2026 residential-streets project list Wednesday and asked the Transportation Commission to field-inspect candidate segments before the August meeting.

Clint (city streets staff) explained the selection process: staff prioritize surface treatments such as chip seal for higher PCI (pavement condition index) streets to preserve pavement life and use grind-and-overlay for roads with heavier cracking. He said the spreadsheet includes segment area, current PCI, estimated area in square yards, age, matrix scoring (factors such as bus stops and other priorities) and cost estimates that feed an automatic calculator to keep district allocations roughly balanced.

Commissioners discussed whether bicycle-priority network status is included in the scoring matrix; staff said bicycling priority is included on arterials and likely on residential scoring but pledged to verify. The commission also discussed how the Transportation Benefit District’s $20 vehicle‑licensing revenue buys less than in past years; staff noted the program’s constrained buying power and urged members to consider cost and comparability when proposing swaps.

Meeting participants assigned commissioners to teams to inspect streets this summer and return recommendations in August. Volunteer teams are: District 1 — Johnny and Rhonda; District 2 — Grant and Dylan; District 3 — Kaylee, Rachel, Lauren and Mike (one will shift if needed). Staff said teams may visit together and that site visits are not a quorum activity; commissioners were encouraged to bring photos and video for the August packet.

Clint said the program tracks prior-year placements and can move projects between years; sidewalks infill and ADA ramp work were clarified as handled separately from the chip-seal/grind program. Kevin Picasso explained that the North Hilliard sidewalk project will consume much of the sidewalk allocation now and the next infill sidewalk selection will likely be considered next year.

Staff asked teams to aim for roughly equal district dollar proposals, noting a ballpark of about $700,000 per district for the next funding cycle, and reminded commissioners of a 10% set‑aside for sidewalks within the program.","City staff walked the commission through a spreadsheet-based 2026 list of residential street projects funded by the Transportation Benefit District, explained PCI-based selection criteria and district budget splits, and assigned commissioners to district review teams to inspect proposed projects over summer for an August finalization.",{"_33":112,"_35":36,"_37":38,"_39":113,"_41":114,"_43":115,"_45":116,"_47":117,"_49":118,"_51":119,"_53":120,"_55":56,"_57":58,"_59":121,"_61":62,"_63":64,"_65":122,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6181181,"City presents five-year study showing permeable pavement plugs but removes key pollutants on Sharp Avenue",1010,590000,1600000,"/Search/View?dp=1&key=5113543-53add96931b2649421eed863f3075795&start=590&end=1600","https://assets.pipeline.soar.com/5113543-53add96931b2649421eed863f3075795/thumbnail_590000.jpg","/articles/6181181/Spokane/Spokane-County/Washington/City-presents-five-year-study-showing-permeable-pavement-plugs-but-removes-key-pollutants-on-Sharp-Avenue","https://secure.pipeline.soar.com/6181181-f072ee11734aec72e4316035a8dde75c/orig.mp4?Expires=1771152276&Signature=i4IkA2J9hALeRe-fj9MYNHFsDOrh~30PhkMYL2~CzYLDC4kBow6EVSsY1SRi0-SuAIDjD4NvgW3nmi5-xYdPyIr51YGwWV1UXchStcdsFD4cOC5lV4bDnC06aaHYJ71RvrOob78UAiQLMF01N5lkOa71Ap-8jeshcEhJlfuLNybdf63uok~Sb5yJzbkBoIK~WKmXAFfxAuGFDW25LIfFYkfoA0yEkh0xMCWuxFR2nia92wYy~NROMwZ4gpV44qXADRSoGwbXTnZl91gQUm2uCQap17iVci~d7vwLTiFqDvdKykykx4zs8sHwqOqj9s6dCBbljVbGnFn50LNxmLflJg__&Key-Pair-Id=KUT5TJCACFTXG","Trey George, an environmental manager in the city wastewater management department, presented results Wednesday from a five-year study of permeable pavement installed on Sharp Avenue near Gonzaga University.

The study, which the city carried out to meet a stormwater permit requirement and with partial grant funding from the Washington State Department of Ecology, measured pavement condition, infiltration rates and water-quality treatment from 2019 through 2024. A QAPP, or quality assurance project plan, was approved before monitoring began.

City staff installed permeable asphalt in vehicle lanes and porous concrete in bike lanes and parking areas as a pilot and monitored infiltration with ASTM-standard tests, collected stormwater via an underdrain and autosampler, and analyzed pollutants. The pavement initially infiltrated at high rates but “plugged” with sediment and debris over time, reducing infiltration to near zero in monitored locations, George said. After contracting specialized high‑pressure wash-and-vacuum equipment, crews restored infiltration to the contract target (100 inches per hour) but required multiple passes and slower cleaning rates.

George told commissioners the cleaned pavement approached original infiltration performance but at notable cost: the contractor cleaned at roughly 1,000 square feet per hour and the city estimated about $0.60 per square foot for a deep clean—an expense that would be impractical to scale citywide. He also said porous concrete showed faster initial infiltration but deteriorated faster than porous asphalt in the commission’s pavement condition index (PCI) measurements.

On water quality, the city found treatment of several pollutants from the pavement and its base material—most notably reductions in total phosphorus and in metals including cadmium, lead and zinc. George said these results were “surprising” because the pavement and base contain no engineered biofiltration soils; the team expected limited treatment from aggregate alone. The presenter cautioned that background sampling locations and the origin of some analytes (for example, arsenic appearing in some samples) may complicate interpretation and will be discussed at greater length in the final effectiveness report to Ecology.

Commissioners and staff asked whether normal deicers were applied during the study; George said the city had requested minimal use to avoid affecting chemistry, but Gonzaga applied salts for pedestrian safety. Commissioners also asked about lifecycle cost, installation cost differences from conventional asphalt and whether the city would treat the study sections like adjacent asphalt now that the monitoring period has ended; George said the streets department would decide the long-term maintenance regime.

George concluded that permeable pavements can manage stormwater and remove some pollutants, but they plug and require specialized, routine maintenance; durability is challenged on higher-traffic arterials and the technology appears more viable for low-traffic areas such as parking lots and bike lanes.

The city will complete the final effectiveness study report for submittal to Ecology and said the water-quality data will be made available through Ecology’s database.","City wastewater staff reported results from a five-year effectiveness and durability study on permeable pavement installed on Sharp Avenue, saying the surfaces plugged over time but, after specialized cleaning, showed reductions in phosphorus and some metals; maintenance cost and durability raise questions about wide use on arterial streets.","actionData","errors"]

Article not found

Planning staff proposes bicycle-master-plan amendments to link NSC/I‑90 corridor and Children of the Sun Trail

Staff outlines Safe Streets for Spokane candidate crosswalk and beacon projects for federal grant cycles

City to test delineators, raised markers and adaptive bump-outs at multiple sites this summer

Commissioners briefed on Transportation Benefit District 2026 residential‑streets list and assigned field review teams

City presents five-year study showing permeable pavement plugs but removes key pollutants on Sharp Avenue