The Spokane Regional Transportation Council has partnered with WSDOT, the City of Spokane, Spokane County, and Spokane Transit Authority on a major transportation and land use study along the North Division corridor. The Division Connects project is analyzing the future of transit along the corridor, with the US-395 North Spokane Corridor set for completion in nine years.
The project’s key objectives include:
Identifying a preferred concept for bus rapid transit (BRT) along North Division.
Developing options for all modes within the corridor, including pedestrian and bicycling improvements.
Identifying opportunities for land use improvements.
Recommending capital project implementation plans to fund improvements.
The first phase of work involved production of a “State of the Corridor” report, which was completed in late spring 2020 and reviewed the existing travel patterns and land use patterns along North Division. It mapped the existing streetscapes along the corridor, travel times, transit ridership, and transit reliability.
The second phase, underway now, is analyzing four scenarios for possible streetscape improvements to accommodate BRT, bicyclists, and pedestrians. Let’s dive deep into the weeds.
As part of the Downtown Plan update due this year, the City of Spokane has contracted with Nelson\Nygaard to conduct a comprehensive study of parking options and usability in downtown Spokane and the University District, evaluating at a deep level how people travel downtown, the incentives they receive or don’t receive, and potential future improvements to the user experience. The survey is now live, and we encourage readers to take it.
If you live in the Spokane area, Proposition 1 is the most important measure on your ballot this year. By funding the STA Moving Forward plan, the measure will expand regional transit services by adding the first high-frequency bus rapid transit routes, several new transit centers, and late-night service on multiple lines. In addition, it will provide the necessary funding to maintain existing service levels. But lost in the noise has been an honest conversation about what exactly the measure will do. So let’s break it down.
Greater Spokane, Incorporated and the Downtown Spokane Partnership on Thursday pushed the Spokane Transit Authority to postpone its planned renovation of the Plaza downtown. The two groups were concerned that the planned revamp, which would relocate passenger services to the first floor, add more retail spaces, create a larger indoor waiting area, and develop real-time bus arrival information, didn’t do enough to address the issue of loitering (read: waiting for buses).
Unfortunately, with the STA Plaza as vital as it is to the authority’s operation, this three-month postponement could spell doom for projects like the Central City Line and plans for a high-performance transit network in the Spokane region. Especially if a solution to the impasse isn’t found quickly. DSP and GSI oppose the planned reboot despite the relatively low cost of such a measure, as compared to realigning STA’s operations at an alternative facility. Moreover, the two groups have yet to present a compelling case that loitering (read: waiting for buses) has harmed downtown’s economic vitality, or that such a problem is unique to Spokane (have you ever seen the Transbay Transit Terminal in San Francisco? San Jose’s Diridon Station?). They have also failed to pony up the necessary dollars to move the facility, as they propose. Until such a case can be presented or such funding can be found, this can be chalked up to just another short-sighted attempt to hold Spokane back from making progress on improving vital services and infrastructure like transit.
Urban cities have loiterers. They have panhandlers. They have homeless people. Spokane doesn’t have a “street kid” problem or a “loiterer” problem or a “homeless” problem. It has a “well-connected cynic” problem.
What do you think? Do you use the STA Plaza? How does it compare in your experience to transit terminals in other cities? Do you support the plaza renovation, which would create indoor waiting spaces and retail in attempt to further decrease loitering on the street? Should the Plaza cease to exist, perhaps in favor of a Portland-style transit mall? Share your thoughts in the comments, on Facebook, and on Twitter. We love to hear from you.
From 2000-2006, the Spokane area was deep in a planning process for future light rail transit (LRT) in the South Valley corridor from downtown to Liberty Lake along Riverside and Sprague, with future extensions possible to Spokane International Airport and Coeur d’Alene. STA commissioned study after independent study, all indicating that at $17 million per mile–the projected cost of the developed project–light rail would more than pay for itself, generating billions in economic development. And significantly, because the cost of such a proposal is likely to skyrocket in coming years as the region grows, it was discovered that the annual operating cost of the light rail system would be less than the annual growth in construction costs, were the project to be built at some point in the future, instead of now.
But then, in 2006, the project was ditched after a hastily-written advisory vote was placed on Spokane’s November ballot. Though the totals were close (52-48), STA and local leaders considered it a mandate against light rail.
Now, light rail as a proposal is back from the grave. The Inland Empire Rail Transit Association, or InlandRail, has shown its first concrete signs of life since 2011. The organization recently engaged in a billboard campaign, and a recent Spokesman-Review article noted the possibilities that LRT presents. There’s a renewed sense that light rail could be one solution in an overall package of transportation projects designed to plan for future growth in the area. Even STA has suggested light rail for the South Valley corridor. It’s clear that a new sense of optimism has developed surrounding transit projects in the area.
After the break, view more videos of the original light rail proposal.