Skip Top Navigation

You are here: Home > Agency Projects > Projects - US 195 > US 195 - Hatch Road to Interstate 90

US 195 - Hatch Road to Interstate 90 - Corridor Safety Study

Overview

US 195 looking south from Spokane's South Hill

The Washington State Department of Transportation conducted a Corridor study to address the safety concerns on US 195 from Hatch Rd to I-90.

US 195 is part of the National Highway System (NHS) and is vital to the movement of both people and goods in the eastern part of our state.

The purpose of this study was to develop a long range plan to improve both the safety and operation of the transportation system.

Study Timeline

Study Timeline

Important Dates
July, 31 - All viable alternatives developed
August, Second - Fourth week - Schedule open house - Workshop(1)
September 8 -Open house at Emmanuel Lutheran Church  314 South Spruce Street in the Brown's Addition across from the southwest corner of Coeur d'Alene Park. 
October, 30 - All public comment from all sources received by Oversight Team
November, First - Third week - Value Engineering Study
December, First - second week - Open house
January, 1999 - Eastern Region Approval - Submit to City of Spokane for their approval if not  concurrent and adoption under the comprehensive plan.  Submit to Spokane County for approval if  required.

History of US 195

Inland Empire Way (original highway PSH No. 3 South)

  • 1915 - First State project on 195, grading from Spokane to Spangle.

  • 1925 - Paving Project.

  • 1934 - Spokane South Entrance, including graded, paving and bridge construction.

  • 1939 - Relocated 195 between Cheney-Spokane Rd and Qualchan Rd.

  • 1955 - Relocated 195 in Meadowlane vicinity.

  • 1963 - Four lanes from I-90 to Inland Empire Way.

  • 1969 - Four lanes from Inland Empire Way to Hatch Rd.

 

Average Weekday Traffic (US 195 near Railroad crossing)

Average Weekday Traffic is the number of vehicles traveling in both directions during the day.

Average Weekday Traffic

source:  City of Spokane

Traffic has almost doubled in the last 18 years. Half of the increase has been in the last three years.

 

Peak Hour Traffic Counts

                                                                           AM                                            PM                                              

Northbound US 195

Hatch Rd
Meadowlane
Cheney-Spokane Rd
Inland Empire Way
16th Ave
Eastbound ramp to I-90
Westbound ramp to I-90		 1994

308
399
472
699
744
NA
NA		 1998

347
625
621
882
831
807
161		 1994

265
258
310
364
323		 1998

281
NA
394
548
527

Southbound US 195

Hatch Rd
Meadowlane
Cheney-Spokane Rd
Inland Empire Way
16th Ave

Turning Movements

Hatch Rd to NB 195
NB195 to Qualchan
Cheney-Spokane to NB195
SB195 to Cheney-Spokane
NB195 Inland Empire Way
NB195 to WB 16th

NB = northbound
SB = southbound
WB = westbound        
1994

165
225
266
268
225

1994

 250
 53
 153
 37
 31
 59
1998

218
290
214
296
288

1998

282
55
236
86
44
65

 
1994

247
448
676
563
532

1994

45
15
57
170
19
29
1998

345
NA
550
747
836

1998

119
26
163
312
27
41

sources : 1994 Bell-walker Engineers
               1998 WSDOT

Accident Rate

Increase  traffic volumes have brought an increase in both the accident rates and the total number of accidents.

The accident rate, while below the state average has increased substantially in the seven year period shown.

As indicated by the chart the total number of accidents in this corridor doubled from 1993 to 1996.

Accident Rate

source : WSDOT

Potential Growth (in the Latah Creek Area)

Potential Growth

The chart below lists the total proposed units and total present units for these developments.   These developments are only those that already have been platted.  Over 3000 units (houses and apartments) could be built in the next few years.

The Latah Creek area is one of the largest undeveloped areas both within the Urban Growth Boundary and in close proximity to downtown Spokane.  This brings the potential for significant growth in the next few years which will continue to impact our transportation system.

Researchers have found that a housing unit will typically generate from 7 to 10 vehicle trips per day.  A trip is defined as one way.  Going to work and coming back home constitutes two trips.

The addition of 3000 housing units could add up to 21,000 daily trips to US 195 which is more than the current daily traffic.

see aerial images with average daily traffic (ADT) and residential development numbers below.  

Residential Developments          Proposed Units           Present Units

 
Eagle Ridge                                       2272                                   40
Bridlewood                                           107                                   65
Qualchan Hills                                     107                                  107
Persimmions Woods                            431                                     0
Sunny Creek                                         99                                    34
Spring Creek                                         34                                      0
Canyon Bluffs                                       790                                     0
 
Total                                                  3840                                 246
 source: SRTC
 
Growth ADT 01, Growth ADT 02, Growth ADT 03, Growth AD T04

Objectives

Objectives for US 195

  • Maintain 195 as a free-flowing facility.
    WSDOT recognizes that signals on this type highway are a safety problem.  Signals would disrupt free flowing traffic.
  • Increase corridor safety
    Accidents have increased, with accidents at intersections being a major part of this increase.  The plan will address safety issues.
  • Provide routes for local traffic to immediate area and downtown
    US 195 now serves as the arterial for the neighborhoods south of Inland Empire Way.  This plan will look at providing other routes to travel within the local area and to downtown.
  • Minimize impact to neighborhoods and the environment
  • Involve public in planning process
    Efforts will be made to meet with neighborhoods, conduct open houses and meet with interested parties.  An advisory committee has been established with public and private representatives.

    Complex Design Issues

    Complex Design Issues 

    These are some of the critical design issues that will be considered in developing a transportation plan for the 195 corridor.

    • voiding impacts to the creek and wetlands
    • fitting a transportation system into a narrow corridor with areas of steep terrain, railroads and tunnels
    • providing safe access to the highway
    • minimizing the impacts to homes and businesses

       

       

    Preliminary Concepts

     

     

    Thorpe Road to 16th Avenue Options

    Marshall Road to Lindeke Road Option Marshall to Lindeke Map

    Advantages:

    • Provides a fairly straight frontage road alignment
    • Provides two routes to downtown - Lindeke St to Sunset Blvd. and Thorpe Rd to Inland Empire Way.
    • Tunnel for abandoned RR would be removed
    • Minimizes right of way requirements and impacts to residents

    Disadvantages:

    • Access to and from US 195 would not be provided at 16th Ave or at Thorpe Rd

     

    Abandoned Railroad to Lindeke Frontage Road Option Abandoned RR to Lindeke Map

    Advantages:

    • Provides a fairly straight frontage road alignment
    • Provides two routes to downtown - Lindeke St to Sunset Blvd. and Thorpe Rd to Inland Empire Way.
    • Tunnel for abandoned RR would be removed
    • Minimizes right of way requirements and impacts to residents

    Disadvantages:

    • Access to and from US 195 would not be provided at 16th Ave or at Thorpe Rd
    • Abandoned RR embankment would be removed which would increase cost

     

    "S" Curve Frontage Road Option S Curve Option Map

    Advantages:

    • Utilizes more of the existing Lindeke St

    Disadvantages:

    • Access to and from US 195 would not be provided at 16th Ave or at Thorpe Rd

     

    Collector Distributor Option Collector Distributor Option Map

     

     

    Qualchan Drive to Inland Empire Way Options

     

     

    Split Interchange/No Frontage Roads Option Split Interchange No Frontage Roads

    Advantages:

    • No encroachment or impact to Hangman (Latah) Creek
    • Traffic should be able to move easily through the interchange
    • Inland Empire Way and Cheney-Spokane Rd would be connected
    • The crossing over US 195 would be close to the railroad providing less visual impact in the corridor

    Disadvantages:

    • A significant amount of right of way would be required
    • Additional cost for new railroad crossing of frontage road
    • Access to and from Cheney-Spokane Rd to US 195 northbound lanes would be farther away at Inland Empire Way

     

    Split Interchange with Frontage Roads Option Split Interchange With Frontage Roads

    Advantages:

    • No encroachment or impact to Hangman (Latah) Creek
    • Inland Empire Way and Cheney-Spokane Rd would be connected
    • The crossing over US 195 would be close to the railroad providing less visual impact in the corridor
    • Frontage roads would provide access to US 195 from Meadowlane Rd and Thorpe Rd

    Disadvantages:

    • A significant amount of right of way would be required
    • Additional cost for new railroad crossing of frontage road
    • Access to and from Cheney-Spokane Rd to US 195 northbound lanes would be farther away at Inland Empire Way
    • Frontage road to Meadowlane Rd could impact wetlands

       

       

    Cheney-Spokane Interchange Option Cheney Spokane Interchange Option

    Advantages:

    • Access would be provided to and from US 195 at Cheney-Spokane Rd

    Disadvantages:

    • Impacts more residences
    • Inland Empire Way would not have access to southbound US 195
    • Encroachment into Hangman (Latah) Creek would have to be avoided, by moving the northbound lanes of US 195 toward the median and/or constructing retaining walls along the shoulder of the ramps.
    • A frontage road to Thorpe Rd would be needed to provide access from Thorpe Rd vicinity to Cheney-Spokane Rd

       

    Meadowlane/Qualchan Frontage Road Option Meadowlane Qualchan Frontage Rd Option

    Advantages:

    • Would provide a more direct route from Cheney-Spokane Rd to Meadowlane/Hatch Rd vicinity

    Disadvantages:

    • Possible impacts to wetlands along Qualchan Drive
    • Construction costs could be high due to possible retaining walls.

       

    Collector - Distributor Option  Collector Distributor Option

    Advantages:

    • Minimizes right of way requirements by fitting within existing right of way

    Disadvantages:

    • Inland Empire Way would not have access to southbound 195
    • Construction costs could be high due to possible retaining walls in several areas
    • Thorpe Rd would have intersections located too close to each other

       

    Roundabouts  Roundabout 

     Roundabouts may be considered as an option for some of the intersections in the corridor study, such as Cheney-Spokane Road and Inland Empire Way.

  • Roundabouts when properly designed can:

     

    move traffic efficiently through an intersection without signals

    reduce accidents over other types of intersection controls

    provide opportunity for landscaping

    cost less than signalized intersections

     

  • Roundabouts which are different from traffic circles are appropriate only for specific situations.

     

     

        Meadowlane Road Options

     

     

    Flyover Interchange Option Meadowlane Flyover Option

    Advantages:

    • Access would be provided to and from US 195 in the Meadowlane Rd vicinity
    • Traffic should be able to move easily through the interchange

    Disadvantages:

    • A significant amount of right of way would be required

    Encroachment into Hangman (Latah) Creek would have to be avoided, by moving the northbound lanes of US 195 toward the median and/or constructing retaining walls along the shoulder of the ramps

     

     

      Meadowlane Rd Undercrossing Option Meadowlane Undercrossing Option

    Advantages:

    • No encroachment or impact to Hangman (Latah) Creek
    • Less right of way would be required

    Disadvantages:

    • US 195 may need to be raised 8-10 feet and Meadowlane Rd lowered at the crossing
    • Only access southbound off US 195 may be provided
    • Access to US 195 would be at Hatch Rd and/or Cheney-Spokane Rd vicinities via frontage roads
    • Construction costs could be high due to raising the lanes on US 195, construction of northbound and southbound bridges on US 195 and possible retaining walls between US 195 and the frontage road

       

       

     Diamond Interchange Option Meadowlane Interchange Option

    Advantages:

    • Access would be provided to and from US 195 in the Meadowlane Rd vicinity
    • Right of way requirements would be less than the flyover option

    Disadvantages:

    • Encroachment into Hangman (Latah) Creek would have to be avoided, by moving the northbound lanes of US 195 toward the median and/or constructing retaining walls along the shoulder of the ramps
    • Traffic would be congested on the crossroad because of the short distance between the three intersections

    It would not be desirable for the northbound onramp to serve as a frontage road from the crossing to Meadowlane Rd

     

     

    Eagle Ridge to Meadowlane Overcrossing Option Eagle Ridge to Meadowlane OvercrossingOption

    Advantages:

    • No encroachment or impact to Hangman (Latah) Creek
    • Construction costs could be less than other options

    Disadvantages:

    • A significant amount of right of way would be required
    • Access to and from US 195 would not be provided in the Meadowlane Rd vicinity
    • Access to US 195 would be at Hatch Rd and/or Cheney-Spokane Rd vicinities via frontage roads

       

       

     Meadowlane/Qualchan Frontage Road Option Meadowlane Qualchan Frontage Rd Option

    Advantages:

    • Would provide a more direct route from Cheney-Spokane Rd to Meadowlane/Hatch Rd vicinity

    Disadvantages:

    • Possible impacts to wetlands along Qualchan Drive
    • Construction costs could be high due to possible retaining walls.

       

       

    White Road and Hatch Road Options  

           

    White Road Interchange Option White Rd Interchange Option

    Advantages:

    • Provides more room for an interchange

    Disadvantages:

    • Crosses Hangman Creek in an area that is likely to meander
    • Impacts wetlands and flood plain
    • White Road access would have to be closed - connecting White Road to the interchange would make the grade on White Rd too steep
    • Encroachment into Hangman (Latah) Creek would have to be avoided, by moving the northbound lanes of US 195 toward the median and/or constructing retaining walls along the shoulder of the ramps 

       

       

    Hatch Road Interchange Option

    Advantages: Hatch Rd Interchange Option.

    • Crosses Hangman Creek at an already existing crossing - the existing bridge would be replaced
    • Hangman Creek tends to be more stable in this area with less chance of meandering
    • Access from Hatch Rd to US 195 would be at Hatch Rd

    Disadvantages:

    • Requires large cut on west side of US 195 for frontage road and ramps
    • Access from US 195 southbound to Hatch Rd may be at Meadowlane vicinity with a frontage road to the Hatch Rd interchange

    Encroachment into Hangman (Latah) Creek would have to be avoided, by moving the northbound lanes of US 195 toward the median and/or constructing retaining walls along the shoulder of the ramps

     

     

     


    • Copyright WSDOT © 2013