Chapter 4 - Transportation
PlanSpokane 2046 draft
Aug 7, 2026
[Page 1]
This cover page is not part of the draft Comprehensive Plan and is intended to only help with navigation of the drafts.
The chapter you see here is the result of months of
work by countless individuals throughout the
community. It represents a combination of inputs
generously provided by the public, Plan
Commission, City Council, and many others. This
updated chapter will eventually be considered by
the Plan Commission and City Council for inclusion
in PlanSpokane 2046.
Our teams have worked hard to create these
updated chapters. Each has been discussed at the
Plan Commission, by various Plan Commission
subcommittees, with City Council in general, and
shared with the public at various points along the
way. These chapters represent the efforts of many,
helping to describe the policy and guidance the
Comprehensive Plan can provide in each topic area.
Please note this version supersedes any previously
published versions, including the release of many
chapters last October. All prior versions should be
considered out-of-date from this point on.
As with prior versions, this chapter includes the
basic text, but might not match the visual look and
format of the final document (we're still working on
that). To help readers identify where updated
language has been provided, a series of icons are
shown at right along the way. These aren't part of
the final document--they're provided to help
readers understand where certain changes may
have come from, where past policies have been
combined, etc. A guide to those icons is provided
below. Each chapter will use the same set of icons
for consistency.
General information or
notation is provided, clarifying
overall changes to the text.
Language was streamlined or
condensed for readability
or clarity.
A new Goal or Policy was added,
not sourced from the currently
adopted plan.
Policy language was added to ensure
consistency with changes in law at the
State/Federal level.
USEFUL
ICONS
Multiple Policies from the currently adopted
plan were combined into one, usually done
to eliminate redundant language.
Text was added as a result of the City's
study of Racially Disparate Impacts and
Displacement.
A policy or text was added as recommended by the Climate Resilience and
Sustainability Board (CRSB).
A goal or policy was removed or moved to
another chapter. These are listed at the end of
each chapter and include a reason.
What's Next for PlanSpokane?
Because this is the first complete view of some
chapters (e.g. Growth Strategy, Transportation,
Capital Facilities), we anticipate one more release
of updated chapters and maps later this summer.
After that, Plan Commission will likely hold a
hearing to consider the overall document. We'd
love to hear from you along the way.
Document Version: August 5, 2026
If you have any comments on the chapters, please
engage with us at http://planspokane.org or by
email at planspokane@spokanecity.org. All
comments are considered and each will be
provided to the Plan Commission and City Council
for their consideration prior to any hearings on
the proposed document.
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Chapter 4: Transportation
Introduction
The Transportation Chapter sets out the transportation priorities of Spokane
and partners to meet the needs of current and future residents, employees,
business-owners, and visitors. This Chapter also reaffirms the City’s
commitment to an open, public, and transparent project prioritization
process in the development of capital projects and programs. The appendix
of this Chapter contains project inventories documenting anticipated facility
needs over the next 20 years to carry out the PlanSpokane growth strategy.
Given changing transportation needs and lifestyles expected in future years,
this Chapter guides Spokane toward a well-maintained, multi-modal
transportation system providing safe and efficient mobility for all,
supporting economic and community vitality, and promoting a healthy,
livable environment.
In 2046, Spokane’s transportation network will include extensive high-
frequency transit connected networks for active transportation, and facilities
designed for safety for all users, whether walking, bicycling, rolling with an
adaptive device, taking transit, or driving. Investments will continue
anticipating and adapting to emerging technologies, while prioritizing
maintenance and upgrades of existing facilities and corridors over new
construction. Completion of the highway network and the North Spokane
Corridor within the horizon of this Comprehensive Plan update also allows
Spokane to focus on investing in major local roadways, such as the Division
Street corridor, to support community goals such as livability, connectivity
and economic development.
In achieving this vision, Spokane benefits from a connected grid of streetcar-
era streets built during decades of robust development at the turn of the
20th century. The spines of Spokane’s historic streetcar system create
opportunities for re-establishing multi-modal connections between
neighborhoods, business districts, services, and amenities. This approach
aligns with the 20-year vision and growth strategy of PlanSpokane 2046,
which focuses growth towards locations with high potential for increased
accessibility made possible by existing and planned transportation
investments.
Achieving this vision relies on coordination among regional partners and
agencies, including the Spokane Regional Transportation Council,
Washington Department of Transportation, Spokane Transit Authority, the
Public Facilities District and local Public Development Authorities, and
neighboring jurisdictions. These partners will continue working together to
deliver transportation projects of local and regional significance. This
collaboration between partners ensures efficient investments that meet the
Review notes
The introduction was updated and
condensed, removing a lot of outdated
background information, largely due to
redundancy.
Each policy was included under the
relevant goal it supports.
Key actions for each policy were
removed and delegated to the
appropriate modal plans or appendices.
[Page 3]
transportation needs of current and future residents, employees,
businesses, and visitors.
The following priorities inform each of the transportation goals and related
policies.
Enhancing Safety and Public Health
The City of Spokane promotes healthy communities by implementing a
transportation system that improves safety in all neighborhoods, provides
for the ability to reduce auto mode share, and increases the number of
active travelers and transit riders of all ages and abilities. The City will work
with the Spokane Regional Health District and other agencies to promote
active lifestyles through educational and encouragement programs and safe
and accessible routes for active travelers of all ages and abilities in all
neighborhoods. The City will consider the needs of all roadway users when
applying traffic-calming measures.
Implementing safety efforts should be done in a comprehensive manner to
safeguard against shifting traffic problems from one neighborhood to
another. Programs and projects will align with local, regional, state, and
federal commitments to achieve zero roadway fatalities and serious injuries,
with a target of 2036 for the City of Spokane.
Spokane recognizes the importance of evaluating transportation projects
using objective criteria to reflect community standards. An environmental
justice approach avoids decisions that disproportionately impact the
environmental and human health of underserved neighborhoods and
vulnerable populations.
Promoting a Sense of Place
The term “sense of place” describes the prevailing atmosphere of a place
created by design features, historic characteristic, natural environment, and
cultural elements. This includes the qualities and characteristics that make
a place special or unique, such as cultural identity and heritage.
Transportation facilities and infrastructure affect the identity, natural
environments and cultural landscape of business districts, parks, and other
community amenities.
These qualities and characteristics can be reflected in the design of the
streetscape, which in this Chapter refers to the built features of the public
right-of-way, including vehicle travel lanes, bike lanes, transit stops, curbs,
parking strips, sidewalks, signage, benches, bike racks and shared mobility
parking areas, lighting, landscaping, ramps, curb extensions, and other
amenities commonly located in or along public streets.
Transportation facilities can foster a sense of place through design features
tied to surrounding land uses, with streetscape elements that respond to
Review notes
The Transportation Chapter was
reorganized since the May 2026 draft
release, putting the themes of the
Chapter at the beginning rather than
around the associated Goals, reflecting
the organization of the other Chapters.
This provides readers a holistic view of
the Chapter prior to getting to the Goals
and Policies.
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input from the local community. Unique design features set a street or
segment of a street apart, creating an environment supporting economic
vitality and innovation. Application of place-making design elements occurs
in coordination with planned land uses and infrastructure projects, and in
collaboration with community partners.
Providing Transportation Choices
The Spokane community desires choices for transportation, including
options for commuting, recreation, and short trips using transit and active
modes like walking, bicycling, and rolling with assistive devices. Other
choices such as rideshare, carpooling, taxi/for hire services, and private
vehicles also play important roles in providing transportation options.
Traditional transportation activities focus on the design and construction of
facilities–yet travel behavior and mode choice are determined by a broader
set of factors.
Accommodating Access to Daily Needs
Land use type, mix, intensity, and distribution influence travel choices, with
implications for the planning and construction of transportation facilities.
Creating prosperous and walkable neighborhoods with opportunities for
people to meet and connect requires treating streets primarily as places for
people rather than spaces for vehicles.
When land uses are planned in a way that reduces the distance between
homes, workplaces, and daily needs and are coordinated with appropriate
transportation investments, the City can support highly connected
neighborhoods with easy access to destinations. Supporting this
connectivity involves prioritizing connections that make it possible to
accomplish daily needs within a short walk, bike, roll, transit trip, or drive.
Setting Transportation Level-of-Service
Level-of-Service (LOS) standards play a fundamental role in selecting the
location and design of transportation facilities throughout the city, guiding
decisions about when, where, and how to invest in changes to facilities in
alignment with changing land uses and development patterns. Aligning LOS
standards with the selected growth strategy plays a fundamental role in
achieving Spokane’s vision for the next 20 years.
Promoting Economic Opportunity
Public right-of-way is one of the most valuable assets owned and controlled
by the local government. Infrastructure investments in the right-of-way can
significantly affect the private investments that occur nearby. Movement of
people and goods is critical to Spokane’s economic vitality and well-being.
Likewise, investments that enhance the streetscape and create a pleasant
environment for people to spend time increase the economic productivity
Review notes
ge 4
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and wealth of the community. An efficient multi-modal system supports
livable places while accommodating safe and direct connections for people
and goods on every level – from major industrial areas to mixed-use areas,
to key neighborhood economic centers.
Maximizing Benefits with Integration
The public right-of-way serves multiple public and private functions, at
surface level and below grade. Utilities, stormwater management, traffic
management, parking, bikeways, sidewalks, landscaping, and street
amenities all overlap within the right-of-way. Deliberate and coordinated
programming of maintenance, replacement, and construction benefits the
public in multiple ways. Integrating work on multiple assets within public
right-of-way leverages public funding to achieve the maximum benefit from
each dollar spent. This approach reduces the number, frequency, and
cumulative duration of construction projects, reducing lost revenue from
interruptions to daily needs, services, and economic activity.
Street repair requires perpetual investment to maintain our system to
achieve community goals. Spokane seeks funding from a variety of sources
to support major infrastructure investments and system maintenance for
arterials, residential streets, and sidewalks. In this work, integrating work
leverages every investment to generate maximum public benefit.
Ensuring Sustainable Funding for Operations and Maintenance
Successful operation and maintenance of new capital transportation
infrastructure depend on corresponding increases in funding resources for
the staffing, equipment, and supplies of maintenance and operations
programs. While regional, state, and federal funding resources have been
established for major capital outlays, funding of ongoing operations largely
depends on local funding initiatives, requiring community-wide
understanding and support for investing in these programs. Equitably
providing transportation access throughout the city requires reliable,
ongoing, and sufficient funding for operations and maintenance programs.
The City should reduce unnecessary roadway and intersection expansion to
reduce future maintenance costs associated with paving and maintenance
operations.
Achieving Climate Goals
Reducing emissions from vehicle travel improves air quality and supports
healthier communities, while mitigating the long-term impacts of climate
hazards on transportation infrastructure.
Review notes
5
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Enhancing Resiliency
Climate hazards damage roads, bridges, and rail infrastructure, and make
walking, biking, rolling, using transit, and driving unsafe. This disrupts travel
and limits the community’s ability to evacuate safely during emergencies.
Achieving Context-Sensitive Design
Aligning the design of transportation infrastructure and public right-of-way
with adjacent land uses creates opportunities to leverage public investment
to support the community’s vision for safety and livability.
Goals and Policies
Goals and policies provide specificity for planning and decision-making.
Overall, they indicate desired directions, accomplishments, or aims in
relation to the growth and development of Spokane.
Goal: TR-1, Enhance Safety and Public Health
Promote healthy communities by providing and maintaining a safe
transportation system with viable active options that serve the needs of all people
using the system, particularly the most vulnerable.
Policy: TR-1.1, Traffic Calming
Use context-sensitive traffic calming measures that maintain safe speeds,
manage cut-through traffic, and improve safety while reducing negative
traffic impacts and improving quality of life.
Policy: TR-1.2, Eliminate Serious and Fatal Injuries
Eliminate serious and fatal injuries on Spokane’s roads through proactive
and ongoing assessment of traffic safety data and conditions, using proactive
analysis to anticipate locations posing safety challenges. Use this analysis to
support prioritization of safety as the primary factor in infrastructure design
and enable rapid implementation of safety improvements.
Policy: TR-1.3, Maintain Safe Streets Plans
Maintain and update the Vision Zero Safety Action Plan and other Safe
Streets plans, and produce new planning documents as needed and
according best practices, to ensure safe, efficient, and direct access for
walking, bicycling, and rolling to key destinations, including downtown
Spokane, transit stations, schools, parks, and trails. Update citywide analyses
from the Pedestrian Plan, City Safety Plan, Bicycle Master Plan, and Bicycle
Priority Network to continually assess and proactively identify major safety
challenges at arterials streets and recommend appropriate safety
treatments.
Review notes
Former TR Goal F: Enhance Public Health
& Safety was moved to TR-1 and
updated slightly to emphasize safety
foremost, due to increasing rates of
serious injury and fatal crashes on the
City transportation network as well as
public concern expressed during
community engagement.
Former Policy TR 14: Traffic Calming,
was moved to align with Goal TR-1 and
renumbered as TR-1.1.
Policy 1.2 is a new policy added to
conform with Spokane Vision Zero
Safety Action Plan and Vision Zero
Resolution.
Policy 1.3 is a new policy added to
conform with recent legislation
(HB1181).
[Page 7]
Policy: TR-1.4, Design for Community Safety
Support community safety through design of transportation infrastructure
features including shelter, lighting, street furniture, and access to the
adjacent built environment, enhancing safety for walking, bicycling, rolling,
accessing transit, parking, and driving.
Policy: TR-1.5, Prioritize Vulnerable Road Users
Ensure the roadway network prioritizes the safety of the most vulnerable
road users first according to risk of serious injury or death on the City’s
transportation network. Prioritize walking or rolling with assistive or
adaptive devices, followed by bicycling or using other non-vehicular mobility
devices, followed by public transit, followed by driving motor vehicles.
Policy: TR-1.6, Safe and Healthy Community Promotion Campaigns
Conduct regular City-specific community education and outreach to promote
a shift toward non-driving travel modes such as bicycling and public transit.
Prioritize targeted campaigns that reach residents at critical times when an
intervention will be most successful, such as during special events, seasonal
changes, start of the school year, moving within Spokane to a new
neighborhood, moving to Spokane from another location, or other times
requiring decisions around travel behavior. Similarly, target specific travel
patterns with the highest degree of success, such as daily travel to work or
school, or daily travel within a targeted neighborhood or district. Partner
with other agencies to implement innovative and effective outreach
campaigns that combine engineering, education, and evaluation, and are
culturally responsive and linguistically accessible.
Policy: TR-1.7, Law Enforcement and Emergency Management
Partner with law enforcement and foster new partnerships between
departments and agencies to bolster enforcement efforts that protect the
safety of all users, particularly the most vulnerable, while identifying and
addressing emergency management needs. Strategically integrate features
for multiple travel modes on designated, planned, or potential evacuation
routes to enhance options and redundancy within the evacuation network.
Continue expanding proven enforcement strategies, such as the use of speed
cameras and self-enforcing design features such as traffic calming
investments.
Goal: TR-2, Promote a Sense of Place
Promote a sense of community and identity through the provision of context-
sensitive design features, recognizing the impact of these choices on the way
people interact and experience their community, both while traveling within
neighborhoods and while traveling between different parts of the city.
Review notes
Policy 1.4 is a new policy, added to
conform with the Complete Streets
Program.
Policy 1.5 is a new policy added to
conform with Spokane Regional Safety
Action Plan.
Former Policy TR 21: Safe & Healthy
Community Education & Promotion
Campaigns, was moved to align with
Goal TR-1 and renumbered as TR-1.6.
Language around considering cultural
responsiveness and accessibility added
based on an Environmental Justice
Review of the Transportation Chapter.
Former Policy TR 22: Law Enforcement &
Emergency Management, was moved to
align with Goal TR-1 and renumbered as
TR-1.7.
[Page 8]
Policy: TR-2.1, Activation
Build and maintain complete streets and public spaces in the right-of-way
featuring unique design features and promoting economic vitality and a
sense of place, with a focus on areas prioritized for urban mixed-use
investment, such as Urban Hubs. Coordinate investments with anti-
displacement strategies and affordable housing policies while focusing
investments in previously marginalized or under-served areas of the city.
Policy: TR-2.2, Effective Community Engagement
Seek community input to address potential impacts of transportation
projects on people accessing gathering places or destinations such as
schools, community centers, businesses, neighborhoods, and other
community destinations. Prioritize the input of community partners,
including Neighborhood Councils and Community-Based Organizations, and
leaders representing gathering places, destinations, and community bodies,
as well as residents and regular users of affected facilities. Provide language
access to solicit culturally responsive and representative community input.
Establish clear engagement goals and ensure that outreach content and
methods align with established goals. Use associated community feedback
to inform the selection of streetscape amenities and design elements that
uniquely reflect local context, history, and local input.
Policy: TR-2.3, Natural Environment and Cultural Heritage
Preserve and enhance natural, community, and cultural assets in places
where people live their daily lives to support a rich sense of place and
identity. Evaluate the impact of transportation projects on natural and
cultural community assets using objective criteria.
Policy: TR-2.4, Natural Environment
Preserve and enhance natural features and assets in places where people
live their daily lives to support a safe and healthy environment. Promote
healthy communities by providing a transportation system that protects and
improves environmental quality and access. Improve livability by
encouraging landscaping and natural features on transportation facilities in
targeted areas to support the safety and health of the community.
Goal: TR-3, Provide Transportation Choices for All Users
Meet mobility needs by providing facilities and programs for those using multiple
transportation options, including those walking, riding bikes, rolling with assistive
devices, accessing public transportation, driving private vehicles, and using other
options and mobility devices.
Review notes
Former Policy TR 15: Activation, was
moved to align with Goal TR-2 and
renumbered as TR-2.1.
Language around coordinating
investments with anti-displacement
strategies added based on an
Environmental Justice Review of the
Transportation Chapter.
Former Policy TR 23: Effective and
Enhanced Public Outreach, was moved
to align with Goal TR-2 and renumbered
as TR-2.2. Language has been expanded
to include a focus on language access.
Direct reference to Neighborhood
Councils and Community-Based
Organizations added based on public
engagement and feedback.
Policy 2.3 is a new policy, with language
from former TR Goal E: Respect Natural
& Community Assets.
Policy 2.4 is a new policy, that combines
language from former TR Goal E:
Respect Natural & Community Assets,
and former TR Goal F: Enhance public
Health and Safety. Reference to access
added based on community feedback.
[Page 9]
Policy: TR-3.1, Design and Build Transportation Options for All Users
Design the transportation system to provide a complete transportation
network in line with the Complete Streets Ordinance, ensuring equitable
distribution of innovation, access, choice, and options for all users. Users
include people walking, rolling with assistive devices, bicycling, people
accessing transit, and persons of all abilities, as well as freight, emergency
vehicles, and motor vehicle drivers. Ensure designs anticipate long-term,
four-season maintenance strategies and programs.
Policy: TR-3.2, Upgrade Network to Meet Standards
Complete necessary upgrades to ensure that all streets meet mandated
accessibility standards and Level-of-Service (LOS) standards outlined in the
Bicycle Master Plan, Pedestrian Master Plan, Spokane Transit’s
Comprehensive Plan, and the Arterial Street map, safe systems plans, and
any other adopted plans and standards that come into existence.
Policy: TR-3.3, Base Standards on the Intended Users
Develop and apply guidelines and standards in alignment with the Complete
Streets Ordinance and other adopted plans and ordinances that make
priority transportation modes competitive in terms of travel time, comfort,
and accessibility. Provide roads and pathways designed, operated, and
maintained to accommodate and promote safe and convenient travel for all
users and all modes, appropriate to the context and goal of each facility.
Standardize design details for infrastructure features important to all travel
modes. Adopt design standards providing project-level interpretation of the
goals, policies, and project maps provided in the Comprehensive Plan and
Transportation Chapter.
Policy: TR-3.4, Limit Exceptions to Street Standards
Enforce standards and developing programs and projects to bring non-
compliant facilities to a level meeting or exceeding those standards. Maintain
bicycle and pedestrian connectivity during construction of development or
projects that block the right-of-way.
Policy: TR-3.5, Active Transportation Project Selection
Identify high-priority active transportation projects that complete and
upgrade priority active transportation networks. Focus on delivery of projects
that contribute to a connected and complete priority active transportation
network.
Goal: TR-4, Accommodate Access to Daily Needs and Destinations
Prioritize transportation facilities that align with land use goals to advance
Spokane’s quality of life by connecting residents with daily needs, services,
businesses, resources, and destinations.
Review notes
Former Policy TR 1: Transportation
Network For All Users, was moved to
align with Goal TR-3, renumbered as TR-
3.1, and edited to focus on
transportation system design.
Policy 3.2 is a new policy
Policy 3.3 is a new policy
Policy 3.4 is a new policy
Former Policy TR 5: Active
Transportation, was moved to align with
Goal TR-3 and renumbered as TR-3.5.
Goal TR-4 is a revision of former TR Goal
C: Accommodate Access to Daily Needs
and Priority Destinations.
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Policy: TR-4.1, Access to Daily Needs
Connect where people live, work, learn, access essential services, play, and
shop with a variety of transportation options. Coordinate multi-modal
capacity expansion efforts with the location of higher-density housing.
Policy: TR-4.2, Access to Transit
Ensure quality facilities for walking, bicycling, and rolling to transit stops and
stations within the corresponding walking, bicycling, and rolling radius.
Support expansion of bicycle rack and locker capacity at appropriate transit
stops, shared mobility parking areas, and park and rides connected to bus
rapid transit (BRT) improvements.
Policy: TR-4.3, Support Public Transit Expansion
Support public transit expansion and use through coordinated land use and
transportation planning that prioritizes transit service for lower-income and
overburdened neighborhoods.
Policy: TR-4.4, Neighborhood Access
Require developments to provide open, accessible, internal multi-modal
transportation connections, both within developments and to adjacent
properties, streets, and neighborhoods.
Policy: TR-4.5, Equitable Accessibility
Transportation facilities should be maintained and improved in a manner
that equitably serves Spokane and provides access to transportation options.
Policy: TR-4.6, Flexibility and Adaptability to Changing Technology
Adapt to changing transportation needs and travel choices as new
transportation options and technologies emerge.
Goal: TR-5, Managing Transportation Level-Of-Service
Align Level-of-Service (LOS) standards with the selected growth strategy to
support areas targeted for mixed-use growth, economic activity, walkability,
accessibility, and adoption of multi-modal transportation options.
Policy: TR-5.1, Aligning Transportation Choices and Growth.
Set and maintain transportation Level-of-Service (LOS) standards that align
optimal transportation choices with desired growth patterns.
Policy: TR-5.2, Multi-modal Level of Service Standards
Apply Level-of-Service (LOS) standards to all modes—including walking,
bicycling, rolling, accessing transit, and driving. Continue to upgrade
assessment and mitigation for active transportation and other multimodal
transportation options in concurrency programs. Maintain LOS standards
Review notes
Policy 4.1 is a new policy, using policy-
level language from former TR Goal C.
Policy 4.2 is a new policy, created from
policy-level language in the former TR
Goal C.
Policy 4.3 is a new policy created from
former Policy TR 7: Neighborhood
Access, which emphasized access to
transit stops.
Former Policy TR 7: Neighborhood
Access, was moved to align with Goal
TR-4 and renumbered as TR-4.4.
Language has been slightly reworded for
clarity.
Policy 4.5 is a new policy, developed
from policy language in the “Intent”
section of former TR Goal C.
Policy 4.6 is a new policy developed
from policy language in the “Intent”
section of former TR Goal C.
Goal 5 is new, added to expand on
former policy TR 3 Transportation Level-
of-Service.
Former Policy TR 3: Transportation
Level-of-Service (LOS), has been
renumbered TR 5.1, renamed “Aligning
Transportation Choices and Growth”,
and moved to align with new Goal TR-5
Policy 5.2 is a new policy with language
from former policy TR 3
[Page 11]
for walking, bicycling, and rolling while detours are in place. Establish and
maintain LOS standards for clearance of facilities through four seasons.
Policy: TR-5.3, Targeted Level-of-Service Standards.
Support differentiation in Level-of-Service (LOS) standards between (1) areas
targeted for growth and where transportation mode choices are available
and (2) areas not targeted for growth and that have fewer transportation
mode choices. Downgrading LOS in some areas can include allowing auto
LOS F in more locations where street connectivity is high and maintaining
LOS E in locations where transit uses the corridor. Specific LOS standards are
defined in the Modal Elements appendix to this Chapter, matching standards
with areas of the city targeted for different levels of growth.
Policy: TR-5.4, Multi-benefits of Level of Service.
To encourage development in desired areas, permit reduced Level-of-Service
(LOS) for vehicles and related increases in congestion to support mixed-use
areas targeted for growth and multimodal transportation investment. In
these areas, congestion coupled with higher levels of service for walking,
bicycling, and rolling supports economic activity and community vibrancy.
Reducing LOS in these areas can reduce the cost of the infrastructure
required to serve these areas by reducing costs associated with excessive
roadway and intersection expansion as well as ongoing resurfacing and
maintenance.
Policy: TR-5.5, Level of Service and Vehicle Speeds
Lower vehicle Level-of-Service (LOS) in focused growth areas to achieve lower
vehicle speeds, consistent with the goals of these focused growth areas.
Deliver corresponding increases in the availability of multiple transportation
options in these areas to balance overall transportation needs.
Policy: TR-5.6, Concurrency
Assure that those public facilities and services necessary to support
development are adequate to serve that development at the time of
occupancy, as established in the City’s Transportation Concurrency Level-
of-Service Standards Administrative Policy and Procedure.
• Vehicle Policy: Concurrency applies to all city-owned arterials
shown on Map TR 13, except HSS routes shown in Map TR 12,
which are not subject to concurrency in state policy.
• Non-motorized Policy: The pedestrian policy is based on miles of
sidewalk completed per year compared to an annual target, and
the bicycle policy is based on percentage of bicycle network
completed each year, based on Map TR5.
Review notes
Policy 5.3 is a new policy, with language
from former policy TR 3
Policy 5.4 is a new policy with language
from former policy TR3
Policy 5.5 is a new policy with language
from former policy TR3
Policy 5.6 is a new policy with language
from the “Concurrency” section in the
Modal Elements portion of the previous
Transportation Chapter.
[Page 12]
• The City shall perform a concurrency test for non-motorized
transportation on an annual basis at the end of construction
season.
Goal: TR-6, Promote Economic Opportunity
Implement projects that support and facilitate economic vitality and opportunity
in support of the City’s land use plan objectives.
Policy: TR-6.1, Promote Economic Exchange
Provide efficient and affordable multi-modal access to jobs, education,
services, and workforce training to promote economic opportunity in the
City’s designated growth areas. Target development on selected street
corridors to enhance commerce and attract jobs.
Policy: TR-6.2, Commercial Center Access
Improve multi-modal transportation options to and within mixed-use areas,
including areas designated for focused growth.
Policy: TR-6.3, Move Freight
Maintain a freight network that respects needs of businesses as well as
neighborhoods. Maintain an appropriate arterial system map that
designates a freight network that enhances freight mobility efficiencies and
increases the City’s economic health. The needs for delivery and collection of
goods at businesses by truck should be incorporated into the freight network,
and the national trend of increased deliveries to residences anticipated.
Policy: TR-6.4, Use Public Right-of-Way Improvements to Catalyze
Private Investment
Pursue opportunities to enhance street features including landscaping and
amenities such as seating, lighting, bike racks, wayfinding signage, and other
features. Increase on-street parking and contribute to a pleasant urban
environment to catalyze new development and promote complementary
investment from property owners and businesses.
Policy: TR-6.5, Drive Economic Development
Support economic development by prioritizing transportation investments
that enhance multi-modal access to and within focused growth activity
centers, provide greater food security for residents, and produce quality
places that retain value through time.
Goal: TR-7, Maximize Public Benefits with Integration
Design and maintain a fiscally efficient, environmentally responsible, and socially
equitable transportation system that serves users through coordinated planning
and budgeting with other partners and utilities.
Review notes
Former Policy TR 9: Promote Economic
Opportunity, was moved to align with
Goal TR-6 and renumbered as TR-6.1.
Language has been reworded slightly for
clarity.
Former Policy TR 6: Commercial Center
Access, was moved to align with Goal
TR-6 and renumbered as TR-6.2.
Language was reworded slightly for
clarity.
Former Policy TR 8: Moving Freight, was
moved to align with Goal TR-6 and
renumbered as TR-6.3.
Policy 6.4 is a new policy.
Policy 6.5 is a new policy.
[Page 13]
Policy: TR-7.1, Integrating Investments for Major Street Projects
Use an integrated approach to street projects that considers all needs in the
right-of-way. Address all uses of the right-of-way to leverage dollars and gain
greater community benefits. Continue seeking new ways to generate cost
efficiencies for the best use of the available funds. Focus on complete
rehabilitation of streets on arterials, and maintenance work on both
residential and arterial streets.
Policy: TR-7.2, Paving Existing Unpaved Streets
Identify and prioritize resources for paving existing dirt and gravel streets
and alleyways to reduce air pollution and prioritize infill and economic
development, improving both neighborhood livability and commercial
access.
Policy: TR-7.3, Plan Collaboratively
Work with partner agencies to achieve a regional transportation plan that
meets the goals and requirements of the Growth Management Act (GMA) but
also reflects the visions and values of the City of Spokane.
Policy: TR-7.4, Transportation Innovation
Explore, develop, and manage the use of innovative transportation
approaches and technologies to achieve community transportation goals
including safety, accessibility, health, mobility, and reliability.
Goal: TR-8, Ensure Sustainable Funding for Operations and Maintenance
Establish ongoing funding initiatives to ensure that funding for operations and
maintenance programs keep pace with new infrastructure investments.
Policy: TR-8.1, Ensure Sustainable Funding
Prioritize long-term funding for programs that keep facilities within the
public rights-of-way well-maintained and clean year-round for the benefit of
all.
Policy: TR-8.2, Funding for Maintenance
Balance increases in capacity and capital infrastructure with corresponding
increases in maintenance and operational funding. Prioritize maintenance
of what is already built, focusing funding on preservation of existing
roadways over expansion. Fund systemic maintenance programs.
Policy: TR-8.3, Support Frontage Improvements
Find innovative funding options to support owners of both commercial and
residential properties in enhancing building frontages and maintaining
sidewalks, parking strips, street trees, and street furniture such as planters,
benches, bike racks, and pedestrian-scale street lighting.
Review notes
Former Policy TR 16: Right-of-Way
Maintenance, was renamed “Integrating
Investments for Major Street Projects”,
moved to align with Goal TR-7 and
renumbered as TR-7.1. Language has
been reworded for clarity.
Former Policy TR 17: Paving Existing
Unpaved Streets, was moved to align
with Goal TR-7 and renumbered as TR-
7.2. Language expanded slightly for
clarity.
Former Policy TR 19: Plan
Collaboratively, was moved to align with
Goal TR-7 and renumbered as TR-7.3.
Former Policy TR 10: Transportation
System Efficiency & Innovation, was
renamed “Transportation Innovation”,
moved to align with Goal TR-7 and
renumbered as TR-7.4. Language
expanded slightly for clarity.
Goal 8 is new
Policy TR 8.1 is new
Policy TR 8.2 is new
Policy TR 8.3 is new
[Page 14]
Goal: TR-9, Achieve Climate Goals
Carry out programs, plans and investments that support targeted reductions in
Vehicle Miles Traveled (VMT) and associated reductions in greenhouse gas (GHG)
emissions.
Policy: TR-9.1, Set and Monitor Near- and Long-Term Targets for Vehicle
Miles Traveled
In alignment with regional and state goals and policies, establish short- and
long-term Vehicle Miles Traveled (VMT) per capita targets via an ordinance
and carry out regular monitoring to ensure progress toward established
goals
Policy: TR-9.2, Transportation Demand Management
Evaluate TDM strategies to optimize transportation options within the
context of Complete Streets. Use Transportation Demand Management
(TDM) strategies to gain efficiency in the transportation system and reduce
Vehicle Miles Traveled (VMT).
Continue to implement and enhance the City’s participation and investment
in the countywide Transportation Demand Management (TDM) program.
Work with partner agencies to organize and sustain targeted, City-specific
community education and outreach initiatives that promote a shift away
from drive-alone trips, especially in high growth employment areas.
Evaluate expansion of trip reduction requirements within Spokane to include
more business types and sizes, leveraging Spokane’s authority to exceed state
minimums under the Washinton State Commute Trip Reduction (CTR) law.
Policy: TR-9.5, Parking Management
Develop and administer vehicle parking policies that reduce excess parking
that deters non-motorized transportation users.
Policy: TR-9.6, Parking Pricing and Maximums
Ensure parking pricing reflects the high value of street right-of-way and curb
space. Increase parking program resources to enable implementing variable
parking rates during periods of peak travel or demand, while mitigating for
potential impacts to low-income residents, to encourage shifts to off-peak
travel or other transportation modes. Use variable parking pricing to
Review notes
Goal 9 is a new goal added to
accommodate some of the comments
received in ongoing engagement and as
a result of efforts like the Climate &
Resiliency work.
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
Former Policy TR 4: Transportation
Demand Management Strategies, was
moved to align with Goal TR-9 and
renumbered as TR-9.2.
Policy 9.3 is a new policy
CRSB recommended policy.
Former Policy TR 18: Parking, was
moved to align with Goal TR-9 and
renumbered as TR-9.5. Language
reworded slightly.
Policy 9.6 is a new policy. Language was
also added based on an Environmental
Justice Review of the Transportation
Chapter associated with Climate
Planning.
[Page 15]
influence travel behavior in high-demand locations. Ensure that parking
maximums address new developments citywide.
Policy: TR-9.7, Street Access and Tolling
Consider measures such as tolling or vehicle access restrictions on certain
streets and transportation facilities during parts of the day during peak
travel periods to address peak auto travel periods. Support efforts to gain
state authorization for cities and other jurisdictions to impose pricing or
vehicle restrictions on city-owned streets.
Policy: TR-9.8, Distribution and Delivery
Enact programs and carry out investments to reduce Vehicle Miles Traveled
(VMT) and associated Greenhouse Gas (GHG) emissions. Seek out new
programs and projects with high potential to make meaningful reductions in
VMT to achieve VMT and GHG targets.
Develop and enhance zero-emission vehicle infrastructure and incentives,
with particular support for lower-income residents. Enhance clean vehicle
infrastructure on private and public land, transition to zero-emission public
fleets, and consider subsidies for low-income residents to purchase or lease
zero-emission vehicles.
Goal: TR-10, Enhancing Resiliency in the Transportation Network
Ensure the local transportation system – including infrastructure, routes, and
travel modes – is resilient to climate hazards and remains safe and accessible
during and after extreme weather events and other hazards.
Policy: TR-10.1, Design for Hydrologic Impacts.
Install updated stormwater controls on roadways when capital
improvements are implemented and where development is less likely to
contribute stormwater improvements. Incorporate hydrologic climate
impacts into bridge design, reduce stormwater impacts from transportation
projects, and enhance pathways by assessing climate hazards.
Design and site new and expanded roads, railroads, and water-processing
structures to minimize environmental impacts, protect public access, and
Review notes
Policy 9.7 is a new policy.
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
CRSB recommended policy.
CRSB recommended goal.
CRSB recommended policy.
CRSB recommended policy.
[Page 16]
incorporate climate-resilient features such as fish-friendly culverts and
bridges.
Policy: TR-10.3, Connect Evacuation Routes
Develop street connectivity, walkability and access for biking and rolling,
including sidewalks, bikeways and street crossings, to serve as potential
evacuation routes.
Policy: TR-10.4, Provide Shade and Natural Tree Cover
Promote natural tree cover and build shade, shelter, and cooling
infrastructure along sidewalks, transit stops, and public spaces to enhance
resilience to extreme heat and weather, prioritizing urban heat islands and
locations where populations susceptible to health impacts gather.
Goal: TR-11, Achieve Context Sensitive Design
Adopt and strengthen policies, guidance and typologies that align infrastructure
investments in the public right-of-way with Land Use Designations, development
code designations, and economic development initiatives.
Policy: TR-11.1, Transportation Supporting Land Use
Prioritize street designs that align access, mobility, and place-making
functions with the existing and planned land use context of each corridor.
Policy: TR-11.2, Storefront Streets
Identify core street segments in mixed-use areas that can serve as safe and
accessible commercial destinations for residents. Develop, update, and carry
out designs for these streets that address both public improvements and
private building frontages.
Policy: TR-11.3, Infrastructure Design
Maintain and follow design guidelines (including national guidelines such as
MUTCD, NACTO, AASHTO) reflecting best practices that provide for a
connected infrastructure designed for our climate and potential emergency
management needs. Local context may guide signage and elements such as
traffic calming, street furniture, bicycle parking, and community spaces.
Adhere to accessibility guidelines and emergency management needs.
[INSERT TRANSPORTATION ELEMENT MAPS]
Review notes
Policy 10.3 is a new policy
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
Goal TR-11 is a new goal
Former Policy TR 2: Transportation
Supporting Land Use, was moved to
align with Goal TR-11 and renumbered
as TR-11.1. Language was condensed
and reworded for clarity
Policy 11.2 is a new policy.
Former Policy TR 13: Infrastructure
Design, was moved to align with Goal
TR-11 and renumbered as TR-11.3.
Maps can currently be found at the
end of this document. It will be
integrated into the Chapter once the
final template is available.
[Page 17]
POLICIES REMOVED FROM THE TEXT:
The following policies in blue have been removed from the text, largely due
to redundancy, unclear goals/success, and similar factors.
Policy: TR-11, Transit Operational Efficiency
Support efficient transit operations through street and transit stop designs
on transit priority streets that comply with standards and include transit
supportive elements, such as shelters, lighting, and schedule information.
Assist in implementing the STA Comprehensive Plan
Policy: TR-12, Prioritize & Integrate Investments
Prioritize investments based on the adopted goals and priorities outlined in
the comprehensive plan
Policy: TR-20, Bicycle/Pedestrian Coordination
Coordinate bicycle and pedestrian planning to ensure that projects are
developed to meet the safety and access needs of all users.
TR Goal E: Respect Natural and Community Assets
Protect natural, community, and neighborhood assets to create and connect
places where people live their daily lives in a safe and healthy environment.
Review notes
This policy was removed. It is redundant
with information in policy TR 11.3
This policy was removed. It is redundant
with information in goal TR 11
This policy was removed. It is redundant
with information in policies TR 1.4 and
TR 1.5
This goal was removed. Concepts were
added to TR-2.3 and TR-2.4.
[Page 18]
07/28/2026, 17:36
[Page 19]
City of Spokane Comprehensive Plan | Map TR-02, Change in Housing Unit Density Due
Review notes
to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 20]
City of Spokane Comprehensive Plan | Map TR-03, Change in Employment Density Due t
Review notes
o the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 21]
City of Spokane Comprehensive Plan | Map TR-04, Pedestrian Priority Areas (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 22]
City of Spokane Comprehensive Plan | Map TR-04, Pedestrian Priority Areas (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 23]
City of Spokane Comprehensive Plan | Map TR-05, Proposed Bicycle Network (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 24]
City of Spokane Comprehensive Plan | Map TR-05, Proposed Bicycle Network (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 25]
City of Spokane Comprehensive Plan | Map TR-06, High Performance Transit Network D
Review notes
ue to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 26]
City of Spokane Comprehensive Plan | Map TR-07, Freight & Goods Tonnage (Part I) D
Review notes
ue to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 27]
City of Spokane Comprehensive Plan | Map TR-07, Freight & Goods Tonnage (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 28]
City of Spokane Comprehensive Plan | Map TR-08, Heavy Haul Network (Part I) Due to
Review notes
the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 29]
City of Spokane Comprehensive Plan | Map TR-08, Heavy Haul Network (Part II) Due t
Review notes
o the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 30]
City of Spokane Comprehensive Plan | Map TR-09, Bridge Inventory Due to the large
Review notes
area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 31]
City of Spokane Comprehensive Plan | Map TR-10, State Owned Facilities Due to the
Review notes
large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 32]
City of Spokane Comprehensive Plan | Map TR-11, Proposed Arterial Network (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 33]
City of Spokane Comprehensive Plan | Map TR-11, Proposed Arterial Network (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
Chapter 4 - Transportation
PlanSpokane 2046 draft
Aug 7, 2026
[Page 1]
This cover page is not part of the draft Comprehensive Plan and is intended to only help with navigation of the drafts.
The chapter you see here is the result of months of
work by countless individuals throughout the
community. It represents a combination of inputs
generously provided by the public, Plan
Commission, City Council, and many others. This
updated chapter will eventually be considered by
the Plan Commission and City Council for inclusion
in PlanSpokane 2046.
Our teams have worked hard to create these
updated chapters. Each has been discussed at the
Plan Commission, by various Plan Commission
subcommittees, with City Council in general, and
shared with the public at various points along the
way. These chapters represent the efforts of many,
helping to describe the policy and guidance the
Comprehensive Plan can provide in each topic area.
Please note this version supersedes any previously
published versions, including the release of many
chapters last October. All prior versions should be
considered out-of-date from this point on.
As with prior versions, this chapter includes the
basic text, but might not match the visual look and
format of the final document (we're still working on
that). To help readers identify where updated
language has been provided, a series of icons are
shown at right along the way. These aren't part of
the final document--they're provided to help
readers understand where certain changes may
have come from, where past policies have been
combined, etc. A guide to those icons is provided
below. Each chapter will use the same set of icons
for consistency.
General information or
notation is provided, clarifying
overall changes to the text.
Language was streamlined or
condensed for readability
or clarity.
A new Goal or Policy was added,
not sourced from the currently
adopted plan.
Policy language was added to ensure
consistency with changes in law at the
State/Federal level.
USEFUL
ICONS
Multiple Policies from the currently adopted
plan were combined into one, usually done
to eliminate redundant language.
Text was added as a result of the City's
study of Racially Disparate Impacts and
Displacement.
A policy or text was added as recommended by the Climate Resilience and
Sustainability Board (CRSB).
A goal or policy was removed or moved to
another chapter. These are listed at the end of
each chapter and include a reason.
What's Next for PlanSpokane?
Because this is the first complete view of some
chapters (e.g. Growth Strategy, Transportation,
Capital Facilities), we anticipate one more release
of updated chapters and maps later this summer.
After that, Plan Commission will likely hold a
hearing to consider the overall document. We'd
love to hear from you along the way.
Document Version: August 5, 2026
If you have any comments on the chapters, please
engage with us at http://planspokane.org or by
email at planspokane@spokanecity.org. All
comments are considered and each will be
provided to the Plan Commission and City Council
for their consideration prior to any hearings on
the proposed document.
[Page 2]
Chapter 4: Transportation
Introduction
The Transportation Chapter sets out the transportation priorities of Spokane
and partners to meet the needs of current and future residents, employees,
business-owners, and visitors. This Chapter also reaffirms the City’s
commitment to an open, public, and transparent project prioritization
process in the development of capital projects and programs. The appendix
of this Chapter contains project inventories documenting anticipated facility
needs over the next 20 years to carry out the PlanSpokane growth strategy.
Given changing transportation needs and lifestyles expected in future years,
this Chapter guides Spokane toward a well-maintained, multi-modal
transportation system providing safe and efficient mobility for all,
supporting economic and community vitality, and promoting a healthy,
livable environment.
In 2046, Spokane’s transportation network will include extensive high-
frequency transit connected networks for active transportation, and facilities
designed for safety for all users, whether walking, bicycling, rolling with an
adaptive device, taking transit, or driving. Investments will continue
anticipating and adapting to emerging technologies, while prioritizing
maintenance and upgrades of existing facilities and corridors over new
construction. Completion of the highway network and the North Spokane
Corridor within the horizon of this Comprehensive Plan update also allows
Spokane to focus on investing in major local roadways, such as the Division
Street corridor, to support community goals such as livability, connectivity
and economic development.
In achieving this vision, Spokane benefits from a connected grid of streetcar-
era streets built during decades of robust development at the turn of the
20th century. The spines of Spokane’s historic streetcar system create
opportunities for re-establishing multi-modal connections between
neighborhoods, business districts, services, and amenities. This approach
aligns with the 20-year vision and growth strategy of PlanSpokane 2046,
which focuses growth towards locations with high potential for increased
accessibility made possible by existing and planned transportation
investments.
Achieving this vision relies on coordination among regional partners and
agencies, including the Spokane Regional Transportation Council,
Washington Department of Transportation, Spokane Transit Authority, the
Public Facilities District and local Public Development Authorities, and
neighboring jurisdictions. These partners will continue working together to
deliver transportation projects of local and regional significance. This
collaboration between partners ensures efficient investments that meet the
Review notes
The introduction was updated and
condensed, removing a lot of outdated
background information, largely due to
redundancy.
Each policy was included under the
relevant goal it supports.
Key actions for each policy were
removed and delegated to the
appropriate modal plans or appendices.
[Page 3]
transportation needs of current and future residents, employees,
businesses, and visitors.
The following priorities inform each of the transportation goals and related
policies.
Enhancing Safety and Public Health
The City of Spokane promotes healthy communities by implementing a
transportation system that improves safety in all neighborhoods, provides
for the ability to reduce auto mode share, and increases the number of
active travelers and transit riders of all ages and abilities. The City will work
with the Spokane Regional Health District and other agencies to promote
active lifestyles through educational and encouragement programs and safe
and accessible routes for active travelers of all ages and abilities in all
neighborhoods. The City will consider the needs of all roadway users when
applying traffic-calming measures.
Implementing safety efforts should be done in a comprehensive manner to
safeguard against shifting traffic problems from one neighborhood to
another. Programs and projects will align with local, regional, state, and
federal commitments to achieve zero roadway fatalities and serious injuries,
with a target of 2036 for the City of Spokane.
Spokane recognizes the importance of evaluating transportation projects
using objective criteria to reflect community standards. An environmental
justice approach avoids decisions that disproportionately impact the
environmental and human health of underserved neighborhoods and
vulnerable populations.
Promoting a Sense of Place
The term “sense of place” describes the prevailing atmosphere of a place
created by design features, historic characteristic, natural environment, and
cultural elements. This includes the qualities and characteristics that make
a place special or unique, such as cultural identity and heritage.
Transportation facilities and infrastructure affect the identity, natural
environments and cultural landscape of business districts, parks, and other
community amenities.
These qualities and characteristics can be reflected in the design of the
streetscape, which in this Chapter refers to the built features of the public
right-of-way, including vehicle travel lanes, bike lanes, transit stops, curbs,
parking strips, sidewalks, signage, benches, bike racks and shared mobility
parking areas, lighting, landscaping, ramps, curb extensions, and other
amenities commonly located in or along public streets.
Transportation facilities can foster a sense of place through design features
tied to surrounding land uses, with streetscape elements that respond to
Review notes
The Transportation Chapter was
reorganized since the May 2026 draft
release, putting the themes of the
Chapter at the beginning rather than
around the associated Goals, reflecting
the organization of the other Chapters.
This provides readers a holistic view of
the Chapter prior to getting to the Goals
and Policies.
[Page 4]
input from the local community. Unique design features set a street or
segment of a street apart, creating an environment supporting economic
vitality and innovation. Application of place-making design elements occurs
in coordination with planned land uses and infrastructure projects, and in
collaboration with community partners.
Providing Transportation Choices
The Spokane community desires choices for transportation, including
options for commuting, recreation, and short trips using transit and active
modes like walking, bicycling, and rolling with assistive devices. Other
choices such as rideshare, carpooling, taxi/for hire services, and private
vehicles also play important roles in providing transportation options.
Traditional transportation activities focus on the design and construction of
facilities–yet travel behavior and mode choice are determined by a broader
set of factors.
Accommodating Access to Daily Needs
Land use type, mix, intensity, and distribution influence travel choices, with
implications for the planning and construction of transportation facilities.
Creating prosperous and walkable neighborhoods with opportunities for
people to meet and connect requires treating streets primarily as places for
people rather than spaces for vehicles.
When land uses are planned in a way that reduces the distance between
homes, workplaces, and daily needs and are coordinated with appropriate
transportation investments, the City can support highly connected
neighborhoods with easy access to destinations. Supporting this
connectivity involves prioritizing connections that make it possible to
accomplish daily needs within a short walk, bike, roll, transit trip, or drive.
Setting Transportation Level-of-Service
Level-of-Service (LOS) standards play a fundamental role in selecting the
location and design of transportation facilities throughout the city, guiding
decisions about when, where, and how to invest in changes to facilities in
alignment with changing land uses and development patterns. Aligning LOS
standards with the selected growth strategy plays a fundamental role in
achieving Spokane’s vision for the next 20 years.
Promoting Economic Opportunity
Public right-of-way is one of the most valuable assets owned and controlled
by the local government. Infrastructure investments in the right-of-way can
significantly affect the private investments that occur nearby. Movement of
people and goods is critical to Spokane’s economic vitality and well-being.
Likewise, investments that enhance the streetscape and create a pleasant
environment for people to spend time increase the economic productivity
Review notes
ge 4
[Page 5]
and wealth of the community. An efficient multi-modal system supports
livable places while accommodating safe and direct connections for people
and goods on every level – from major industrial areas to mixed-use areas,
to key neighborhood economic centers.
Maximizing Benefits with Integration
The public right-of-way serves multiple public and private functions, at
surface level and below grade. Utilities, stormwater management, traffic
management, parking, bikeways, sidewalks, landscaping, and street
amenities all overlap within the right-of-way. Deliberate and coordinated
programming of maintenance, replacement, and construction benefits the
public in multiple ways. Integrating work on multiple assets within public
right-of-way leverages public funding to achieve the maximum benefit from
each dollar spent. This approach reduces the number, frequency, and
cumulative duration of construction projects, reducing lost revenue from
interruptions to daily needs, services, and economic activity.
Street repair requires perpetual investment to maintain our system to
achieve community goals. Spokane seeks funding from a variety of sources
to support major infrastructure investments and system maintenance for
arterials, residential streets, and sidewalks. In this work, integrating work
leverages every investment to generate maximum public benefit.
Ensuring Sustainable Funding for Operations and Maintenance
Successful operation and maintenance of new capital transportation
infrastructure depend on corresponding increases in funding resources for
the staffing, equipment, and supplies of maintenance and operations
programs. While regional, state, and federal funding resources have been
established for major capital outlays, funding of ongoing operations largely
depends on local funding initiatives, requiring community-wide
understanding and support for investing in these programs. Equitably
providing transportation access throughout the city requires reliable,
ongoing, and sufficient funding for operations and maintenance programs.
The City should reduce unnecessary roadway and intersection expansion to
reduce future maintenance costs associated with paving and maintenance
operations.
Achieving Climate Goals
Reducing emissions from vehicle travel improves air quality and supports
healthier communities, while mitigating the long-term impacts of climate
hazards on transportation infrastructure.
Review notes
5
[Page 6]
Enhancing Resiliency
Climate hazards damage roads, bridges, and rail infrastructure, and make
walking, biking, rolling, using transit, and driving unsafe. This disrupts travel
and limits the community’s ability to evacuate safely during emergencies.
Achieving Context-Sensitive Design
Aligning the design of transportation infrastructure and public right-of-way
with adjacent land uses creates opportunities to leverage public investment
to support the community’s vision for safety and livability.
Goals and Policies
Goals and policies provide specificity for planning and decision-making.
Overall, they indicate desired directions, accomplishments, or aims in
relation to the growth and development of Spokane.
Goal: TR-1, Enhance Safety and Public Health
Promote healthy communities by providing and maintaining a safe
transportation system with viable active options that serve the needs of all people
using the system, particularly the most vulnerable.
Policy: TR-1.1, Traffic Calming
Use context-sensitive traffic calming measures that maintain safe speeds,
manage cut-through traffic, and improve safety while reducing negative
traffic impacts and improving quality of life.
Policy: TR-1.2, Eliminate Serious and Fatal Injuries
Eliminate serious and fatal injuries on Spokane’s roads through proactive
and ongoing assessment of traffic safety data and conditions, using proactive
analysis to anticipate locations posing safety challenges. Use this analysis to
support prioritization of safety as the primary factor in infrastructure design
and enable rapid implementation of safety improvements.
Policy: TR-1.3, Maintain Safe Streets Plans
Maintain and update the Vision Zero Safety Action Plan and other Safe
Streets plans, and produce new planning documents as needed and
according best practices, to ensure safe, efficient, and direct access for
walking, bicycling, and rolling to key destinations, including downtown
Spokane, transit stations, schools, parks, and trails. Update citywide analyses
from the Pedestrian Plan, City Safety Plan, Bicycle Master Plan, and Bicycle
Priority Network to continually assess and proactively identify major safety
challenges at arterials streets and recommend appropriate safety
treatments.
Review notes
Former TR Goal F: Enhance Public Health
& Safety was moved to TR-1 and
updated slightly to emphasize safety
foremost, due to increasing rates of
serious injury and fatal crashes on the
City transportation network as well as
public concern expressed during
community engagement.
Former Policy TR 14: Traffic Calming,
was moved to align with Goal TR-1 and
renumbered as TR-1.1.
Policy 1.2 is a new policy added to
conform with Spokane Vision Zero
Safety Action Plan and Vision Zero
Resolution.
Policy 1.3 is a new policy added to
conform with recent legislation
(HB1181).
[Page 7]
Policy: TR-1.4, Design for Community Safety
Support community safety through design of transportation infrastructure
features including shelter, lighting, street furniture, and access to the
adjacent built environment, enhancing safety for walking, bicycling, rolling,
accessing transit, parking, and driving.
Policy: TR-1.5, Prioritize Vulnerable Road Users
Ensure the roadway network prioritizes the safety of the most vulnerable
road users first according to risk of serious injury or death on the City’s
transportation network. Prioritize walking or rolling with assistive or
adaptive devices, followed by bicycling or using other non-vehicular mobility
devices, followed by public transit, followed by driving motor vehicles.
Policy: TR-1.6, Safe and Healthy Community Promotion Campaigns
Conduct regular City-specific community education and outreach to promote
a shift toward non-driving travel modes such as bicycling and public transit.
Prioritize targeted campaigns that reach residents at critical times when an
intervention will be most successful, such as during special events, seasonal
changes, start of the school year, moving within Spokane to a new
neighborhood, moving to Spokane from another location, or other times
requiring decisions around travel behavior. Similarly, target specific travel
patterns with the highest degree of success, such as daily travel to work or
school, or daily travel within a targeted neighborhood or district. Partner
with other agencies to implement innovative and effective outreach
campaigns that combine engineering, education, and evaluation, and are
culturally responsive and linguistically accessible.
Policy: TR-1.7, Law Enforcement and Emergency Management
Partner with law enforcement and foster new partnerships between
departments and agencies to bolster enforcement efforts that protect the
safety of all users, particularly the most vulnerable, while identifying and
addressing emergency management needs. Strategically integrate features
for multiple travel modes on designated, planned, or potential evacuation
routes to enhance options and redundancy within the evacuation network.
Continue expanding proven enforcement strategies, such as the use of speed
cameras and self-enforcing design features such as traffic calming
investments.
Goal: TR-2, Promote a Sense of Place
Promote a sense of community and identity through the provision of context-
sensitive design features, recognizing the impact of these choices on the way
people interact and experience their community, both while traveling within
neighborhoods and while traveling between different parts of the city.
Review notes
Policy 1.4 is a new policy, added to
conform with the Complete Streets
Program.
Policy 1.5 is a new policy added to
conform with Spokane Regional Safety
Action Plan.
Former Policy TR 21: Safe & Healthy
Community Education & Promotion
Campaigns, was moved to align with
Goal TR-1 and renumbered as TR-1.6.
Language around considering cultural
responsiveness and accessibility added
based on an Environmental Justice
Review of the Transportation Chapter.
Former Policy TR 22: Law Enforcement &
Emergency Management, was moved to
align with Goal TR-1 and renumbered as
TR-1.7.
[Page 8]
Policy: TR-2.1, Activation
Build and maintain complete streets and public spaces in the right-of-way
featuring unique design features and promoting economic vitality and a
sense of place, with a focus on areas prioritized for urban mixed-use
investment, such as Urban Hubs. Coordinate investments with anti-
displacement strategies and affordable housing policies while focusing
investments in previously marginalized or under-served areas of the city.
Policy: TR-2.2, Effective Community Engagement
Seek community input to address potential impacts of transportation
projects on people accessing gathering places or destinations such as
schools, community centers, businesses, neighborhoods, and other
community destinations. Prioritize the input of community partners,
including Neighborhood Councils and Community-Based Organizations, and
leaders representing gathering places, destinations, and community bodies,
as well as residents and regular users of affected facilities. Provide language
access to solicit culturally responsive and representative community input.
Establish clear engagement goals and ensure that outreach content and
methods align with established goals. Use associated community feedback
to inform the selection of streetscape amenities and design elements that
uniquely reflect local context, history, and local input.
Policy: TR-2.3, Natural Environment and Cultural Heritage
Preserve and enhance natural, community, and cultural assets in places
where people live their daily lives to support a rich sense of place and
identity. Evaluate the impact of transportation projects on natural and
cultural community assets using objective criteria.
Policy: TR-2.4, Natural Environment
Preserve and enhance natural features and assets in places where people
live their daily lives to support a safe and healthy environment. Promote
healthy communities by providing a transportation system that protects and
improves environmental quality and access. Improve livability by
encouraging landscaping and natural features on transportation facilities in
targeted areas to support the safety and health of the community.
Goal: TR-3, Provide Transportation Choices for All Users
Meet mobility needs by providing facilities and programs for those using multiple
transportation options, including those walking, riding bikes, rolling with assistive
devices, accessing public transportation, driving private vehicles, and using other
options and mobility devices.
Review notes
Former Policy TR 15: Activation, was
moved to align with Goal TR-2 and
renumbered as TR-2.1.
Language around coordinating
investments with anti-displacement
strategies added based on an
Environmental Justice Review of the
Transportation Chapter.
Former Policy TR 23: Effective and
Enhanced Public Outreach, was moved
to align with Goal TR-2 and renumbered
as TR-2.2. Language has been expanded
to include a focus on language access.
Direct reference to Neighborhood
Councils and Community-Based
Organizations added based on public
engagement and feedback.
Policy 2.3 is a new policy, with language
from former TR Goal E: Respect Natural
& Community Assets.
Policy 2.4 is a new policy, that combines
language from former TR Goal E:
Respect Natural & Community Assets,
and former TR Goal F: Enhance public
Health and Safety. Reference to access
added based on community feedback.
[Page 9]
Policy: TR-3.1, Design and Build Transportation Options for All Users
Design the transportation system to provide a complete transportation
network in line with the Complete Streets Ordinance, ensuring equitable
distribution of innovation, access, choice, and options for all users. Users
include people walking, rolling with assistive devices, bicycling, people
accessing transit, and persons of all abilities, as well as freight, emergency
vehicles, and motor vehicle drivers. Ensure designs anticipate long-term,
four-season maintenance strategies and programs.
Policy: TR-3.2, Upgrade Network to Meet Standards
Complete necessary upgrades to ensure that all streets meet mandated
accessibility standards and Level-of-Service (LOS) standards outlined in the
Bicycle Master Plan, Pedestrian Master Plan, Spokane Transit’s
Comprehensive Plan, and the Arterial Street map, safe systems plans, and
any other adopted plans and standards that come into existence.
Policy: TR-3.3, Base Standards on the Intended Users
Develop and apply guidelines and standards in alignment with the Complete
Streets Ordinance and other adopted plans and ordinances that make
priority transportation modes competitive in terms of travel time, comfort,
and accessibility. Provide roads and pathways designed, operated, and
maintained to accommodate and promote safe and convenient travel for all
users and all modes, appropriate to the context and goal of each facility.
Standardize design details for infrastructure features important to all travel
modes. Adopt design standards providing project-level interpretation of the
goals, policies, and project maps provided in the Comprehensive Plan and
Transportation Chapter.
Policy: TR-3.4, Limit Exceptions to Street Standards
Enforce standards and developing programs and projects to bring non-
compliant facilities to a level meeting or exceeding those standards. Maintain
bicycle and pedestrian connectivity during construction of development or
projects that block the right-of-way.
Policy: TR-3.5, Active Transportation Project Selection
Identify high-priority active transportation projects that complete and
upgrade priority active transportation networks. Focus on delivery of projects
that contribute to a connected and complete priority active transportation
network.
Goal: TR-4, Accommodate Access to Daily Needs and Destinations
Prioritize transportation facilities that align with land use goals to advance
Spokane’s quality of life by connecting residents with daily needs, services,
businesses, resources, and destinations.
Review notes
Former Policy TR 1: Transportation
Network For All Users, was moved to
align with Goal TR-3, renumbered as TR-
3.1, and edited to focus on
transportation system design.
Policy 3.2 is a new policy
Policy 3.3 is a new policy
Policy 3.4 is a new policy
Former Policy TR 5: Active
Transportation, was moved to align with
Goal TR-3 and renumbered as TR-3.5.
Goal TR-4 is a revision of former TR Goal
C: Accommodate Access to Daily Needs
and Priority Destinations.
[Page 10]
Policy: TR-4.1, Access to Daily Needs
Connect where people live, work, learn, access essential services, play, and
shop with a variety of transportation options. Coordinate multi-modal
capacity expansion efforts with the location of higher-density housing.
Policy: TR-4.2, Access to Transit
Ensure quality facilities for walking, bicycling, and rolling to transit stops and
stations within the corresponding walking, bicycling, and rolling radius.
Support expansion of bicycle rack and locker capacity at appropriate transit
stops, shared mobility parking areas, and park and rides connected to bus
rapid transit (BRT) improvements.
Policy: TR-4.3, Support Public Transit Expansion
Support public transit expansion and use through coordinated land use and
transportation planning that prioritizes transit service for lower-income and
overburdened neighborhoods.
Policy: TR-4.4, Neighborhood Access
Require developments to provide open, accessible, internal multi-modal
transportation connections, both within developments and to adjacent
properties, streets, and neighborhoods.
Policy: TR-4.5, Equitable Accessibility
Transportation facilities should be maintained and improved in a manner
that equitably serves Spokane and provides access to transportation options.
Policy: TR-4.6, Flexibility and Adaptability to Changing Technology
Adapt to changing transportation needs and travel choices as new
transportation options and technologies emerge.
Goal: TR-5, Managing Transportation Level-Of-Service
Align Level-of-Service (LOS) standards with the selected growth strategy to
support areas targeted for mixed-use growth, economic activity, walkability,
accessibility, and adoption of multi-modal transportation options.
Policy: TR-5.1, Aligning Transportation Choices and Growth.
Set and maintain transportation Level-of-Service (LOS) standards that align
optimal transportation choices with desired growth patterns.
Policy: TR-5.2, Multi-modal Level of Service Standards
Apply Level-of-Service (LOS) standards to all modes—including walking,
bicycling, rolling, accessing transit, and driving. Continue to upgrade
assessment and mitigation for active transportation and other multimodal
transportation options in concurrency programs. Maintain LOS standards
Review notes
Policy 4.1 is a new policy, using policy-
level language from former TR Goal C.
Policy 4.2 is a new policy, created from
policy-level language in the former TR
Goal C.
Policy 4.3 is a new policy created from
former Policy TR 7: Neighborhood
Access, which emphasized access to
transit stops.
Former Policy TR 7: Neighborhood
Access, was moved to align with Goal
TR-4 and renumbered as TR-4.4.
Language has been slightly reworded for
clarity.
Policy 4.5 is a new policy, developed
from policy language in the “Intent”
section of former TR Goal C.
Policy 4.6 is a new policy developed
from policy language in the “Intent”
section of former TR Goal C.
Goal 5 is new, added to expand on
former policy TR 3 Transportation Level-
of-Service.
Former Policy TR 3: Transportation
Level-of-Service (LOS), has been
renumbered TR 5.1, renamed “Aligning
Transportation Choices and Growth”,
and moved to align with new Goal TR-5
Policy 5.2 is a new policy with language
from former policy TR 3
[Page 11]
for walking, bicycling, and rolling while detours are in place. Establish and
maintain LOS standards for clearance of facilities through four seasons.
Policy: TR-5.3, Targeted Level-of-Service Standards.
Support differentiation in Level-of-Service (LOS) standards between (1) areas
targeted for growth and where transportation mode choices are available
and (2) areas not targeted for growth and that have fewer transportation
mode choices. Downgrading LOS in some areas can include allowing auto
LOS F in more locations where street connectivity is high and maintaining
LOS E in locations where transit uses the corridor. Specific LOS standards are
defined in the Modal Elements appendix to this Chapter, matching standards
with areas of the city targeted for different levels of growth.
Policy: TR-5.4, Multi-benefits of Level of Service.
To encourage development in desired areas, permit reduced Level-of-Service
(LOS) for vehicles and related increases in congestion to support mixed-use
areas targeted for growth and multimodal transportation investment. In
these areas, congestion coupled with higher levels of service for walking,
bicycling, and rolling supports economic activity and community vibrancy.
Reducing LOS in these areas can reduce the cost of the infrastructure
required to serve these areas by reducing costs associated with excessive
roadway and intersection expansion as well as ongoing resurfacing and
maintenance.
Policy: TR-5.5, Level of Service and Vehicle Speeds
Lower vehicle Level-of-Service (LOS) in focused growth areas to achieve lower
vehicle speeds, consistent with the goals of these focused growth areas.
Deliver corresponding increases in the availability of multiple transportation
options in these areas to balance overall transportation needs.
Policy: TR-5.6, Concurrency
Assure that those public facilities and services necessary to support
development are adequate to serve that development at the time of
occupancy, as established in the City’s Transportation Concurrency Level-
of-Service Standards Administrative Policy and Procedure.
• Vehicle Policy: Concurrency applies to all city-owned arterials
shown on Map TR 13, except HSS routes shown in Map TR 12,
which are not subject to concurrency in state policy.
• Non-motorized Policy: The pedestrian policy is based on miles of
sidewalk completed per year compared to an annual target, and
the bicycle policy is based on percentage of bicycle network
completed each year, based on Map TR5.
Review notes
Policy 5.3 is a new policy, with language
from former policy TR 3
Policy 5.4 is a new policy with language
from former policy TR3
Policy 5.5 is a new policy with language
from former policy TR3
Policy 5.6 is a new policy with language
from the “Concurrency” section in the
Modal Elements portion of the previous
Transportation Chapter.
[Page 12]
• The City shall perform a concurrency test for non-motorized
transportation on an annual basis at the end of construction
season.
Goal: TR-6, Promote Economic Opportunity
Implement projects that support and facilitate economic vitality and opportunity
in support of the City’s land use plan objectives.
Policy: TR-6.1, Promote Economic Exchange
Provide efficient and affordable multi-modal access to jobs, education,
services, and workforce training to promote economic opportunity in the
City’s designated growth areas. Target development on selected street
corridors to enhance commerce and attract jobs.
Policy: TR-6.2, Commercial Center Access
Improve multi-modal transportation options to and within mixed-use areas,
including areas designated for focused growth.
Policy: TR-6.3, Move Freight
Maintain a freight network that respects needs of businesses as well as
neighborhoods. Maintain an appropriate arterial system map that
designates a freight network that enhances freight mobility efficiencies and
increases the City’s economic health. The needs for delivery and collection of
goods at businesses by truck should be incorporated into the freight network,
and the national trend of increased deliveries to residences anticipated.
Policy: TR-6.4, Use Public Right-of-Way Improvements to Catalyze
Private Investment
Pursue opportunities to enhance street features including landscaping and
amenities such as seating, lighting, bike racks, wayfinding signage, and other
features. Increase on-street parking and contribute to a pleasant urban
environment to catalyze new development and promote complementary
investment from property owners and businesses.
Policy: TR-6.5, Drive Economic Development
Support economic development by prioritizing transportation investments
that enhance multi-modal access to and within focused growth activity
centers, provide greater food security for residents, and produce quality
places that retain value through time.
Goal: TR-7, Maximize Public Benefits with Integration
Design and maintain a fiscally efficient, environmentally responsible, and socially
equitable transportation system that serves users through coordinated planning
and budgeting with other partners and utilities.
Review notes
Former Policy TR 9: Promote Economic
Opportunity, was moved to align with
Goal TR-6 and renumbered as TR-6.1.
Language has been reworded slightly for
clarity.
Former Policy TR 6: Commercial Center
Access, was moved to align with Goal
TR-6 and renumbered as TR-6.2.
Language was reworded slightly for
clarity.
Former Policy TR 8: Moving Freight, was
moved to align with Goal TR-6 and
renumbered as TR-6.3.
Policy 6.4 is a new policy.
Policy 6.5 is a new policy.
[Page 13]
Policy: TR-7.1, Integrating Investments for Major Street Projects
Use an integrated approach to street projects that considers all needs in the
right-of-way. Address all uses of the right-of-way to leverage dollars and gain
greater community benefits. Continue seeking new ways to generate cost
efficiencies for the best use of the available funds. Focus on complete
rehabilitation of streets on arterials, and maintenance work on both
residential and arterial streets.
Policy: TR-7.2, Paving Existing Unpaved Streets
Identify and prioritize resources for paving existing dirt and gravel streets
and alleyways to reduce air pollution and prioritize infill and economic
development, improving both neighborhood livability and commercial
access.
Policy: TR-7.3, Plan Collaboratively
Work with partner agencies to achieve a regional transportation plan that
meets the goals and requirements of the Growth Management Act (GMA) but
also reflects the visions and values of the City of Spokane.
Policy: TR-7.4, Transportation Innovation
Explore, develop, and manage the use of innovative transportation
approaches and technologies to achieve community transportation goals
including safety, accessibility, health, mobility, and reliability.
Goal: TR-8, Ensure Sustainable Funding for Operations and Maintenance
Establish ongoing funding initiatives to ensure that funding for operations and
maintenance programs keep pace with new infrastructure investments.
Policy: TR-8.1, Ensure Sustainable Funding
Prioritize long-term funding for programs that keep facilities within the
public rights-of-way well-maintained and clean year-round for the benefit of
all.
Policy: TR-8.2, Funding for Maintenance
Balance increases in capacity and capital infrastructure with corresponding
increases in maintenance and operational funding. Prioritize maintenance
of what is already built, focusing funding on preservation of existing
roadways over expansion. Fund systemic maintenance programs.
Policy: TR-8.3, Support Frontage Improvements
Find innovative funding options to support owners of both commercial and
residential properties in enhancing building frontages and maintaining
sidewalks, parking strips, street trees, and street furniture such as planters,
benches, bike racks, and pedestrian-scale street lighting.
Review notes
Former Policy TR 16: Right-of-Way
Maintenance, was renamed “Integrating
Investments for Major Street Projects”,
moved to align with Goal TR-7 and
renumbered as TR-7.1. Language has
been reworded for clarity.
Former Policy TR 17: Paving Existing
Unpaved Streets, was moved to align
with Goal TR-7 and renumbered as TR-
7.2. Language expanded slightly for
clarity.
Former Policy TR 19: Plan
Collaboratively, was moved to align with
Goal TR-7 and renumbered as TR-7.3.
Former Policy TR 10: Transportation
System Efficiency & Innovation, was
renamed “Transportation Innovation”,
moved to align with Goal TR-7 and
renumbered as TR-7.4. Language
expanded slightly for clarity.
Goal 8 is new
Policy TR 8.1 is new
Policy TR 8.2 is new
Policy TR 8.3 is new
[Page 14]
Goal: TR-9, Achieve Climate Goals
Carry out programs, plans and investments that support targeted reductions in
Vehicle Miles Traveled (VMT) and associated reductions in greenhouse gas (GHG)
emissions.
Policy: TR-9.1, Set and Monitor Near- and Long-Term Targets for Vehicle
Miles Traveled
In alignment with regional and state goals and policies, establish short- and
long-term Vehicle Miles Traveled (VMT) per capita targets via an ordinance
and carry out regular monitoring to ensure progress toward established
goals
Policy: TR-9.2, Transportation Demand Management
Evaluate TDM strategies to optimize transportation options within the
context of Complete Streets. Use Transportation Demand Management
(TDM) strategies to gain efficiency in the transportation system and reduce
Vehicle Miles Traveled (VMT).
Policy: TR-9.3, Target Transportation Demand Management Campaigns
Continue to implement and enhance the City’s participation and investment
in the countywide Transportation Demand Management (TDM) program.
Work with partner agencies to organize and sustain targeted, City-specific
community education and outreach initiatives that promote a shift away
from drive-alone trips, especially in high growth employment areas.
Policy: TR-9.4, Transportation Demand Management Requirements
Evaluate expansion of trip reduction requirements within Spokane to include
more business types and sizes, leveraging Spokane’s authority to exceed state
minimums under the Washinton State Commute Trip Reduction (CTR) law.
Policy: TR-9.5, Parking Management
Develop and administer vehicle parking policies that reduce excess parking
that deters non-motorized transportation users.
Policy: TR-9.6, Parking Pricing and Maximums
Ensure parking pricing reflects the high value of street right-of-way and curb
space. Increase parking program resources to enable implementing variable
parking rates during periods of peak travel or demand, while mitigating for
potential impacts to low-income residents, to encourage shifts to off-peak
travel or other transportation modes. Use variable parking pricing to
Review notes
Goal 9 is a new goal added to
accommodate some of the comments
received in ongoing engagement and as
a result of efforts like the Climate &
Resiliency work.
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
Former Policy TR 4: Transportation
Demand Management Strategies, was
moved to align with Goal TR-9 and
renumbered as TR-9.2.
Policy 9.3 is a new policy
CRSB recommended policy.
Former Policy TR 18: Parking, was
moved to align with Goal TR-9 and
renumbered as TR-9.5. Language
reworded slightly.
Policy 9.6 is a new policy. Language was
also added based on an Environmental
Justice Review of the Transportation
Chapter associated with Climate
Planning.
[Page 15]
influence travel behavior in high-demand locations. Ensure that parking
maximums address new developments citywide.
Policy: TR-9.7, Street Access and Tolling
Consider measures such as tolling or vehicle access restrictions on certain
streets and transportation facilities during parts of the day during peak
travel periods to address peak auto travel periods. Support efforts to gain
state authorization for cities and other jurisdictions to impose pricing or
vehicle restrictions on city-owned streets.
Policy: TR-9.8, Distribution and Delivery
Enact programs and carry out investments to reduce Vehicle Miles Traveled
(VMT) and associated Greenhouse Gas (GHG) emissions. Seek out new
programs and projects with high potential to make meaningful reductions in
VMT to achieve VMT and GHG targets.
Policy: TR-9.9, Expand Zero-Emission Vehicle Infrastructure.
Develop and enhance zero-emission vehicle infrastructure and incentives,
with particular support for lower-income residents. Enhance clean vehicle
infrastructure on private and public land, transition to zero-emission public
fleets, and consider subsidies for low-income residents to purchase or lease
zero-emission vehicles.
Goal: TR-10, Enhancing Resiliency in the Transportation Network
Ensure the local transportation system – including infrastructure, routes, and
travel modes – is resilient to climate hazards and remains safe and accessible
during and after extreme weather events and other hazards.
Policy: TR-10.1, Design for Hydrologic Impacts.
Install updated stormwater controls on roadways when capital
improvements are implemented and where development is less likely to
contribute stormwater improvements. Incorporate hydrologic climate
impacts into bridge design, reduce stormwater impacts from transportation
projects, and enhance pathways by assessing climate hazards.
Policy: TR-10.2, Create Climate-Resilient Infrastructure
Design and site new and expanded roads, railroads, and water-processing
structures to minimize environmental impacts, protect public access, and
Review notes
Policy 9.7 is a new policy.
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
CRSB recommended policy.
CRSB recommended goal.
CRSB recommended policy.
CRSB recommended policy.
[Page 16]
incorporate climate-resilient features such as fish-friendly culverts and
bridges.
Policy: TR-10.3, Connect Evacuation Routes
Develop street connectivity, walkability and access for biking and rolling,
including sidewalks, bikeways and street crossings, to serve as potential
evacuation routes.
Policy: TR-10.4, Provide Shade and Natural Tree Cover
Promote natural tree cover and build shade, shelter, and cooling
infrastructure along sidewalks, transit stops, and public spaces to enhance
resilience to extreme heat and weather, prioritizing urban heat islands and
locations where populations susceptible to health impacts gather.
Goal: TR-11, Achieve Context Sensitive Design
Adopt and strengthen policies, guidance and typologies that align infrastructure
investments in the public right-of-way with Land Use Designations, development
code designations, and economic development initiatives.
Policy: TR-11.1, Transportation Supporting Land Use
Prioritize street designs that align access, mobility, and place-making
functions with the existing and planned land use context of each corridor.
Policy: TR-11.2, Storefront Streets
Identify core street segments in mixed-use areas that can serve as safe and
accessible commercial destinations for residents. Develop, update, and carry
out designs for these streets that address both public improvements and
private building frontages.
Policy: TR-11.3, Infrastructure Design
Maintain and follow design guidelines (including national guidelines such as
MUTCD, NACTO, AASHTO) reflecting best practices that provide for a
connected infrastructure designed for our climate and potential emergency
management needs. Local context may guide signage and elements such as
traffic calming, street furniture, bicycle parking, and community spaces.
Adhere to accessibility guidelines and emergency management needs.
[INSERT TRANSPORTATION ELEMENT MAPS]
Review notes
Policy 10.3 is a new policy
Climate Resiliency and Sustainability
Board (CRSB) recommended policy.
Goal TR-11 is a new goal
Former Policy TR 2: Transportation
Supporting Land Use, was moved to
align with Goal TR-11 and renumbered
as TR-11.1. Language was condensed
and reworded for clarity
Policy 11.2 is a new policy.
Former Policy TR 13: Infrastructure
Design, was moved to align with Goal
TR-11 and renumbered as TR-11.3.
Maps can currently be found at the
end of this document. It will be
integrated into the Chapter once the
final template is available.
[Page 17]
POLICIES REMOVED FROM THE TEXT:
The following policies in blue have been removed from the text, largely due
to redundancy, unclear goals/success, and similar factors.
Policy: TR-11, Transit Operational Efficiency
Support efficient transit operations through street and transit stop designs
on transit priority streets that comply with standards and include transit
supportive elements, such as shelters, lighting, and schedule information.
Assist in implementing the STA Comprehensive Plan
Policy: TR-12, Prioritize & Integrate Investments
Prioritize investments based on the adopted goals and priorities outlined in
the comprehensive plan
Policy: TR-20, Bicycle/Pedestrian Coordination
Coordinate bicycle and pedestrian planning to ensure that projects are
developed to meet the safety and access needs of all users.
TR Goal E: Respect Natural and Community Assets
Protect natural, community, and neighborhood assets to create and connect
places where people live their daily lives in a safe and healthy environment.
Review notes
This policy was removed. It is redundant
with information in policy TR 11.3
This policy was removed. It is redundant
with information in goal TR 11
This policy was removed. It is redundant
with information in policies TR 1.4 and
TR 1.5
This goal was removed. Concepts were
added to TR-2.3 and TR-2.4.
[Page 18]
07/28/2026, 17:36
[Page 19]
City of Spokane Comprehensive Plan | Map TR-02, Change in Housing Unit Density Due
Review notes
to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 20]
City of Spokane Comprehensive Plan | Map TR-03, Change in Employment Density Due t
Review notes
o the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 21]
City of Spokane Comprehensive Plan | Map TR-04, Pedestrian Priority Areas (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 22]
City of Spokane Comprehensive Plan | Map TR-04, Pedestrian Priority Areas (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 23]
City of Spokane Comprehensive Plan | Map TR-05, Proposed Bicycle Network (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 24]
City of Spokane Comprehensive Plan | Map TR-05, Proposed Bicycle Network (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 25]
City of Spokane Comprehensive Plan | Map TR-06, High Performance Transit Network D
Review notes
ue to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 26]
City of Spokane Comprehensive Plan | Map TR-07, Freight & Goods Tonnage (Part I) D
Review notes
ue to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 27]
City of Spokane Comprehensive Plan | Map TR-07, Freight & Goods Tonnage (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 28]
City of Spokane Comprehensive Plan | Map TR-08, Heavy Haul Network (Part I) Due to
Review notes
the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 29]
City of Spokane Comprehensive Plan | Map TR-08, Heavy Haul Network (Part II) Due t
Review notes
o the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 30]
City of Spokane Comprehensive Plan | Map TR-09, Bridge Inventory Due to the large
Review notes
area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 31]
City of Spokane Comprehensive Plan | Map TR-10, State Owned Facilities Due to the
Review notes
large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 32]
City of Spokane Comprehensive Plan | Map TR-11, Proposed Arterial Network (Part I)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.
[Page 33]
City of Spokane Comprehensive Plan | Map TR-11, Proposed Arterial Network (Part II)
Review notes
Due to the large area represented and the amount of information shown, readers are recommended to visit http://planspokane.org and view the official online maps in greater detail.