State Route (SR) 21 and US 2 within Wilbur have been identified as needing their asphalt concrete pavement rehabilitated to preserve the roadway structure and the public investment in highways. The original scope of this project involved rehabilitating the existing pavement with a hot mix asphalt pavement and upgrading basic safety features within the project limits to maintain safe highway operations.
In 2022, Move Ahead Washington was passed by the Washington State Legislature, which included a requirement for WSDOT to incorporate principles of Complete Streets into transportation projects with an estimated budget greater than $500,000 and starting design on or after July 1, 2022. To aid in the implementation of this requirement, WSDOT established a Complete Streets process that first screens all programmed projects for Complete Streets applicability and subsequently provides a planning and conceptual design phase – known as pre-design – and target outcomes for projects that are required to incorporate Complete Streets. More information about the Complete Streets requirement and WSDOT’s implementation process is available on WSDOT’s Complete Streets page.
The Complete Streets screening process found the Wilbur paving project for US 2 and SR 21 to require implementation of the Complete Streets requirement. Complete Streets is expected to be implemented on US 2 from NW Portland St to the Dollar General Store and from NW Main Ave to SW Front Ave on SR 21. These extents may be adjusted as the project progresses. A pre-design phase has been initiated to conduct this analysis and identify the preferred Complete Streets implementation along and across the corridor. The pre-design phase includes the following tasks:
- Coordination with local and regional jurisdictions
- Identification of Complete Streets gaps and needs
- Community engagement
- Development and selection of preferred Complete Streets alternatives
- 30% design of preferred alternatives
- Documentation
Community engagement summary and results to date
The WSDOT project team enjoyed the opportunity to connect with the Wilbur community in several ways this past spring. We hosted a project booth at Wild Goose Bill Days on May 17, sent a community-wide mailer about the project, collected input through a Spring 2025 online survey, and hosted a public workshop on May 20. These efforts provided valuable insights into where and why people walk, bicycle, and roll along and across the corridors, including where they tend to avoid. Feedback received guided the development of the strategies being shared for further input.
The Public Workshop was held on Tuesday, May 20, 2025, from 5:00 p.m. to 6:30 p.m. at the Wilbur Community Center in the Auditorium. A total of 13 individuals participated in the workshop in person. There was a virtual Microsoft Teams option also available for those who could not attend in person. The primary goal was to inform attendees about the project and the Complete Streets approach, while also gathering input and insights. Key objectives included collecting feedback on preliminary concepts (such as different bike lane configurations), identifying priority intersections and crossings, learning about large truck traffic concerns, and understanding participants' experiences walking, bicycling, and rolling along and across the corridors.
More updates will be available later in September.
Pre-design was started in early 2025 and will continue through the end of the year. Construction is anticipated for the summer of 2027.
Milestone
February 2025
Pre-design phase initiated.
May 5, 2025
Community wide online survey went live
May 17, 2025
Spring Fling Booth
May 20, 2025
Public Workshop held at Odessa High School
June 3, 2025
Online survey closed
September 12, 2025
Second community wide online survey goes live
September 26, 2025
Second online survey closes
Funding details for PIN# 600027I
- Pre-Existing Funds (PEF) - $11,600,000
- Total - $11,600,000
WSDOT is working on strategies to improve walking, biking, and rolling along and across US 2 and SR 21 in Wilbur based on feedback to date. Feedback received from the survey will help guide decisions on where WSDOT should focus bicycle and pedestrian improvements, given available funding. The map below highlights potential improvements in locations that are being considered. More details about the strategies will be available in October.
Complete Streets FAQ
- What is Complete Streets?
This new design approach serves all users, regardless of age, ability, or mode of travel. It focuses on planning, designing, building, operating, and maintaining a transportation system that provides comfortable and convenient access to destinations for everyone. Accessibility is especially important for people who walk, bike, or roll, with "rolling" referring to mobility by wheelchair or other assistive devices. This approach aims to create a transportation system that works for everyone, strengthens communities, expands options for non-drivers, and makes travel more reliable. It also includes ensuring ADA-compliant sidewalks and crosswalks, especially at high-traffic intersections. Safety and community collaboration are the most important aspects of this approach. For more information visit WSDOT’s Complete Streets website.
- Why is WSDOT using funds towards improvements for bicycles and pedestrians?
In 2022, the Washington State Legislature passed Move Ahead Washington, requiring WSDOT to incorporate Complete Streets principles into transportation projects in population centers with an estimated budget over $500,000 and starting design on or after July 1, 2022. WSDOT adopted these principles to enhance access for all users, including pedestrians, bicyclists, and public transportation users, in projects constructed on state highways consistent with RCW 47.04.035. This approach aims to improve accessibility not only for those who choose to walk and bike for leisure and recreation but for those who rely on these modes as their primary means of transportation.
- Why is WSDOT spending money on bicycle and pedestrian infrastructure if I don’t see people walking or biking?
By law, it is WSDOT’s responsibility to invest in bicycle and pedestrian infrastructure to create more accessible and comfortable environments for all mode users. A lack of people currently walking and biking can often be traced to the existing environment feeling uncomfortable and exposed. When more dedicated and comfortable options are available, more people are likely to walk or bike. Studies show that providing these facilities encourages more people to choose active transportation, reducing traffic congestion, improving public health, and enhancing community well-being.
- Will any car lanes be removed to make room for bicycle or pedestrian improvements?
In some cases, car lanes may be reconfigured or reduced to accommodate other modes of transportation, especially if the goal is to enhance safety and improve traffic flow for all users. However, each project location is unique requiring a careful study and alternative solutions are considered.
Important Bike Lane Terminologies
- Conventional Bike Lane: Also referred to as a “traditional” bike lane or simply a “bike lane”, this type consists of a designated lane on the roadway exclusively for cyclists, separating bicycles from vehicles with a painted line accompanied by symbols and signage. Conventional bike lanes provide increased comfort for cyclists on lower-traveled, lower-speed roadways but become less comfortable on busier and higher-speed roadways.
- Buffered Bike Lane: A bike lane that includes a painted buffer zone between the bike lane and motor vehicle lanes. The buffer adds extra space, increasing comfort by providing additional separation between cyclists and motor vehicles.
- Separated Bike Lanes (Protected Bike Lanes): Bike lanes that are physically separated from motor vehicle traffic by barriers such as plastic tube markers, curbs, planters, or even parked cars. These lanes offer a higher level of comfort for cyclists by providing a physical barrier between them and motorized traffic.
- Shared Use Path: A paved pathway designed for both pedestrians and cyclists, usually wider than a standard sidewalk (10 feet at minimum). Shared use paths are often found in parks, along rivers, or parallel to roadways, providing a comfortable off-street option for non-motorized travel completely separated from motor vehicles.
