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HomeMy WebLinkAboutResolution_Snoqualmie Pass Comprehensive Safety Action PlanKITTITAS COUNTY DEPARTMENT OF PUBLIC WORKS AGENDA STAFF REPORT AGENDA DATE: May 5, 2026 ACTION REQUESTED: Request to Approve a Resolution to Adopt the Snoqualmie Pass Comprehensive Safety Action Plan BACKGROUND: The United States Department of Transportation (USDOT) provided federal funding through the Safe Streets and Roads for All (SS4A) grant program. Kittitas County was successful with a planning grant request using this program to create a Comprehensive Safety Action Plan for the Snoqualmie Pass area. This plan was developed with input and support of stakeholders including residents, business owners, Washington State Department of Transportation and other state and federal agencies. Adopting the plan is required prior to further grant submittals through the SS4A program to seek implementation funding. The Snoqualmie Pass Comprehensive Safety Action Plan has been developed identifying prioritized locations for beneficial safety improvements based on crash data, roadway investigations and risk-based data analysis. INTERACTION: Public Works. RECOMMENDATION: Approve the Resolution to Adopt the Snoqualmie Pass Comprehensive Safety Action Plan. HANDLING: Return one original to Public Works. ATTACHMENTS: Resolution; Snoqualmie Pass Comprehensive Safety Action Plan LEAD STAFF: Josh Fredrickson, Public Works Director. ❑ D6bnla CJ6LJC o�IlJ6 Bogr.q- Y1sugA gncJJJJoIs ❑ CJ6LJC o�IlJ6 Bosr.q-1n1r6 K�or.znrJc F�II621: rsnrg Ozrsgscs' CouJUJrzzrou6L BL6II mgclJzuJrllJ' nrc6-CpgrLUJsu COLA mLI�JJI' C1rJrLiJJJu KI,L.LI.L`�2 COnL1.LA' l�l�`v'2HILJC1.LOLJ BOVKD OL CO AIL COWAI2MAEK2 D`�,LED Ilrrz 21N qgA o� Y�Iga SOSC' gI E116uzprrL�' mgzpru�lou• 21gI6z D6bsLlur6ul o� ZLsuzboLlslrou (n2DO.L) 2gT6 21L66Iz srrq lsosgz �oL y11 bro�Lgur• b19' 1J6LGIo OuSulr6g SIJq gbbLon6 IlJ6 brrr.znrl o-L-UnLIlJ64a tfnJgru obbo44nrrr4r62 IlrLorr�JJ IlJ6 nurl6q p62I IUIGL6zl OLIJJ6 bnAlrc' goc2 1r6L6pa Jgobl Ip6 2uodnJJuJr6 b922 COuJbL6p6uzrn6 2Jt6Ia VClrou AOM' ,LHEKEEOKE BE I.L KE20I'AED INgI Ilr6 BouLq OL ConulX COUJUJr221ou6L2' ru IJJ6 �oL ruJbJ6uJ6ulslrou �nrJgru� Ilrr.on�JJ Ip6 22d`d bLo�Lsru• MHEKE5�2� ggobl6q CouJbL6JJ6uzrn6 2g�6ta blsu rz s L6dnIL6rJJ6ul Io p6 61r�a Io sbbJa 22qlFI c911 toL brol6CI gnrggrJc6' grJq COL bOI6LTIIJJ 2J�6I2� ruJbLOn6IJJ6LTlz pgz6q nbou L6dnrL6uJ6ulz z6I �OL�1J ru 112DO.L MHEKEV2O ,I,1J6 2uodnuluJr6 b922 CouJbL61J6u21n6 2J1;6Ia b1Ju rgcugLjc2 bUoulrscq loCslrou2 MOLJC2 ps2 bL6bJL6q g 2uodnsJuJr6 b922 COUJbL6JJ6u2rn6 29L6Ia VCIIOu IjJJu: grrg SOSS J~,6g6LJJ Hr�lr�nsA 2g�6 21L66Iz grrq Koggz �oL FI11(22�`d) �LJLrI' bnpjrc MHEKEV?o Iu UCCOLgsuc6 milp IJJ6 flurl6q 21sI62 D6bu4LucuI otZLauzboLtupou (n2DOI) YDOb,LILJC ,LHE 2L10611�I'JIIIE b5�Z2 COUIbKEHELJ2IAE 2YEE,LA S�C.LIOL1 bI'�LJ KE20I'n.LIOLI L10• SOSe - 2.L`V.LE Ob, lRFI2HIL1G1.LOLl COnL1.LA Op, KI.L.LI,L`�2 BOFIKD Ob COnLl.L1� COY�IY�II22IOLlEK2 Comprehensive Safety Action Plan CSAP Snoqualmie Pass | Kittitas County | 2026 Table of Contents Index of Key Terms ........................................................................................................................1 Acknowledgments .........................................................................................................................2 Executive Summary .......................................................................................................................5 Chapter 1. Background 11 What is a Comprehensive Safety Action Plan? .....................................................................12 Snoqualmie Pass Today ...............................................................................................................14 Prior Plans and Efforts ................................................................................................................18 Chapter 2. Engaging the Community 21 Three-Phased Outreach Approach ..........................................................................................22 Outreach Activities .....................................................................................................................23 What We Heard ..........................................................................................................................25 Chapter 3. Analyzing Data 28 Key Data Trends ...........................................................................................................................29 Chapter 4. Identifying Countermeasures 41 Priority Project Locations and Countermeasures ................................................................42 Chapter 5. Implementing the Plan 64 Action Plan ....................................................................................................................................65 Implementation ...........................................................................................................................68 Ongoing Evaluation .....................................................................................................................71 Appendices 72 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County List of Tables Table 1. Level of Service Definitions ...................................................................35 Table 2. Countermeasure Cost Estimates ..........................................................42 Table 3. Location A - Cost Estimates ..................................................................46 Table 4. Location B - Cost Estimates ..................................................................48 Table 5. Location C - Cost Estimates ..................................................................50 Table 6. Location D - Cost Estimates ..................................................................52 Table 7. Location E - Cost Estimates ...................................................................54 Table 8. Location F - Cost Estimates ...................................................................58 Table 9. Location G - Cost Estimates ..................................................................60 Table 10. Safety Action Plan .................................................................................64 Table 11. Transportation Safety Funding Sources ...........................................67 Table 12. Initial Safety Report Card ....................................................................69 List of Figures Figure 1. Safe System Approach Wheel ...........................................................................11 Figure 2. Snoqualmie Pass Geographical Context .........................................................12 Figure 3. Study Area & Key Destinations .........................................................................13 Figure 4. Promotional Flyer and Website for Online Engagement ............................21 Figure 5. Online Engagement Activity ..............................................................................22 Figure 6. Attendees at a Public Meeting ..........................................................................23 Figure 7. Pedestrians Crossing SR 906 at Silver Fir .......................................................24 Figure 8. Vehicles Parked in the Designated Lot for the Summit ...............................24 Figure 9. Community Identified Transportation Safety Concerns by Mode ............25 Figure 10. Community Identified Transportation Safety Concerns by Season........25 Figure 11. KSI Collisions by Year in Kittitas County (2014 - 2023) ...........................28 Figure 13. Collisions by Year & Injury Type in Snoqualmie Pass (2014 - 2023) ......28 Figure 12. KSI Collisions by Year in King County (2014 - 2023) ................................28 Figure 14. Collisions by Road User Type in Snoqualmie Pass (2014 - 2023) ...........28 Figure 15. Collisions by Mode in Snoqualmie Pass (2014 - 2023) .............................29 Figure 16. Collisions by Injury Type in Snoqualmie Pass (2014 - 2023) ...................29 Figure 17. All Collisions by Month in Snoqualmie Pass (2014 - 2023) .....................30 Figure 18. Seasonal Collision Trends in Snoqualmie Pass (2014 - 2023) .................31 Figure 19. Count Collection Locations .............................................................................32 Figure 20. October 2024 Weekend Volumes .................................................................33 Figure 21. February 2025 Weekend Volumes ................................................................34 Figure 22. LOS Evaluated Intersections ...........................................................................36 Figure 23. 85th Percentile Travel Speeds – October 2024 .........................................38 Figure 24. Priority Locations for Safety Improvements ................................................41 Figure 25. Countermeasures Toolbox Example ..............................................................42 Figure 26. Location A Safety Improvements ...................................................................45 Figure 27. Location B Safety Improvements ...................................................................47 Figure 28. Location C Safety Improvements ...................................................................49 Figure 29. Location D Safety Improvements ..................................................................51 Figure 30. Location E Safety Improvements ...................................................................53 Figure 31. Location F Corridor Improvements ...............................................................55 Figure 32. Location F Intersection Improvements .........................................................56 Figure 33. Location F Crossing Treatments .....................................................................57 Figure 34. Location G Safety Improvements ...................................................................59 Under 23 U.S. Code § 407 and 23 U.S. Code § 148, safety data, reports, surveys, schedules, lists compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway conditions, or railway-highway crossings are not subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data. The analysis and recommendations in this report are conceptual in nature based upon limited information, and before implementing any changes, or using any of its information for design or construction, Kittitas County should conduct a more detailed analysis and make sure that the design or construction documents reflect specific, detailed, local and field conditions. The scope of this work, including study locations, time frame, and topics, was determined by the client. While it is possible that some locations or issues were not addressed in this report, nothing should be inferred by their omission. Appendices Appendix A. Additional Prior Plans and Policies Appendix B. Stakeholder Planning Group Meeting Agendas Appendix C. Summary of Online Engagement Appendix D. Summary of Community Meeting Appendix E. Collision Analysis Appendix F. Traffic Volume Maps Appendix G. Level of Service Analysis Methodology & Results Appendix H. Level of Service Reports Appendix I. Project Locations Cutsheets Appendix J. Countermeasures Toolbox Appendix K. Origin-Destination Analysis Appendix L. Response to Final Public Comment Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Index of Key Terms ADA Americans with Disabilities Act CDP Census Designated Place CSAP Comprehensive Safety Action Plan FHWA Federal Highway Administration HCM Highway Capacity Manual HSIP Highway Safety Improvement Program HSS Highways of Statewide Significance I-90 Interstate 90 KSI Killed or Serious Injury LOS Level of Service MUTCD Manual on Uniform Traffic Control Devices NACTO National Association of City Transportation Officials OFM Washington State Office of Financial Management PDO Property Damage Only Collisions PHB Pedestrian Hybrid Beacon RCW Revised Code of Washington RRFB Rectangular Rapid-Flashing Beacon SHSP Washington State Strategic Highway Safety Plan SR 906 State Route 906 SS4A Safe Streets for All Program (USDOT) TIB Washington State Transportation Improvement Board TMC Turning Movement Counts USDOT United States Department of Transportation WSDOT Washington State Department of Transportation 1 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Acknowledgments Thank You Elected officials, Kittitas County staff, community members, Snoqualmie Pass Community Association, and the CSAP Stakeholder Group who were engaged through the planning process for both in-person and online outreach events. Your input was invaluable in creating a Comprehensive Safety Action Plan (CSAP) that reflects the needs of the Snoqualmie Pass community. Elected Officials ƒLaura Osiadacz, Kittitas County Chair ƒCory Wright, Kittitas County Vice Chair ƒBrett Wachsmith, Kittitas County Commissioner Kittitas County Staff ƒJosh Fredrickson, Kittitas County Public Works Director ƒKelee Hodges, Kittitas County Environmental/Transportation Planner ƒCameron Curtis, Kittitas County Engineer (Former) Other Agencies ƒKing County Department of Local Services ƒWSDOT South Central Region Consultant Team Fehr & Peers ƒTaylor Whitaker, RSP1 ƒKendra Breiland, AICP ƒAbigail Powell ƒKrystle Li SCJ Alliance ƒDan Ireland, PE ƒCaitlin Mehall, PE 2Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Thank You The Washington State Department of Transportation (WSDOT) acknowledges the efforts of Kittitas County in addressing safety concerns on Snoqualmie Pass and State Route 906 through the preparation of this Comprehensive Safety Action Plan (CSAP) and the proposed improvements it contains. WSDOT supports safety improvements within this corridor. There is currently no funding for the improvements described in the CSAP, and it would require state or federal legislative action. Additionally, any proposed improvements within the state highway right-of-way are subject to WSDOT’s planning, environmental, and design processes, which may result in preferred alternatives different from those proposed in this plan. Lastly, future commercial, residential, and recreational development in this area has the potential to decrease the effectiveness of any proposed improvements. Land use proposals in this area should be carefully considered prior to approval. In summary, WSDOT supports this CSAP conceptually. However, funding, WSDOT processes, and future development may have an impact on the improvements proposed in the plan. Brian White Regional Administrator WSDOT South Central Region Thank You The Washington State Department of Transportation (WSDOT) acknowledges the efforts of Kittitas County in addressing safety concerns on Snoqualmie Pass and State Route 906 through the preparation of this Comprehensive Safety Action Plan (CSAP) and the proposed improvements it contains. WSDOT supports safety improvements within this corridor. There is currently no funding for the improvements described in the CSAP, and it would require state or federal legislative action. Additionally, any proposed improvements within the state highway right-of-way are subject to WSDOT’s planning, environmental, and design processes, which may result in preferred alternatives different from those proposed in this plan. Lastly, future commercial, residential, and recreational development in this area has the potential to decrease the effectiveness of any proposed improvements. Land use proposals in this area should be carefully considered prior to approval. In summary, WSDOT supports this CSAP conceptually. However, funding, WSDOT processes, and future development may have an impact on the improvements proposed in the plan. Brian White Regional Administrator WSDOT South Central Region 3 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County 4Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Executive Summary Snoqualmie Pass (the Pass) is a small mountain community located at the border of Kittitas County and King County. Known for its popularity as a year-round recreation destination, the area experiences significant seasonal and weekend traffic fluctuations that impact quality of life and safety for residents and visitors alike. In response, Kittitas County is developing a Comprehensive Safety Action Plan (CSAP) tailored to the unique conditions of Snoqualmie Pass. This plan adopts the Safe System Approach—an evidence-based framework that prioritizes proactive and systemic strategies to eliminate traffic related deaths and serious injuries. It also aligns with Vision Zero principles and supports eligibility for federal funding through the U.S. Department of Transportation (USDOT) Safe Streets and Roads for All (SS4A) program. CHAPTER 1: INTRODUCTION Provides an overview of the community’s demographics, existing transportation challenges, and prior safety-related plans and initiatives, which lay the foundation for this CSAP. CHAPTER 2: ENGAGING THE COMMUNITY Describes the three-phase outreach process the project team used to gather local insights, as well as key themes and concerns, that informed the development of responsive solutions. CHAPTER 3: ANALYZING DATA Summarizes the CSAP’s robust analysis and data-driven approach to identify patterns and trends, high-risk conditions, and opportunities for proactive safety improvements. CHAPTER 4: IDENTIFYING COUNTERMEASURES Identifies priority locations in Snoqualmie Pass where targeted safety improvements, both engineering and non-engineering, are recommended. CHAPTER 5: IMPLEMENTING THE PLAN Outlines strategies and actions Kittitas County can take to improve safety in Snoqualmie Pass through an action plan, implementation guidance, and performance monitoring. In this Plan Teanaway Community Forest Baker-Snoqualmie National Forest Okanogan-Wenatchee National Forest KITTITAS COUNTY Snoqualmie Pass 90 90 90 Source: Fehr & Peers, 2025; aerial courtesy of Google Earth Pro. Between 2014 and 2023, 107 collisions were reported in the community, including three that resulted in serious injuries or fatalities. 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 13 9 7 11 14 8 12 11 7 12 1 1 1 Killed or Serious Injury (KSI) Collisions Three Collisions (3%) 5 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Chapter 1: Background The chapter provides an overview of Snoqualmie Pass, a place that has many identities: a destination for winter sports, summer hiking, and mountain biking; a desirable resort community that is highly accessible to the Seattle metro area; a center of commerce where truckers and travelers can rest, eat, and access services; and finally, it is home to 354 permanent residents, which include both retirees and employees of Snoqualmie Pass’s bustling recreation industry. These identities shape the experience for people who use the roads and trails— traffic volumes are highly variable, peaking seasonally and around weekends and key holidays, and many travelers are unfamiliar with using the roadway network to reach key recreational destinations. The mix of modes includes personal vehicles, large trucks, recreational vehicles, as well as people on foot, on bike, and traveling via snowmobile. This chapter summarizes the community’s demographics, travel patterns, and existing transportation challenges, as well as prior safety-related plans and initiatives, including the Kittitas County’s Road Safety Improvement Plan, Capital Improvement Program, and Comprehensive Plan, all of which lay the foundation for this CSAP. 6Kittitas County | Snoqualmie Pass Comprehensive Safety Plan A diverse Stakeholder Planning Group comprised of representatives from public agencies, emergency services, local businesses, and residents met regularly throughout the process to provide guidance on safety and mobility priorities, data gaps, and plan development. Key themes from engagement activities included concerns about pedestrian safety, lack of crossings and sidewalks, vehicle conflicts with people walking and biking, concerns about driver behavior, intersection safety, truck parking, seasonal and weekly congestion patterns, emergency access, and winter maintenance. The input gathered helped identify critical safety and mobility needs and ensure the plan reflects both technical analysis and lived experience. Chapter 2: Engaging the Community Hearing from the broad cross-section of Snoqualmie Pass stakeholders and community members played a central role in shaping this CSAP. Through a three-phase outreach process, the project team gathered local insights to inform data analysis, understand safety and capacity needs, and develop responsive solutions. PHASE 1: LISTENING AND LEARNING The unique set of conditions at Snoqualmie Pass shape specific needs, which vary significantly by time of year and day of the week. The project team sought to understand how experiences and needs vary for different user groups. Recognizing that collision data reflects problems after the fact, the team prioritized listening to community members to gather insights on near-miss locations, perceived safety concerns, and ideas for improvement to address safety challenges as well as expected growth in the Pass. PHASE 2: INTEGRATING COMMUNITY INPUT After analyzing safety and broader mobility conditions in Snoqualmie Pass through the lens of both quantitative and qualitative data, the team returned to the community to share findings and confirm that feedback had been accurately captured. PHASE 3: PROJECT PRIORITIZATION The team then presented initial project ideas and prioritization strategies, shaped by community- identified priorities, to gather input before finalizing recommendations. C o n ditions V e h i cl e TimeWeather Day C i r c u m stance Relations h i p R oad A c t i on of DayConditions of Week C o n t rib uting Junctio n Draft Project Ideas 7 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Chapter 3: Analyzing Data To guide decision-making and prioritize capital and programmatic investments, the CSAP draws on a robust analysis of collision history, traffic volumes, travel speeds, roadway characteristics and other contextual variables, and intersection performance. This data-informed approach helps identify patterns, higher-risk conditions, and opportunities for proactive safety and mobility improvements. * 85th percentile speeds collected October 2024. Collision Trends Between 2014 and 2023, 107 collisions were reported in Snoqualmie Pass, including three that resulted in death or serious injury. Most collisions occurred on SR 906 or the I-90 ramps, with 60% occurring during the winter months when snow and ice create hazardous conditions and Snoqualmie Pass experiences a surge in visitors for ski season. Speeding, distracted driving, and midblock collisions were common contributing factors for both winter and summer seasons. Volume & Speed Trends In addition to collision data, traffic volume and speed data were analyzed to assess current roadway conditions and understand how capacity constraints may impact safety and performance in Snoqualmie Pass. Data was collected during two study periods— October 2024 and February 2025. Traffic volumes spiked during peak recreation periods, particularly near I-90 interchanges and key intersections. While capacity analysis indicated that intersections operated at acceptable levels of service (LOS) with relatively limited delays in both October and February study periods, field observations and community feedback revealed that this analysis represents only a snapshot in time and does not fully capture the lived experience of residents and visitors. On-the-ground observations during a holiday weekend highlighted steadily increasing congestion, high levels of street friction, and conditions that contribute to safety risks, including vehicles and trucks parking along SR 906, people walking in narrow shoulders and along the traveled way, unmarked pedestrian crossings, insufficient parking supply, and driver confusion during peak periods. Analysis of speed data revealed observed speeds exceeding posted limits by up to 18 mph along some segments of SR 906.* High vehicle speeds are a concern given that vehicle speeds greatly increase both the likelihood of a crash and the severity of the outcome. The data analysis confirms that there are persistent infrastructural, behavioral, and seasonal challenges that require targeted safety and mobility strategies in Snoqualmie Pass. Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 26 21 7 1 2 6 7 2 5 20 55 Collision Type 2014 - 2023 72% 3% 25% Killed or Serious Injury (KSI) Collisions Three Collisions (3%) Suspected Minor Injury or Possible Injury Collisions 27 Collisions (25%) Property Damage Only (PDO) Collisions 77 Collisions (72%) 67 of 107 Collisions (63%) occurred during the winter months SpeedingSpeeding Distracted Driving Distracted Driving Midblock Collision Midblock Collision Common Contributing Factors Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 26 21 7 1 2 6 7 2 5 20 55 Collision Type 2014 - 2023 72% 3% 25% Killed or Serious Injury (KSI) Collisions Three Collisions (3%) Suspected Minor Injury or Possible Injury Collisions 27 Collisions (25%) Property Damage Only (PDO) Collisions 77 Collisions (72%) 67 of 107 Collisions (63%) occurred during the winter months SpeedingSpeeding Distracted Driving Distracted Driving Midblock Collision Midblock Collision Common Contributing Factors 8Kittitas County | Snoqualmie Pass Comprehensive Safety Plan A B C D E F G 90 90 906 Chapter 4: Identifying Countermeasures This chapter identifies priority locations in Snoqualmie Pass where targeted improvements are recommended based on collision patterns, traffic volumes and speeds, community feedback, stakeholder input, and field observations. Each location includes a description of the context, contributing safety concerns, and a tailored set of engineering countermeasures designed to address site- specific issues. Recommended countermeasures may include physical roadway changes, such as enhanced crosswalks, signage upgrades, speed management treatments, or pedestrian infrastructure, as well as programmatic strategies like enforcement support, public education, or improved maintenance practices. The following locations were identified as priorities for safety and mobility improvements: ƒLocation A: Exit 52 Area – includes SR 906 from NF-9041 to Summit West. ƒLocation B: Summit West Area – includes SR 906 from Summit West to Yellowstone Road. ƒLocation C: Exit 53 Area – includes the intersection of SR 906 & Yellowstone Road. ƒLocation D: Summit Central Area – includes SR 906 from Yellowstone Road to Summit Central. ƒLocation E: Silver Fir Area – includes SR 906 from Summit Central to Tanner Way. ƒLocation F: Exit 54 Area – includes SR 906 from Hyak Drive E to Lake Mardee Road; SR 906 Spur. ƒLocation G: Summit East Area – includes Hyak Drive E from SR 906 to Keechelus Drive. In addition, the stakeholder team identified longer-term, transformative solutions to improve community mobility and access. Solutions recommended in this plan are intended to be context- sensitive, feasible, and aligned with the Safe System Approach. Together, they form a coordinated strategy to improve safety and mobility outcomes for all travelers in Snoqualmie Pass. 90 906 200 ft Location A: Exit 52 Area Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. 9 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Chapter 5: Implementing the Plan This chapter presents strategies and actions to improve safety and mobility in Snoqualmie Pass, supported by an action plan, implementation guidance, and a performance monitoring framework. The action plan includes engineering and non- engineering recommendations that reflect the Safe System Approach and proven safety countermeasures, tailored to address the specific safety and mobility concerns identified through data analysis, stakeholder input, and community engagement. Actions are categorized by near-, mid-, and long-term timelines, with considerations for implementation cost and complexity. Strategies range from quick-build infrastructure improvements and winter travel education to long-range partnerships for parking and multimodal access. Achieving the goals of the CSAP will require continued coordination among public agencies, stakeholder groups, and community members, as well as sustained commitment to funding and implementation. The chapter also identifies key federal and state grant programs that may support implementation and outlines a process for ongoing evaluation. A recurring Safety Report Card will help track progress toward safety goals, highlight achievements, and identify areas for further investment. Oversight & Accountability Phasing & Sequencing FundingCoordination & Partnerships Communication Coordinated Implementation Process Coordinated Implementation Process 10Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Chapter 1 Background 11 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Located at the boundary of Kittitas and King Counties, Snoqualmie Pass, WA is a small mountain community nestled in the Cascades. Snoqualmie Pass, a place that has many identities: a destination for winter sports , summer hiking, and mountain biking; a desirable resort community that is highly accessible to the Seattle metro area; a center of commerce where truckers and travelers can rest, eat, and access services; and finally, it is home to 354 permanent residents, which include both retirees and employees of Snoqualmie Pass’s bustling recreation industry. These identities shape the experience for people who use the roads and trails—traffic volumes are highly variable, peaking seasonally and around weekends and key holidays, and many travelers are unfamiliar with using the roadway network to reach key recreational destinations. The mix of modes includes personal vehicles, large trucks, recreational vehicles, as well as people on foot, on bike, and traveling via snowmobile. Reviewing crash data is a foundational element of any effective safety action plan. It enables agencies to identify locations along the public roadway to implement safety countermeasures, understand contributing factors to crashes, and prioritize interventions. This plan analyzes patterns in crash frequency, severity, and type—especially those involving vulnerable road users such as pedestrians and cyclists—to make data-driven decisions that maximize safety outcomes along the roadway. Regular crash data review also supports WSDOT, King County, and Kittitas County in performance monitoring, it helps justify funding for improvements, and ensures that resources are allocated where they will have the greatest impact. Between 2014 and 2023, there were 107 reported collisions in Snoqualmie Pass, including three collisions that resulted in serious injuries or death. In response, the Snoqualmie Pass CSAP adopts a Safe System Approach, aimed at proactively reducing and ultimately eliminating transportation- related deaths and serious injuries. What is a Comprehensive Safety Action Plan? Kittitas County is drafting a CSAP for Snoqualmie Pass to improve transportation safety and mobility. A CSAP serves as a strategic roadmap focused on reducing and ultimately eliminating serious injuries and fatalities on the transportation network. This plan is tailored to the unique conditions and challenges of Snoqualmie Pass. This CSAP aims to proactively address the needs of all road users by targeting known safety and mobility hotspots and by anticipating future issues through forward-looking safety and capacity planning. In addition to guiding local safety improvements, the CSAP supports Kittitas County’s long-range capital planning and qualifies as an action plan under the U.S. Department of Transportation (USDOT) Safe Streets and Roads for All (SS4A) program and other relevant grant opportunities. 12Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Safe System Approach The CSAP is built around the “Safe System Approach,” founded on the principle that people make mistakes, and that the road system should be adapted to anticipate and accommodate human mistakes.* It acknowledges the vulnerability of the human body when designing and operating a transportation network so that if collisions occur, they are less likely to result in serious human injury. In a Safe System, interventions are applied proactively and systemically, meaning they are deployed across a network or a group of locations sharing similar roadway or land use contexts. This systemic approach helps to reduce the potential for fatal and serious injury collisions. Vision Zero Vision Zero is a global traffic safety movement founded on the belief that traffic-related deaths and serious injuries are preventable, and that even a single fatality is unacceptable. Its success depends on applying the Safe System Approach to create a transportation network that protects all users.† Kittitas County is committed to creating safer roads for all and proudly supports Washington State’s Target Zero initiative, which seeks to eliminate all traffic fatalities and serious injuries on public roadways by 2030.‡ This commitment is shared by neighboring King County, whose Target Zero Vision Statement describes “a future without collisions, injuries, and fatalities, where all people can travel safely and securely throughout King County, WA.”§ Together, Kittitas County, King County, and Washington State are working toward this shared vision of a safer future for everyone. * https://safety.fhwa.dot.gov/hsip/docs/fhwasa2018.pdf † https://highways.dot.gov/safety/zero-deaths ‡ https://targetzero.com/ § https://kingcountytargetzero.com/ SaferPeople SaferVehicles Safer Speeds Safer Roads Post-Crash Care R E DUNDANCY IS CRUCIAL • D E A T H A N D S E R I O U S I N JURIES ARE UNACCEPTABLE • H U M A N S M A K E M I S TAKES • • S A F E T Y I S P R O A CTIVE • RESPONSIBILITY IS S H A R E D • H U M A N S A RE VULNERABLE SAFE SYSTEM APPROACH The Safe System Approach focuses on five key elements—safe road users, safe vehicles, safe speeds, safe roads, and post-crash care, integrated through a range of interventions (Figure 1). These interventions include: Figure 1. Safe System Approach Wheel Source: FHWA. Separating users in physical space (e.g., sidewalks, dedicated bicycle facilities). Separating users in time (e.g., time for pedestrians to start crossing the street before cars begin turning, and signalized left turns). Alerting users to potential hazards. Discouraging or prevent risky behaviors. Slowing or managing vehicle speeds. Accommodating human injury tolerance through interventions that reduce impact speed and transfer of kinetic energy. 13 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Snoqualmie Pass Mount Rainier National Park Teanaway Community Forest Mt. Baker-Snoqualmie National Forest Okanogan-Wenatchee National Forest KITTITAS COUNTY KING COUNTY Snoqualmie Pass 90 90 90 Snoqualmie Pass Today Snoqualmie Pass is located along the border of Kittitas County and King County and is accessible exclusively via Interstate 90 (I-90) exits 52, 53, and 54 (Figure 2). Designated as a Census Designated Place (CDP), Snoqualmie Pass falls primarily under the jurisdiction of Kittitas County, with a small portion extending into King County. The area also includes the unincorporated community of Hyak. State Route 906 (SR 906) runs the length of the community, serving as its primary thoroughfare (Figure 3). Figure 2. Snoqualmie Pass Geographical Context Source: Fehr & Peers, 2025; aerial provided courtesy of Google Earth Pro. 14Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Tuscohatchie Lake Keechelus Lake Mardee Lake Iron Horse Trl Tanner Way Ja y L n Sn o w s h o e L n H y a k C r k C o al C r k Kendall P l Alta Loop C a s c a d e P l S n o q ual m i e Dr H y a k D r E G old C r k P a l o u s e t o C a s c a d e s S t a t e P a r k T r l RockyRun M i ll Crk E Su m m i t R d SE D e n n y C r e e k R d Er s t e S t r a s s e 906 90 Washington Alpine Club Kendall Katwalk Trail HeadPacific Crest Trail - Lodge Lake Trailhead The Summit at Snoqualmie Laconia Market & Cafe Dru Bru Fire & Rescue Station Black Diamond Cabin Apres Ski Lodge Summit Central Central Express Lift C1 Parking Lot C2 Parking LotSummit Bike Park - Black Forest Cliff Edelweiss Chalet Condominium Silver Fir LodgeSummit Bike Park - Bermy Loamax Rampart Chairlift PNW Cascades Lake Keechelus Trailhead E3 Parking Lot Palouse to Cascades State Park Ja y L n Coa l C r k OlsonDr S u m m i t W a y Y e l l o w s t o n e T r a i l R d E Su m m i t R d SE Denny Creek Rd Ken d a l l Pea k Way 906 90 Washington Alpine Club Kendall Katwalk Trail Head Pacific Crest Trail - Lodge Lake Trailhead The Summit at Snoqualmie Laconia Market & Cafe Dru Bru Fire & Rescue Station Black Diamond Cabin Apres Ski Lodge Summit Central Central Express Lift C1 Parking Lot Keechelus Lake Mardee Lake C h a m o n i x P l C o a l C r k Lak e M a r d e e R d Tanner W a y H y a k C r k I n n s b r u c k D r Kendall P l C a s c a d e P l S n o q u a l m i e D r Ram p a r t D r M i l l Crk H ya k D r E Palouse to Cascades State Park Trl 906 90 Central Express Lift C2 Parking Lot Edelweiss Chalet Condominium Silver Fir Lodge Rampart Chairlift PNW Cascades Lake Keechelus Trailhead E3 Parking Lot Palouse to Cascades State Park 0 ½ 1 Miles Legend Local Attraction Study Area County Line King County Kittitas CountyFigure 3. Study Area & Key Destinations Source: Fehr & Peers, 2025. 15 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County As a popular year-round recreation and resort destination for visitors, Snoqualmie Pass experiences significant seasonal and weekly variation in traffic volumes and roadway conditions. Winter is the peak season, drawing visitors for downhill skiing, snowshoeing, and other snow-based activities. Attractions such as The Summit at Snoqualmie offer alpine and Nordic skiing, mountain biking, winter tubing, and scenic lift rides. On a busy winter day, both paid off-street parking lots and free on-street parking supplies are highly utilized, which can lead to significant pedestrian volumes as people travel between their cars and destinations, sometimes leading to uncomfortable interactions with moving vehicle traffic. In recent years, summer has also seen a surge in popularity, drawing outdoor enthusiasts for hiking, mountain biking, and other warm- weather pursuits. Adjacent to the Mount Baker-Snoqualmie National Forest, the area supports hiking opportunities throughout the year. These hiking and biking destinations can also result in significant demands for parking that spills onto public roadways, which are not always designed to accommodate this purpose, at least not at the demand levels that often occur. Located at the I-90 crossing of the Cascade Mountains, the Snoqualmie Pass area also serves as a major service center for through travelers, including those driving large recreational vehicles and trucks. During winter storms, the Pass can be a stopping point for traffic unable to travel further east. These users, while temporary, impact how Snoqualmie Pass’s transportation network functions.* * An origin–destination analysis of travel to Snoqualmie Pass is provided in Appendix K. 16Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Snoqualmie Pass King County Kittitas County 55 38 37 Median Age (Years)Median Income $80,875 $69,928 $122,148 Racial & Ethnic Diversity White Hispanic Multiracial Asian Black or African American Other/Uncategorized 3% 14% 8% Population Living Below Poverty Line Most Common Occupations Among Snoqualmie Pass Residents Installation, Maintenance, and Repair Management, Sales, and Related Snoqualmie Pass 94% 2% Kittitas County 80% 4% 6% King County 54% 4% 20% 6% 7% Snoqualmie Pass King County Kittitas County Snoqualmie Pass King County Kittitas County Demographics As of 2023,* Snoqualmie Pass is home to 354 permanent residents, with a median age of 55 and a median household income of $80,875. The community is predominantly White (non-Hispanic), comprising 94% of the population, followed by Hispanic residents (2%). Approximately 3% of residents live below the poverty line.† Compared to the surrounding counties, Snoqualmie Pass has an older population and lower racial and ethnic diversity. This demographic profile reflects the high number of retirees that choose to live here, given its natural beauty and access to outdoor amenities. By contrast, Kittitas County, as a whole, * Although this report was prepared in 2025, 2023 remains the most recent year with available demographic data. † U.S. Census Bureau, 2019–2023 American Community Survey 5-Year Estimates, Tables B01001, B03002, B17001, and B19001 (Snoqualmie Pass CDP, WA). Retrieved from https://data.census.gov ‡ U.S. Census Bureau, 2019–2023 American Community Survey 5-Year Estimates, Tables B01001, B03002, B17001, and B19001 (Kittitas County, WA). Retrieved from https://data.census.gov § U.S. Census Bureau, 2019–2023 American Community Survey 5-Year Estimates, Tables B01001, B03002, B17001, and B19001 (King County, WA). Retrieved from https://data.census.gov ¶ U.S. Census Bureau, 2019–2023 American Community Survey 5-Year Estimates, Table B24050 (Snoqualmie Pass CDP, Washington). Retrieved from https://data.census.gov is much younger (the median age is 38) and less affluent (the median household income is $69,928). The county is predominantly White (non-Hispanic) (80%), with 6% multiracial (non-Hispanic) and 4% Hispanic residents. Approximately 14% of residents live below the poverty line.‡ In King County, the median age is 37, and the median household income is higher at $122,148. King County’s population is younger and more affluent, reflecting its status as the state’s top jobs center. Compared to Snoqualmie Pass and Kittitas County overall, King County has greater ethnic diversity, with 54% White (non-Hispanic), 20% Asian (non-Hispanic), 7% multiracial (non-Hispanic), 6% Black or African American (non-Hispanic), and 4% Hispanic residents. Approximately 8% of King County residents live below the poverty line.§ The most common occupations among Snoqualmie Pass residents include Installation, Maintenance, and Repair roles, followed by Management and Sales & Related Occupations. These employment patterns reflect the area’s seasonal economy and recreational infrastructure.¶ 17 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Prior Plans and Efforts Kittitas County and Snoqualmie Pass have developed plans and policies over the past decade that guide transportation project development and transportation safety investments, including the Kittitas County Road Safety Improvement Plan (2025), Kittitas County Capital Improvement Program 2024-2029 Six Year Plan (2023), Kittitas County Comprehensive Plan (2021), the Snoqualmie Pass Sub Area Comprehensive Plan - Master Plan (2016), and the Washington State Truck Parking Implementation Plan (2024). Relevant aspects of these plans are summarized below. Additional plans and policies in the county and region are reported in Appendix A. * https://records.co.kittitas.wa.us/WebLink/0/doc/7441710/Page2.aspx † https://wsdot.wa.gov/business-wsdot/support-local-programs/funding-programs/highway-safety-improvement-program ‡ https://www.co.kittitas.wa.us/uploads/bocc/ordinances/2023-009-ordinance.pdf Kittitas County Road Safety Improvement Plan (2025)* This plan continues the County’s biennial effort to improve safety across its road network. Developed in alignment with the Washington State Department of Transportation (WSDOT) Highway Safety Improvement Program (HSIP) grant methodology,† the plan analyzes crash data, staff feedback, and roadway characteristics to identify and prioritize safety projects. These projects incorporate a range of countermeasures and considered factors such as estimated cost, feasibility, and implementation. Total project costs were calculated and, when necessary, divided into phases to align with available funding opportunities: ƒPriority 1: Kittitas Highway and No. 6 Road Intersection Improvement Planning and Implementation. ƒPriority 2: Corridor Improvements Countywide. ƒPriority 3: Huntzinger Road Safety Improvements Phase 2 (MP 2.70 to MP 5.14). ƒPriority 4: Denmark Road Safety Improvements. ƒPriority 5: Bridge and Structure Improvement Project. While this plan analyzed crash data and trends across the County, it did not identify any specific safety challenges or propose any countermeasures in the Snoqualmie Pass Area. Kittitas County Capital Improvement Program 2024– 2029 Six Year Plan (2023)‡ This plan outlines key infrastructure projects across Kittitas County’s road network. The plan includes the following projects in Snoqualmie Pass: ƒYellowstone Road Culvert Replacement: This project will replace the existing undersized and deteriorating culvert with a larger culver that has the capacity to handle high water flow and sediment in the stream. The culvert replacement will prevent the washout of the county road as well as improve fish passage. ƒShort Span Bridge Replacement, Phase 1: This project will repair or replace short span bridges— structures less than 20 feet long—throughout Kittitas County, including in the Snoqualmie Pass area. The bridges identified for work have been flagged through routine safety inspections. Through this plan the County has also secured Highway Safety Improvement Program (HSIP) funding for 2025- 2027, aligning with Washington State’s Target Zero initiative to reduce fatal and serious collisions. 18Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Kittitas County Comprehensive Plan Transportation Element (2021)§ The Kittitas County Comprehensive Plan Transportation Element envisions a safe, balanced, and efficient multimodal transportation system that supports both local and regional growth while preserving the county’s rural character. The plan is structured around core goals which guide infrastructure investments, transportation policies, and mobility strategies. Key transportation goals (T-G) and policies (T-P) in the plan related to safety include: ƒT-G1: Safe - Create a transportation network that can be shared safely by all users and provides sufficient access for emergency response. ƒT-P1: Require new development to provide multiple access points that are designed to support emergency access and evacuation. ƒT-P2: Develop or update the existing evacuation plan that is interagency, ties specific transportation route designations to a countywide and regionally based system of emergency traffic routes, and identifies evacuation centers that accommodate people, pets, and livestock. ƒT-P3: Develop and maintain a safe, efficient and environmentally sound multi-modal transportation system in accordance with local, state, and federal requirements. ƒT-P4: Provide all weather, all-season use of the road system for the movement of goods and services. ƒT-P5: Develop road standards that incorporate traffic calming techniques that are appropriate for the roadway and surrounding land use. ƒT-P6: Implement safety improvements in areas with high accident locations, prioritizing those locations with pedestrian or all-terrain-vehicle collisions. ƒT-P7: Seek program funds for implementing investments identified in the countywide safety plan. ƒT-P8: Encourage new development to provide for safe transportation alternatives. § https://www.co.kittitas.wa.us/uploads/documents/cds/comp-plan/2021/2021%20Comprehensive%20Plan.pdf ¶ In Appendix 2 of 2021 Kittitas County Comprehensive Plan (page 163): https://www.co.kittitas.wa.us/uploads/documents/cds/comp-plan/2021/2021%20Comprehensive%20Plan.pdf Snoqualmie Pass Sub-Area Comprehensive Plan – Master Plan (2016)¶ The subarea plan addresses critical transportation challenges in Snoqualmie Pass by outlining strategies to enhance safety, access, and mobility for residents, visitors, and businesses. The transportation section presents a comprehensive approach to improving safety, reducing congestion, and upgrading infrastructure, emphasizing collaboration between WSDOT, Washington State Patrol, local businesses, and the community. Key focus areas include truck parking, pass closures, traffic management, pedestrian safety, and public transit improvements, ensuring a more efficient and safer transportation network for all. After the review above and extensive community input, the following overall goals were identified: ƒCreate a shared vision of the future of the Pass area through a community-based updated Comprehensive Plan. ƒCreate a vibrant year-round community in the Pass area capable of supporting, and suitable for, both residents and recreational visitors to the area alike. ƒEstablish a unifying theme or motif for development in the Pass area, whether through consistent signage or common area elements, encouraged design features, or similar approaches. ƒIncrease the economic and housing viability of the Pass area by giving the economic impact of any activity or decision high priority. ƒProtect the ability to expand recreational opportunities, both winter and summer, to accommodate visitor growth. ƒPlan adequate infrastructure improvements, both transportation and utilities, to accommodate present and future needs. ƒPreserve and protect environmentally sensitive areas and scenic vistas. 19 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Washington State Truck Parking Implementation Plan (2024)** The Washington State Truck Parking Implementation Plan, developed by the Freight Mobility Strategic Investment Board (FMSIB) in consultation with WSDOT, outlines specific and actionable recommendations, including an implementation timeline and grant opportunities, to expand both public and private truck parking supply across the state. I-90 is identified as one of the state’s major freight corridors with truck parking facilities that are at or over capacity during overnight hours. The plan identified and assessed development opportunities along I-90, particularly near North Bend and within the surrounding 30-mile corridor segment. A key finding of the plan is that this section of I-90 lies outside the urban growth area boundary, meaning new parking solutions will require collaboration and coordination among state, regional, and local partners. Addressing this gap is especially important for Snoqualmie Pass, where limited truck parking often results in drivers staging on shoulders, ramps, and local roads. Snoqualmie Valley/Northeast King County Subarea Plan (2024)†† The Snoqualmie Valley/Northeast King County Subarea Plan (2024) is a component of the King County Comprehensive Plan that establishes a 20-year vision for land use, transportation, and community development within the subarea. The plan includes policies that support transportation safety, access, and mobility improvements relevant to this CSAP effort. Key supportive policies include: ƒSVNE-26: Support safety improvements to the State Route 906 corridor for Snoqualmie Pass residents and visitors through working with the Washington State Department of Transportation, Kittitas County, local businesses, and the community. ƒSVNE-31: Explore alternatives to driving alone to Snoqualmie Pass, particularly in the winter, to reduce congestion, reduce safety hazards, and expand access to the Pass, by working with Washington State, Kittitas County, local businesses, and the community. ** https://fmsib.wa.gov/studies/truck-parking-implementation-plan †† https://kingcounty.gov/en/dept/local-services/buildings-property/development- planning-regulations/subarea-plans/snoqualmie-valley-ne-king-county 20Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Chapter 2 Engaging the Community 21 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Three-Phased Outreach Approach Stakeholder and community engagement are essential components in the development of a CSAP, ensuring that community members have meaningful opportunities to identify safety challenges, shape outcomes, and contribute to final recommendations. For this CSAP, the project team followed a three-phase outreach process: Stakeholder Planning Group The Stakeholder Planning Group is made up of members from a broad cross-section of Snoqualmie Pass interests, including WSDOT, King County, the Snoqualmie Pass Public Utility District, Kittitas Fire District 13, resort operators, homeowner associations, business owners, and other relevant entities such as the U.S. Forest Service, Washington State Parks, and more. The group convened every other month throughout the planning process to provide guidance and input on key topics, including: ƒExisting safety and capacity challenges ƒIdentification of data gaps and collection methodologies ƒUser types and travel patterns within the transportation system ƒAnticipated future issues based on capacity modeling and systemic safety analysis ƒCommunity priorities related to transportation safety and mobility ƒOutreach strategies and engagement methods ƒIdentification and confirmation of priority locations for capacity and safety improvements ƒReview of draft plan materials Meeting agendas and topics discussed at each session are included in Appendix B. Phase 1 Listening and Learning The unique set of conditions at Snoqualmie Pass shape specific needs, which vary significantly by time of year and day of the week. The project team sought to understand how experiences and needs vary for different user groups. Recognizing that collision data reflects problems after the fact, the team prioritized listening to community members to gather insights on near-miss locations, perceived safety concerns, and ideas for improvement to address safety challenges as well as expected growth in the Pass. Phase 2 Integrating Community Input After analyzing safety and broader mobility conditions in Snoqualmie Pass through the lens of both quantitative and qualitative data, the team returned to the community to share findings and confirm that feedback had been accurately captured. Phase 3 Project Prioritization The team then presented initial project ideas and prioritization strategies, shaped by community- identified priorities, to gather input before finalizing recommendations. Engagement activities included an online survey, an interactive map, an in-person community meeting, and ongoing collaboration with the Stakeholder Planning Group. C o n ditions Ve hi cle TimeWeather Day C i r c u m stance Relationship Road A c ti on of DayConditions of Week C o n t rib uting Junctio n Draft Project Ideas 22Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Outreach Activities Phase 1: Listening and Learning Recognizing that collision data is inherently reactive as collisions are only reported after they occur, the project team prioritized hearing directly from community members to better understand near-miss locations, perceived safety concerns, and ideas for improvement. To do this, the team launched an online engagement effort with two main components: ƒAn interactive map where participants could pinpoint specific locations of concern related to transportation safety and capacity; and ƒA survey to gather additional context and demographic information (Figure 4). Outreach for the online engagement included flyers and posters placed throughout the community, distribution to email groups and on social media by stakeholder partners, and a text blast from the Fire Department reaching approximately 300 residents (Figure 4). The website was open for public input from September 25th, 2024 through May 31st, 2025. Interactive Map The project team developed an interactive map to allow community members to identify specific locations where they experience transportation- related safety or capacity concerns. As shown in Figure 5, participants could place markers on the map and were prompted to indicate the mode of travel associated with each concern—walking/rolling, biking, driving, or other. Participants were also asked to indicate if the concern was primarily related to winter conditions, summer conditions, or present year-round. A total of 30 people contributed, generating 194 combined markers, comments, and upvotes. This input highlighted both unique issues and areas of shared concern across the community. Survey To complement the interactive map, the project team created a survey to gather more detailed information about the community’s transportation safety and capacity challenges as well as the demographics of participants. A total of 58 people responded, providing input on the specific issues they encounter when traveling in Snoqualmie Pass and ranking their top three safety and capacity concerns. These responses provided valuable insight into both individual experiences and broader community priorities. For a detailed summary of the online engagement effort responses, see Appendix C. Figure 4. Promotional Flyer and Website for Online Engagement Source: Fehr & Peers, 2025. 23 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Figure 5. Online Engagement Activity Source: Fehr & Peers, 2025. 24Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Phase 2: Integrating Community Input After analyzing both quantitative and qualitative data, the project team returned to the community to share preliminary results and confirm that public input had been accurately reflected. This was done through a two-part public meeting featuring an open house and a formal presentation. The open house included a series of informational and interactive boards. Informational boards explained the purpose of the CSAP, summarized key safety and traffic findings, and highlighted community input from the online survey and interactive map. Interactive activity boards invited participants to provide feedback on potential action items and location-specific safety countermeasures across the Snoqualmie Pass study area. Attendees could write comments directly on the boards, allowing for real-time input (Figure 6). Following the open house, a presentation was delivered outlining the CSAP process, completed analyses, examples of proven safety strategies, and next steps. For a detailed overview of the community meeting and the feedback received from participants, see Appendix D. What We Heard Each phase of engagement offered opportunities for community members and stakeholders to share their firsthand experiences and transportation concerns. These insights helped identify challenges that may not be captured through data alone, such as near-misses, seasonal safety issues, and barriers to safely walking, biking, or driving in Snoqualmie Pass. The online survey, interactive map, and public meeting provided complementary ways community members could express concerns, react to findings, and weigh in on potential strategies. Several themes consistently emerged across all engagement activities, highlighting the community’s top transportation safety and capacity concerns, as shown on the next page. Figure 6. Attendees at a Public Meeting Source: Fehr & Peers, 2025. 25 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Figure 7. Pedestrians Crossing SR 906 at Silver Fir Near a Blind Curve with No Designated Crosswalk Source: Fehr & Peers, 2025. Unmarked Pedestrian Crossings and Lack of Crosswalks Concerns about pedestrians crossing in areas without marked crosswalks, often in high-traffic locations. Figure 7 shows pedestrians crossing SR 906 at Silver Fir near a blind curve with no designated crosswalk. Pedestrians Walking in the Roadway Often due to the lack of sidewalks, shoulders, or other pedestrian infrastructure, or because parked vehicles force pedestrians into traffic lanes. Conflicts Between Vehicles and Non-motorized Users Concerns about safety at locations where vehicles, pedestrians, and bicyclists share space without separation. Concerns with Driver Behavior Includes both intentional behaviors such as speeding and recklessness, and unintentional behaviors due to confusion from unclear signage or intersection control. Intersection Concerns Intersections identified as having frequent conflicts, concerns about visibility and signage, or lacking appropriate traffic control. Insufficient Vehicle Parking Includes parking in undesignated areas or along roadways, which contributes to traffic obstruction and safety concerns (Figure 8). Truck Parking Along SR 906 Parked trucks create sight distance challenges, particularly near intersections and driveways, and contribute to traffic flow and pedestrian safety concerns. Congestion Heavy traffic volumes, backups onto I-90, and gridlock conditions during peak recreation times. Emergency Access Challenges Concerns that congestion, parking, or blocked roads may delay emergency response or impede evacuation during emergencies such as wildfires. Roadway and Facility Maintenance Issues Concerns include unplowed roads, delayed striping, or poor road surface conditions that contribute to safety hazards. Winter Weather Hazards Includes icy roads, lack of traction, limited winter maintenance before early hours, and vehicles getting stuck in snow or sliding on hills. Desire for Parking Garage Concerns about congestion, vehicles parking along roadways and visitor accessibility. Desire for Frontage Road Community desire for a Frontage Road due to concerns about congestion along I-90. Figure 8. Vehicles Parked in the Designated Lot for the Summit with Overflow Parking Extending Along SR 906 Source: Fehr & Peers, 2025. Figures 9 and 10 on the following page highlights the locations where community concerns were concentrated. 26Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Keechelus Lake Mardee Lake Iron Horse Trl Y e l l o w s t o n e T r a i l R d Ja y L n Sn o w s h o e L n H y a k C r k C o al C r k I n n s b r u c k D r M i ll Crk G o l d C r k SE D e n n y C r e e k R d Ken d a l l Pea k Way 906 90 Legend Summer Winter Both Summer and Winter Study Area County Line Ken d a l l Pea k W a y 906 90 Hyak Dr E C h a m o n i x P l 906 90 0 ½1 Miles Keechelus Lake Mardee Lake Iron Horse Trl Y e l l o w s t o n e T r a i l R d Ja y L n Sn o w s h o e L n H y a k C r k C o al C r k M il l Crk K e a r n e y D r G o l d C r k SE D e n n y C r e e k R d Ken d a l l Pea k Way 906 90 Legend Active Vehicle Study Area County Line Su m m i t W a y 906 90 Hyak D r E 906 90 0 ½1 Miles Figure 9. Community Identified Transportation Safety Concerns by Mode Source: Fehr & Peers, 2025. Figure 10. Community Identified Transportation Safety Concerns by Season Source: Fehr & Peers, 2025. 27 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Chapter 3 Analyzing Data 28Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Key Data Trends The development of the CSAP was guided by comprehensive data analysis, including collision data, traffic volumes, traffic speed, and intersection level of service. This chapter highlights the key findings and trends identified through these analyses, offering insights into current roadway conditions and their implications for transportation safety and mobility in Snoqualmie Pass. To identify key collision trends, the project team analyzed collisions that occurred in Snoqualmie Pass over a 10-year period, from January 2014 through December 2023, using data available through the WSDOT crash portal.* The analysis includes collisions on local roads, SR 906, and the on- and off-ramps of I-90, but excludes I-90 itself, as this limited-access highway is addressed under the State’s Strategic Highway Safety Plan.† In addition to collision data, traffic volume and speed data was evaluated to assess roadway performance and understand how capacity constraints may impact safety across the local network. What is a Fatal or Serious Injury (KSI) Collision?‡ A fatal injury is any injury that leads to death within 30 days of the motor vehicle collision in which it occurred. A serious injury is a non- fatal injury that results in one or more of the following: * The collision data used in the preparation of this plan were provided by WSDOT and only includes collisions that were logged with a crash report. † https://targetzero.com/ ‡ https://highways.dot.gov/media/20131 ƒSevere laceration resulting in exposure of underlying tissues/muscle/organs or resulting in significant loss of blood ƒBroken or distorted extremity (arm or leg) ƒSuspected skull, chest, or abdominal injury other than bruises or minor lacerations ƒSignificant burns (second and third degree burns over 10% or more of the body) ƒUnconsciousness when taken from the crash scene ƒCrush injuries ƒParalysis 29 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Collision Trends * https://wtsc.wa.gov/dashboards/fatalities-dashboard/ accessed May 2025. Kittitas County & King County Traffic fatalities and serious injuries on all roads in Kittitas County and King County have risen over the 10-year period from 2014 to 2023, highlighting a growing safety concern, as illustrated in Figure 11 and Figure 12.* Snoqualmie Pass Collision data from 2014 to 2023 was analyzed for local roads, SR 906, and the on- and off-ramps of I-90 within the Snoqualmie Pass area. Over this 10-year period, a total of 107 collisions were reported. Of these, one collision was fatal and two resulted in life-altering serious injuries (Figure 13). In addition to vehicle-only collisions, there were also collisions involving pedestrians, bicyclists, and motorcyclists, also referred to as vulnerable road users (Figure 14 and Figure 15). A significant share of collisions—81 of the 107 (76%)—occurred on SR 906 or the I-90 ramps. All three KSI collisions were vehicle-only and took place on SR 906 or I-90 ramps (Figure 16). 2014 2015 2016 2017 2018 2019 2020 2021 2022 20232014 2015 2016 2017 2018 2019 2020 2021 2022 2023 28 32 31 38 32 29 34 31 41 40 551 597 635 646 609 657 634 763 854 924 Figure 11. KSI Collisions by Year in Kittitas County (2014 - 2023) Source: Washington State Traffic Safety Commission Crash Data, 2014-2023. Figure 12. KSI Collisions by Year in King County (2014 - 2023) Source: Washington State Traffic Safety Commission Crash Data, 2014-2023. Figure 13. Collisions by Year & Injury Type in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. Figure 14. Collisions by Road User Type in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 10 3 8 4 9 10 5 11 8 4 8 1 3 2 4 3 1 3 3 41 1 1 Killed or Serious Injury (KSI) Collisions Suspected Minor Injury or Possible Injury Collisions Property Damage Only (PDO) Collisions Road User Type 6% Vehicle-only Collisions Vulnerable Road User Collisions 94% 30Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Keechelus Lake Mardee Lake Iron Horse Trl Y e l l o w s t o n e T r a i l R d Sn o w s h o e L n H y a k C r k O l s o n D r C o al C r k M i ll Crk G o l d C rk H y a k D r E P a l o u s e t o C a s c a d e s State Park Trl SE D e n n y C r e e k R d Ken d a l l Pea k Way 906 90 Legend Killed or Serious Injury (KSI) Collision Possible or Suspected Minor Injury Collision Property Damage (PDO) Collision Study Area County Line 0 ½ 1 Miles 90 906 Keechelus Lake Mardee Lake Iron Horse Trl Y e l l o w s t o n e T r a i l R d Sn o w s h o e L n H y a k C r k O l s o n D r C o al C r k M il l Crk G o l d C rk H y a k D r E P a l o u s e t o C a s c a d e s S tate Park Trl SE D e n n y C r e e k R d Ken d a l l Pea k Way 906 90 Legend Bicycle Motorcycle/ Scooter Pedestrian Vehicle Study Area County Line 0 ½1 Miles Su m m i t W a y K e n d a l l P e a k W a y 906 90 Figure 16. Collisions by Injury Type in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. Figure 15. Collisions by Mode in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. 31 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Winter Trends Given Snoqualmie Pass’s popularity as a winter destination with heavy snowfall and a significant influx of visitors during the ski season, it’s important to understand how collision trends vary by season. As shown in Figure 17, 67 of 107 (63%) of collisions occurred during the winter season (December, January, and February). The collision data reveals several notable trends in driving behavior and environmental conditions. A majority of winter collisions occurred over the weekend, suggesting increased traffic traveling through the Pass. Most collisions occurred at midblock locations rather than at intersections, as highlighted by the trend of drivers going straight ahead. These patterns suggest key targeted countermeasures at midblock locations that address speeding and distracted driving. Summer Trends Although fewer collisions occurred during the summer months, they were associated with distinct conditions and patterns from winter collisions. 20 of 107 collisions (18%) occurred in June, July, August, or September. Seasonal trends are summarized in Figure 18 on the next page, and additional charts and takeaways from the collision data analysis are reported in Appendix E. Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 26 21 7 1 2 6 7 2 5 5 5 20 63% 19% 67 of 107 collisions (63%) occurred during the winter months 19%Dec - Feb 67 Collisions Mar - May: 10 Collisions Oct - Nov: 10 Collisions Jun - Sep 20 Collisions Figure 17. All Collisions by Month in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. 32Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Contributing Circumstance Speeding 45% Driver Distraction or Inattention 21% Unsafe Starting, Backing, Passing, or Parking 6% Note: 16% of winter crashes were “none” or “other.” WINTER Driver Distraction or Inattention 20% Under the Influence 10% Asleep or Ill 10% VehicleAction Driver going straight ahead 57% Driver making a left or right turn 10% Driver slowing down 7% JunctionRelationship Not intersection related 66% Intersection related 31% Driveway related 3% Time of Day Midday (11am - 3pm) 33% Afternoon (3 - 6pm) 22% Morning (5 - 11am) 21% SUMMER Note: 35% of summer crashes were “none” or “other.” Note: 15% of summer crashes were “other” or “unknown.” Night (9pm - 5am) 15% Evening (6pm - 9pm) 9% Evening (6pm - 9pm) 20% Night (9pm - 5am) 20% Dayof Week Friday, Saturday, or Sunday 63% RoadConditions Snow or slush covered roads 72% Icy roads 18% WeatherConditions Snowing 60% Clear or partly cloudy 19% Raining 7% Driver going straight ahead 70% Driver starting from parked position or backing 10% Not intersection related 85% Intersection related 10% Driveway related 5% Midday (11am - 3pm) 50% Morning (5 - 11am) 10% Friday, Saturday, or Sunday 45% Dry roads 85% Wet roads 10% Clear or partly cloudy 85% Figure 18. Seasonal Collision Trends in Snoqualmie Pass (2014 - 2023) Source: Fehr & Peers, 2025. 33 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County ė Ē Ęę ĕ ē Ě Ė Ĕ Ēđ ĒĒ Ēē ;“°Áìá >…¾ D…Ý™ >…¾ /ÝÎÈģ - Î Ý á  ģ d Ý Á z  ÁÁ Î ø á è Î È  d Ý … ² Á Z™ d…ÈȝÝģ t … þ 9… þ ģ > È ^È Î ø á ° Î  ģ > È -þ …¾Ý ¾ K Á á Î È ģ  Ý ΅Á ݾ / È È á ’ Ý ì “ ¾ ģ  Ý dݲÁ Á ² ì Ç ģ > Î Î Ú '…ÝDzᓰģ W Á ^² Á ÷  Ý ģ & ² Ý ģ Z ™ 'ÎÁ™Ý ¾ ^ È Î Ü ì…Á Ç ²Ý Z…Ç Ú … Ý è ģ  Ý - þ… ¾  Ý  W …Á Î ì á èÎ …á “…™á ^è …è W …Ý ¾d Ý Á D ²Á Á ݾ ^ ģ   È È þ ģ  Ý   ¾ ģ Z ™ ;È ™ … Á Á W… ¾ t…þ Ěđė Ěđ >ªÈ™ dD d쒝 ^èì™þģ ݝ… ÎìÈèþģ>²È Ę ę Ěđė đ ġ Ġ D²Áá Exit 52 EB Off Ramp & SR 906 SR 906 & Guye Peak Lane SR 906 Exit 53 I-90 WB Ramp & Yellowstone Trail Road SR 906 & Tanner Way Exit 54 EB Off Ramp & Snoqualmie Drive SR 906 & Hyak Drive E Exit 54 I-90 WB Ramp & Lake Mardee Road SR 906 SR 906 Hyak Drive E Lake Mardee Road Volume & Speed Trends In addition to reviewing collision data, the project team analyzed traffic volume and speed data to better understand current roadway conditions and evaluate how capacity constraints may affect the performance and safety of the transportation network in Snoqualmie Pass. Traffic volume and speed data were collected at multiple locations throughout Snoqualmie Pass to evaluate roadway and intersection performance. Tube counters were installed at midblock locations along SR 906, while turning movement counts (TMCs) were collected at key intersections. Data was collected in two periods to capture seasonal travel patterns: October 16th to 21st, 2024, and February 14th to 17th, 2025 (Presidents’ Day weekend). The October data provided a baseline for non-winter conditions while the February data captured winter conditions during expected peak winter activity. Field observations were also made on December 31st, 2024 and January 1st, 2025 to review conditions during the busy winter holiday season. Figure 19 shows the locations where tube counters and TMC cameras were installed. Figure 19. Count Collection Locations Source: Fehr & Peers, 2025. 34Kittitas County | Snoqualmie Pass Comprehensive Safety Plan ;“°Áìá >…¾ D…Ý™ >…¾ /ÝÎÈģ - Î Ý á  ģ d Ý Á z  Á Á Î ø á è Î È  d Ý … ² Á Z™ d…ÈȝÝģ t … þ 9… þ ģ > È ™ … Ý ģ  è -þ …¾Ý ¾ ΅Á ݾ / È È á ’ Ý ì “ ¾ ģ  Ý '…ÝDzᓰ ģ W Á ^ È Î Ü ì…Á Ç ²Ý Z…Ç Ú … Ý è ģ  Ý ' Î Á ™  Ý ¾ - þ… ¾  Ý  W … Á Î ì á  è Î  … á “ … ™  á ^ è … è  W … Ý ¾ d Ý Á D ²Á Á ݾ ^ģ   È È þ ģ  Ý   ¾ ģ Z ™ Ěđė Ěđ >ªÈ™ W…¾ģ-ÎìÝģÚÚÝ΅“°ģsÎÁìǝ D²ÈħģĒ ģ D…ýħģ Ēĕđ ÷Ý…ªģ …²Áþģ sÎÁìǝ D²ÈħģĕėĒ ģ D…ýħģ ēĦėĔė ÎìÈèģ >Γ…è²ÎÈ dD d쒝 ÎìÈèþģ>²È ^èì™þģ ݝ… - þ … ¾ ģ  Ý ģ  ^ È Î Üì…ÁDzÝ Ěđė Ěđ đ ġ Ġ D²Áá 1 2 3 45 6 10 9 12 8 7 11 Guye Peak L n Highest peak hour approach volume Highest average daily volume Highest peak hour approach volume 8 Volume The following section describes overall volume trends in Snoqualmie Pass. While total volumes may differ between October and February or between weekdays and weekends, overall travel patterns and trends remain consistent across all scenarios.* OCTOBER Analysis of October volumes provided a baseline for non-winter conditions in Snoqualmie Pass. Figure 20 presents October 2024 weekend vehicle volumes, including total daily volumes along roadway segments and peak hour approach volumes at intersections. The segment with the highest daily average volume during both weekdays and weekends in October was SR 906 between Exit 52 and Guye Peak Lane. For both weekdays and weekends in October, the intersections with the highest peak hour volumes were the intersection of Exit 52 I-90 Eastbound Off-Ramp & SR 906 (Location 1), the intersection of SR 906 & Guye Peak Lane (Location 2), and the intersection of SR 906 & Hyak Drive E (Location 8), as shown in Figure 20. * See Appendix F for traffic volume maps corresponding to the October 2024 weekday, February 2025 weekday, and February 2025 weekend scenarios. Figure 20. October 2024 Weekend Volumes Source: Fehr & Peers, 2025. 35 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County ;“°Áìá >…¾ D…Ý™ >…¾ /ÝÎÈģ - Î Ý á  ģ d Ý Á z  Á Á Î ø á è Î È  d Ý … ² Á Z™ d…ÈȝÝģ t … þ 9… þ ģ > È ™ … Ý ģ  è -þ …¾Ý ¾ ΅Á ݾ / È È á ’ Ý ì “ ¾ ģ  Ý ;  … Ý È  þ ģ  Ý ^ È Î Ü ì…Á Ç ²Ý Z…Ç Ú … Ý è ģ  Ý ' Î Á ™  Ý ¾ - þ… ¾  Ý  W … Á Î ì á  è Î  … á “ … ™  á ^ è … è  W … Ý ¾ d Ý Á D ²Á Á ݾ ^ģ   È È þ ģ  Ý   ¾ ģ Z ™ Ěđė Ěđ >ªÈ™ W…¾ģ-ÎìÝģÚÚÝ΅“°ģsÎÁìǝ D²ÈħģĒ ģ D…ýħģ Ēĕđ ÎìÈèþģ>²È ^èì™þģ ݝ… ÎìÈèģ >Γ…è²ÎÈ dD ^ È ÎÜì…ÁDzÝ Ěđė Ěđ đ ġ Ġ D²Áá 4 6 10 7 Highest peak hour approach volume Highest peak hour approach volume 3 2 1 5 8 11 12 9 8 FEBRUARY Analysis of February volumes provided a baseline for winter conditions during peak tourism season. Figure 21 presents February 2025 weekend peak hour approach volumes at intersections. Across both weekdays and weekends, the intersections with the highest peak-hour volumes were the intersection of Exit 52 I-90 Eastbound Off-Ramp & SR 906 (Location 1), the intersection of SR 906 & Hyak Drive E (Location 8), and the intersection of Exit 54 I-90 WB Ramp & Lake Mardee Road (Location 9). Tube counters cannot be used in snowy conditions due to interference from snowplows, so speed and midblock volume data were not collected in February. However, TMCs were still used during the winter to assess intersection- level conditions during the snowy season and field observations were collected on New Year’s Eve and New Year’s Day. Figure 21. February 2025 Weekend Volumes Source: Fehr & Peers, 2025. 36Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Level of Service * All intersections in Snoqualmie Pass are unsignalized intersections. The HCM has a different delay standard for signalized and roundabout controlled intersections. † https://geo.wa.gov/datasets/WSDOT::wsdot-level-of-service-standard-for-state-routes/explore?location=47.416903%2C-121.417223%2C14.55 ‡ https://www.co.kittitas.wa.us/uploads/documents/cds/comp-plan/2021/2021%20Comprehensive%20Plan.pdf Level of Service (LOS) is a metric used to assess how well intersections function by evaluating factors such as vehicle delay, congestion, and overall traffic flow. It provides a snapshot of operational performance during periods of high demand. Due to the unique traffic patterns in Snoqualmie Pass, intersection performance was analyzed during peak hours on both weekdays and weekends. To capture seasonal variation, data collection was conducted in October, reflecting traffic during non- snow conditions, and in February, reflecting traffic during the ski season. The LOS grading system ranges from A to F, with each grade representing a different level of congestion. An intersection operating at LOS A signifies a smooth flow of traffic with minimal or no delays. On the other hand, an intersection operating at LOS F indicates severe congestion, causing significant delays for vehicles and exceeding the roadway's capacity. Table 1 presents the definitions of each LOS grade for unsignalized intersections* as established in the Highway Capacity Manual (HCM) 7th Edition and published by the Transportation Research Board in 2022. The HCM serves as a standardized approach for evaluating vehicle operations. WSDOT establishes LOS standards for state highways and ferry routes of statewide significance (HSS) under RCW 47.06.140(2). For SR 906, WSDOT has identified an LOS C standard.† Kittitas County’s 2021 Comprehensive Plan sets LOS standards for its roadway network based on geographic context. The County aims to maintain LOS C in rural areas and LOS D in urban areas, with Snoqualmie Pass classified as a rural area.‡ Based on the traffic counts collected and current intersection geometries, all intersections within the study area operated at LOS A or B during peak hours in October (representing non-snow conditions). In February, which captures ski season travel patterns and increased weekend congestion, most intersections still operated at LOS B or better. Only SR 906 & I-90 EB Off-Ramp dropped to LOS C on weekends, still within the acceptable standard set by WSDOT. These results do not apply to all time periods. The study area’s roadway network is relatively sparse, offering limited route options for most travelers. As a result, the area roadway network can be overwhelmed in the mornings as people arrive to park for their day of winter sports, as well as in the afternoon, as people leave for the day. The rural network accommodates a mix of through traffic, cars searching for a place to park, vehicles parking, people walking from parked vehicles to destinations, semi-trucks stopping to rest or access services, and travelers that are unfamiliar with the area, who sometimes make unpredictable or even unsafe travel maneuvers. The friction that occurs during these busy periods can impact safety and mobility, as well as quality of life, particularly for those who live and work in the Pass. In addition to considering current conditions, the project team Table 1. Level of Service Definitions Level of Service Description Control Delay (seconds/vehicle) for Unsignalized Intersections A Free-flowing conditions ≤ 10 B Stable operating conditions 10-15 C Stable operating conditions, but individual motorists are affected by the interaction with other motorists 15-25 D High density of motorists, but stable flow 25-35 E Near-capacity 35-50 F Over capacity, with delays ≥ 50 Source: Highway Capacity Manual, 7th Edition. The following intersections were evaluated (as shown in Figure 22): ƒSR 906 & I-90 EB Off Ramp (Location 1) ƒSR 906 & Guye Peak Lane (Location 2) ƒI-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Road (Location 4) ƒSR 906 & Tanner Way/Driveway (Location 6) ƒHyak Dr E & SR 906 & Driveway (Location 7) ƒSR 906 & I-90 EB Off Ramp/I-90 EB On Ramp (Location 8) ƒSR 906 & I-90 WB Ramp (Location 9) 37 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County estimated what conditions might be by 2045. To model this, the project team evaluated intersection conditions with a 27% increase in vehicle volumes based on regional land use growth forecast for Kittitas County as well as forecast traffic growth along I-90.§ Even with this growth in traffic volumes, study intersections are expected to remain within acceptable LOS thresholds—LOS B or better in October and LOS C or better in February. These results do not represent peaks in congestion that can occur during busy times for recreational uses or winter storms, or when I-90 is overcapacity. However, they suggest that capacity treatments that add route options or additional modal separation, such as sidewalks and trails or more visible and/or controlled pedestrian street crossings, are more appropriate than roadway widening or construction of traffic signals. For a detailed description of the LOS analysis methodology and full results, see Appendix G. For LOS reports, see Appendix H. § All count volumes were increased by 27% to reflect a 20-year forecast horizon. This growth rate aligns with countywide population projections from the Washington State Office of Financial Management (OFM) for Kittitas County and is consistent with anticipated traffic growth on I-90, the sole access route to Snoqualmie Pass. The methodology and growth assumption were confirmed by Kittitas County staff. Understanding Congestion in Snoqualmie Pass While the LOS analysis indicates that current and future congestion at study intersections will remain within WSDOT and County capacity thresholds, it is important to recognize that this data reflects only a limited snapshot in time and may not fully capture the lived experience in Snoqualmie Pass. To better understand these conditions, the project team conducted field observations and engaged with community members during a holiday weekend at the height of the ski season. Key takeaways from the field observations included: ƒCongestion increasing steadily throughout the day ƒHigh levels of street friction ƒObservations consistent with feedback from the Stakeholder Planning Group and public outreach, including: ◦Parking along SR 906 results in pedestrians walking in the roadway ◦Truck parking along SR 906 creates sight distance issues and other operational challenges ◦Lack of marked pedestrian crossings misses an opportunity to direct where pedestrian crossings occur and provide more predictability for all users ◦Peak-period congestion, combined with driver confusion can lead to long queues and user frustration ◦Insufficient off-street parking supply at peak times, which can lead to congestion as a result of drivers searching for parking and pedestrians walking in the traveled way enroute from distant parking to intended destinations Congestion affects quality of life for residents, visitors, and travelers in Snoqualmie Pass. The safety impacts of congestion are often indirect, but congested conditions can contribute to behaviors such as distracted driving, unpredictable behavior, conflicts between drivers and pedestrians, and challenges for drivers unfamiliar with winter conditions. ė Ē Ęę ĕ ē Ě ;“°Áìá >…¾ D…Ý™ģ>…¾ /ÝÎÈģ - Î Ý á  ģ d Ý Á z  Á Á Î ø á è Î È  ģ d Ý … ² Á ģ Z ™ 9… þ ģ > È ^È Î ø á ° Î  ģ > È -þ …¾Ý ¾ Î …Á Ý ¾ / È È á ’ Ý ì “ ¾ ģ  Ý Áè…ģ > Î Î Ú ;  … Ý È  þ ģ  Ý 'ÎÁ™ݾ Z… Ç Ú … Ý è ģ  Ý - þ… ¾  Ý  D²ÁÁ ݾ ;  È ™ … Á Á W  … ¾ t … þ ^ ģ   È È þ ģ  Ý   ¾ ģ Z ™ Ěđė Ěđ >ªÈ™ dD ^èì™þģ ݝ… ÎìÈèþģ>²È Ę ę Ěđė đ ġ Ġ D²Áá SR 906 & Guye Peak Lane Exit 53 I-90 WB Ramp & Yellowstone Trail Road SR 906 & Tanner Way SR 906 & Hyak Drive E Exit 54 I-90 WB Ramp & Lake Mardee Road SR 906 & I-90 EB Off Ramp Exit 54 EB Off Ramp & Snoqualmie Drive Figure 22. LOS Evaluated Intersections Source: Fehr & Peers, 2025. 38Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Speed * https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813582.pdf † https://wtsc.wa.gov/dashboards/fatalities-dashboard/ ‡ https://www.iihs.org/research-areas/speed § https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813582.pdf ¶ https://apps.who.int/iris/bitstream/10665/254760/1/WHO-NMH-NVI-17.7-eng.pdf Figure 23 shows the speed limit on each evaluated segment in the study area, as well as the 85th percentile speed observed during the data collection period compared to the posted speed limit. The highest observed speeds during the weekday and weekend data collection period in October were recorded along two segments of SR 906: between Exit 53 and Kearney Drive (Location 5) and between Tanner Way and Exit 54 (Location 10). On these segments, 85th percentile speeds exceeded the posted speed limit by 14.9 mph northbound and 14.8 mph southbound on the first segment, and by 11.4 mph northbound and 17.5 mph southbound on the second segment. Higher vehicle speeds greatly increase both the likelihood of a crash and the severity of the outcome. In the U.S., speeding is a factor in nearly 30% of traffic fatalities each year, and even small increases in speed can dramatically raise the risk of death or serious injury.* Between 2019 and 2023, 31% of traffic fatalities in Washington State involved a speeding driver, reflecting the same trend locally.† For pedestrians, the chance of being killed if struck rises from about 1% at 20 mph to nearly 20% at 35 mph.‡ Motorcyclists are especially vulnerable, with over one-third of fatal crashes involving speeding.§ Globally, the relationship is consistent: an increase of about 0.6 mph in average vehicle speed raises fatal crash risk by about 4-5%.¶ This underscores why high vehicle speeds are a critical safety issue—and why measures such as traffic calming, speed enforcement, and roadway design can help reduce speeds. Why is the 85th Percentile Speed Important in Traffic Analysis and Safety? The 85th percentile speed is the speed at or below which 85% of vehicles are observed to travel. It reflects the speed that most drivers choose when not constrained by traffic or enforcement. When the 85th percentile speed on a road segment is significantly higher than the posted speed limit, it can signal a mismatch between driver behavior and roadway design or signage. This mismatch can lead to:* * https://www.fhwa.dot.gov/publications/research/safety/17098/003.cfm ƒIncreased crash severity: Higher speeds result in more kinetic energy during a crash, which increases the likelihood of serious injuries or fatalities. For example, a pedestrian hit at 20 mph has a ~10% risk of a fatality or serious injury, but at 40 mph, the risk jumps to 80%. ƒGreater speed variance: When some drivers follow the speed limit and others drive much faster, the variation increases the chance of collisions. ƒDesign misalignment: If most drivers exceed the posted limit, it may indicate that the road feels safe to drive faster than intended—suggesting a need to reassess the speed limit or roadway design. 39 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County ;“°Áìá >…¾ /ÝÎÈģ -ÎÝáģ dÝÁ °… Ç Î È ² ý W Á Á… á ¾…Dè È Z ™ zÁÁÎ ø áè ÎÈ  d Ý … ² Á Z ™ d … Ç … Ý … “¾ >È D ² Á ø …ì ¾ > È &² Ý ģ  è 'ì þW…¾>È ZÎ Ç … È á ģ  è >…¾  D …Ý™ Z ™ d … È È  Ý t…þ ^ È Îø á °Î>È 9…þ > È -þ…¾ ݾ DÎìÈè…²È -Î Ç  Z ™ / È È á ’ Ý ì “ ¾  Ý d ݲÁ Á²ì Ç > Î Î Ú  Ý Á ’  Ý ª WÁ  … á “ … ™  WÁ ^² Á ÷  Ý &²Ý Z ™ ;…Ýȝ þ  Ý ^ È Î Üì …Á Ç ²Ý 'ÎÁ ™Ý ¾ ; “ °  Á ì á  Ý - þ … ¾  Ý Z…Ç Ú … Ý èÝ W…ÁÎìᝠè Î  … á “ …™á ^è…èW…Ý ¾ d Ý Á Z Î “¾þ Z ìÈ ;  È ™ … Á Á W  … ¾ ģ t … þ ģ ^ ì Ç Ç ² è ģ Z ™ ^   È È þ Ý ¾Z™ Ěđė  đ ē ĕĒ D²Áá 41.0 41.8 49.9 49.8 46.4 52.5 41.8 22.8 24.2 41.0 Kin g C o unt y K i tti t a s C ounty 35 SPEED LIMIT 35 SPEED LIMIT 35 SPEED LIMIT 3 5 10 12 11 20 SPEED LIMIT 35 SPEED LIMIT Direction of Travel X 85th Percentile Speed (MPH) #Count Collection Location ID 3 5 10 12 SR 906 between Exit 52 and Guye Peak Lane SR 906 between Exit 53 and Kearney Drive SR 906 between Tanner Way and Exit 54 Lake Mardee Road 11 Hyak Drive E 6.0 6.8 14.9 14.8 11.4 17.5 6.06.8 4.22.8 NB SB NB SBNB SB EB WB NB SB Amount In Excess of Speed Limit 25 35 Speed Limit (MPH) Figure 23. 85th Percentile Travel Speeds – October 2024 Source: Fehr & Peers, 2025. 40Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Chapter 4 Identifying Countermeasures 41 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Priority Project Locations and Countermeasures This chapter identifies priority locations in Snoqualmie Pass where targeted safety and mobility improvements, also known as countermeasures, are recommended. Each location includes a description of the location context, contributing safety concerns, and a tailored set of engineering countermeasures designed to address site-specific issues. Figure 24 shows the priority locations within the study area, organized as locations A through G. For each priority location, proposed safety and mobility improvements have been developed. Both the priority locations and proposed improvements were determined using a combination of collision patterns, traffic volumes and speeds, community feedback, stakeholder input, field observations, and professional engineering judgment. Consistent with FHWA’s Proven Safety Countermeasures and the Safe System Approach, the proposed improvements focus on evidence-based design treatments that address the specific safety challenges at each location. Together, they represent a coordinated, context-sensitive effort to enhance overall roadway safety and mobility for all users. ƒLocation A: Exit 52 Area ƒLocation B: Summit West Area ƒLocation C: Exit 53 Area ƒLocation D: Summit Central Area ƒLocation E: Silver Fir Area ƒLocation F: Exit 54 Area ƒLocation G: Summit East Area What is a Safety Countermeasure? A safety countermeasure is an evidence-based strategy or treatment designed to reduce the frequency and severity of traffic crashes.* * https://highways.dot.gov/safety/proven-safety-countermeasures The Federal Highway Administration (FHWA) promotes the use of Proven Safety Countermeasures—a collection of research-backed practices and design elements that are effective at improving roadway safety for all users. FHWA encourages transportation agencies to adopt these strategies to support a safe system approach and reduce serious injuries and fatalities on our roads. We use the term countermeasure rather than solution because it reflects the reality that safety risks are complex. Countermeasures are targeted actions that reduce risk, not guaranteed fixes. This terminology aligns with national best practices and supports a Safe System Approach to roadway safety. 42Kittitas County | Snoqualmie Pass Comprehensive Safety Plan A B C D E F G 200 ft 90 90 906 Figure 24. Priority Locations for Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. 90 906 200 ft G 906 906 90 906 150 ft F 906 90 906 150 ft 906 90 90 906 200 ft 90 90 906 200 ft 90 90 906 250 ft 90 906 200 ftLocation A: Exit 52 Area Location B: Summit West Area Location C: Exit 53 Area Location D: Summit Central Area Location E: Silver Fir Area Location F: Exit 54 Area Location G: Summit East Area 43 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Countermeasures A toolbox of engineering countermeasures is included in Appendix J. These countermeasures can serve as a menu of options to help address crash likelihood factors and crash trends identified in Chapter 3 and outlined below. Figure 25 outlines what information is included in the toolbox. Most of the countermeasures have been identified by FHWA as Proven Safety Countermeasures and can be advantageous for use in Highway Safety Improvement Program (HSIP) funding applications. There are also many effective safety countermeasures beyond those listed by FHWA, several of which are included in the toolbox. Proposed Countermeasures for All Locations The maps associated with each priority location (Figures 26–32) identify “short-term” countermeasures intended to relieve concerns while more “long-term” countermeasures are pursued. Short and long-term improvements are intended to work in conjunction with one another over time. These countermeasures are split into either corridor improvements, intersection improvements, or crossing treatments. Highlighted items are FHWA Proven Safety Countermeasures. Cost Levels In each priority location, countermeasure cost estimates are displayed as ranges rather than absolute values to reflect the variability of transportation engineering. These ranges account for differences in site conditions, design complexity, material costs, and implementation logistics that can affect final expenses. By showing a cost range, we provide a more realistic and flexible understanding of potential investment needs. This approach also supports transparency and adaptability during budgeting and prioritization discussions, especially when comparing multiple locations with varying characteristics. Approximate planning-level costs for each countermeasure are outlined in Table 2. Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Barrier in the center of the roadway that physically separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and driveways, reducing the number of conflict points. Cost $$$ Low Cost / Quick Build alternative available LRSM ID R03 INTERSECTIONS & ROADWAYS Median Barrier SAFE SYSTEM HIERARCHY Remove Severe Conflicts Tier 1 Tier 2 Tier 3 Tier 4 Countermeasure Description Countermeasure Icon Cost ($ / $$ / $$$) LRSM ID Countermeasure Title Safe System Roadway Design Hierarchy Timeline ƒNear-Term: Countermeasures to implement within one to three years, as resources allow. ƒMid-Term: Countermeasures to implement within four to seven years, as resources allow. ƒLong-Term: Countermeasures to implement in eight or more years, as resources allow. Table 2. Countermeasure Cost Estimates Cost Level Typical Construction Cost $Low Less than $100,000 $$Medium $100,001-$500,000 $$$Moderate $500,001-$1,000,000 $$$$High $1,000,001-$5,000,000 $$$$$Highest More than $5,000,000 Source: SCJ, 2025. Figure 25. Countermeasures Toolbox Example Source: Fehr & Peers, 2024. 44Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Maintaining Transportation Infrastructure in Winter Conditions Snoqualmie Pass experiences heavy snowfall each winter, with snowy conditions often lasting several months. Maintaining transportation infrastructure under these conditions is essential to ensuring safety, mobility, and reliable access for all users, including residents, freight, and recreation. Elements such as roundabouts, roadway access points, and shared-use paths require carefully planned winter strategies to remain functional and safe. Proactive snow and ice management not only supports consistent travel during severe weather but also reduces disruptions to local communities and protects critical regional connectivity. Roundabouts When new transportation infrastructure is introduced, both the public and maintenance personnel must adapt their practices to ensure proper use and upkeep. Maintenance crews in many snowy regions (such as Avon, Colorado, which averages more than 300 inches of annual snowfall) have successfully maintained roundabouts under similar conditions. Standard snowplow equipment can be used for roundabout maintenance, though it requires modified maneuvers compared to conventional intersections. Plowing typically begins at the center (truck apron) and proceeds outward to the edge of the circulating lane. The central island can serve as temporary snow storage, with additional snow pushed to outer edges. Applying de-icing materials at entry and exit points improves traction and user safety. Roundabouts retain their safety benefits in winter by maintaining low travel speeds and reducing conflict points. Coordination with regional road maintenance staff during design ensures alignment on techniques, curb details, equipment needs, snow storage, and maneuverability. Pavement Markings Due to frequent snowplow activity, recessed plastic pavement markings are recommended for channelization in the Snoqualmie Pass area. Adequate budget should be allocated for renewing pavement markings as they are essential for maintaining visibility and the effectiveness of proposed solutions. 45 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Roadway Access Management Access management strategies help reduce conflict points between vehicles, pedestrians, and cyclists by minimizing the number of driveways, intersections, and side streets. Techniques include consolidating driveways, adding medians, providing turn lanes, or using signage and pavement markings to define access points. During winter, snowplow berms can reinforce access management by naturally defining entrances and exits to destinations and parking areas. This approach is most effective when berms remain low enough to preserve adequate sight distances. Hardscape or landscaped islands can serve as designated snow storage areas in the winter months, and serve to restrict parking during warmer months. Shared Use Path In a mountainous environment like Snoqualmie Pass, shared-use paths play a key role in connecting residents, visitors, and recreational destinations throughout the year. In winter, these paths provide safe routes for pedestrians, cross-country skiers, and winter cyclists, linking ski areas, lodging, and transit stops. Although heavy snowfall and frequent freeze-thaw cycles create maintenance challenges, proactive strategies, such as timely plowing and traction treatments, help ensure paths remain accessible. Effective winter upkeep improves safety by keeping pedestrians off the roadway and supporting multimodal travel even in severe conditions. Roadway Reconfiguration A separated parking lane can reduce stop- and-go movements in through-lanes, and lower travel speeds in parking areas, which enhances safety in icy or snowy conditions. These lanes must be plowed and maintained separately from travel lanes. Parking restrictions may be necessary during snow events to ensure effective and regular plowing. Roadway Lighting Proper placement of lighting outside of snow storage zone minimizes damage during plowing and maintains reliable lighting for the roadway. Crosswalks Crosswalks must remain clear and visible for pedestrian safety. Snow removal in these areas should occur promptly after adjacent roadways are plowed. 46Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 90 906 200 ft A PARKING NF-9041 On-ramp Exit 52 O ff-ra m p Wes t bound Eastbo und To Lodge Lake/PCT Trailhead W1 Lot W2 Lot W3 Lot To Kendall Katwalk/P C T T r a ilhead T o A l p e n t a l Intersection of SR 906, NF-0941 & the I-90 Exit 52 Westbound On-ramp Construct a roundabout at the I-90 Exit 52 WB on-ramp intersection. There are currently no active plans to add an EB I-90 Exit on-ramp at this location. According to public comment/feedback travelers not familiar with the area are performing U-turn maneuvers within the interchange/intersection to travel east on SR-906. A roundabout provides drivers a safe place to turn around and be directed toward the Exit 53 on-ramp to access I-90 eastbound. Intersection of SR 906 & Summit West Entrance Construct a roundabout as a long-term solution to slow down drivers exiting I-90, provide an entrance to the Snoqualmie Pass area, and maintain a continuous flow of traffic to reduce congestion. SR 906 Corridor, West of Summit West Add a shared use path to the corridor to provide a non-motorized transportation connection. This aligns with walkway and bicycle lane FHWA proven safety countermeasures and provides pedestrians and cyclists a dedicated space that reduces interactions with vehicles. ƒCompletes the non-motorized connection between Summit Central to the Kendall Katwalk/ Pacific Crest Trail trailhead. ƒProvides local non-motorized trail connectivity between Alpental and Lake Keechelus. Implement corridor access management to improve traffic flow and clarify the location of driveway access points to the right of way. By defining access points, roadway users are better able to predict the movements of other vehicles. Formalizing the location and spacing of access points results in fewer potential conflict points. Reduce the shoulder outside of the minimum pavement area to discourage parking and provide additional snow storage. Create a formalized buffer between the shared use path and roadway to provide snow storage Crossing Treatments There are no existing pedestrian or bicyclist facilities in this area. A proposed pedestrian/bicycle crossing location is shown at the Summit West location, directing people to a formal location to cross SR 906, which will help pedestrians to be more visible and give vehicles a cue of where to expect people crossing the road. This crossing accommodates the Summit Central to Kendall Katwalk/ Pacific Crest Trail. See Location B for further information about this crossing. Corridor ImprovementIntersection Improvement Intersection Improvement Figure 26. Location A Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid-term Project Long-term Project SR 906 is classified as a County Rural Arterial per the Kittitas County Code and should consist of 12-foot minimum lanes and 4-foot minimum shoulders per the Kittitas County Standard Plans. This roadway section can be reduced to minimum widths per Kittitas County Code (see Appendix L). 47 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location A: Exit 52 Area Area Limits SR 906: NF-9041 to Summit West Jurisdiction WSDOT, King County Land Use Context Access to downhill skiing, trailheads Speed Limit SR 906: 35 mph AADT 2,500* Proposed Countermeasures A series of countermeasures were proposed for the Exit 52 area to address both collision-related and non-collision-related concerns, as illustrated in Figure 26. Highlighted items are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 3. Location A - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor † Cost level‡ Shared Use Path Corridor Not available $$ Roundabout Intersection 82%$$$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * Washington Spatial Data portal, WSDOT – Traffic Counts (AADT) Current map, https://gisdata-wsdot.opendata.arcgis.com/datasets/wsdot-traffic-counts-aadt-current/ explore?location=47.417989%2C-121.409286%2C16.35 † CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. ‡ Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were 18 reported collisions in and adjacent to this priority area, including one KSI collisions and three possible or minor injury collisions. Of these 18 collisions, 15 collisions involved a vehicle going straight ahead, while eight collisions involved a driver exceeding the reasonably safe speed limit. One collision involved a vulnerable road user. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒCongestion on Exit 52 E off-ramp. ƒIntersection confusion due to signs that are out of sight, sight distance issues, unclear pavement markings, and size of the intersection. ƒLack of pedestrian connectivity between Summit West and Alpental. ƒWide roadway is challenging for pedestrians to cross, encourages illegal parking, and encourages high speeds. 16%6% 15 Involved a vehicle going straight ahead. Collisions 8 Involved a driver exceeding the reasonably safe speed limit. Collisions 1 Involved a vulnerable road user. Collision Possible or minor injury collisions KSI Collision31 18 Reported Collisions Of the 18 collisions: 48Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 90 90 906 250 ft B Gu y e P e ak L n Kendall P e a k W ay Gu y e P e a k L n S u m mit Way Summit Inn 0.5 m i t o Y e l l o w st o n e R d Truck Parking SR 906, North of Intersection with Yellowstone Road Add a shared use path to provide non-motorized transportation alternatives. This aligns with walkway and bicycle lane FHWA proven safety countermeasures and provides pedestrians and cyclists with a dedicated space that reduces their interactions with vehicles. ƒConnect Yellowstone Road to Summit West (0.5 miles). ƒProvide local non-motorized trail connectivity between Alpental and Lake Keechelus. Reconfigure the roadway to reduce the roadway cross section to match local rural access road standards approaching the intersection of Yellowstone Road. Reconfigure the roadway to ease congestion, incorporate pedestrian walkways, and separate parking from through traffic. ƒA left-turn pocket on SR 906 NB would provide access to the parking lane. ƒNarrowing the width of the travelled way for through traffic will provide traffic calming and help reduce speeds along the corridor. ƒExiting the parking lane, drivers would be encouraged to use Exit 53 to access I-90. ƒConsider snow storage and plowing operations in selection of roadway section. Reduce the speed limit to reflect appropriate speeds for the reconfigured roadway. Install lighting to improve roadway visibility at night. Corridor Improvement Alternate Truck Rest Stop Area Redevelop the public agency-owned parcel adjacent to the Travelers Rest rest-stop to accommodate truck parking (estimated seven additional truck parking spaces). As a long-term solution, construct a new truck stop along I-90. Figure 27. Location B Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid- term Project Long-term Project Corridor Improvement Intersection Treatments No intersection improvements are proposed as a part of this project area. Mid-block Crossings Between Yellowstone Road and I-90 Exit 52 Off-ramp Add designated pedestrian crossings at the locations shown in Location B to connect pedestrians to businesses on either side of the roadway. Install Rectangular Rapid Flashing Beacons (RRFBs) in combination with the new crosswalks to provide advanced warning of the crossing locations and make drivers aware of pedestrians within the crossings. Add crosswalk visibility enhancements to reduce conflicts between pedestrians and drivers such as pedestrian lighting, pavement markings, and signage. Crossing Treatment 49 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location B: Summit West Area Area Limits SR 906: Yellowstone Road to Summit West Jurisdiction WSDOT Land Use Context Summit West, downhill skiing, vacation rentals, restaurants, and hotels Speed Limit SR 906: 35 mph AADT 2,700* Proposed Countermeasures A series of countermeasures were proposed for the Summit West area to address both collision-related and non-collision-related concerns, as illustrated in Figure 27. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 4. Location B - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor† Cost level‡ Shared Use Path Corridor Not available $$$ Roadway Reconfiguration Corridor Not available $$$ Speed Limit Reduction Corridor Not available $ Roadway Lighting Corridor 28%$$ Truck Stop Off-street Not available $$$$ Pedestrian Hybrid Beacon Crossing 55%$$ Crosswalk Lighting Crossing 40%$$ Crosswalk Lighting Crossing 40%$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * Washington Spatial Data portal, WSDOT – Traffic Counts (AADT) Current map, https://gisdata-wsdot.opendata.arcgis.com/datasets/wsdot-traffic-counts-aadt-current/ explore?location=47.417989%2C-121.409286%2C16.35 † CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. ‡ Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were three reported collisions in this priority area. Of these three collisions, all were related to parking, and two collisions involved vehicle backing. One collision resulted in a possible or minor injury, and all were vehicle-only collisions. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒLack of pedestrian connectivity between businesses on either side of SR 906. ƒWidth of roadway makes it challenging for pedestrians to cross, and parking is inefficient. ƒDriver confusion caused by unclear pavement markings and unclear access points to businesses. ƒTrucks parked in roadway limit sight distance for people pulling out of driveways and reduce available parking for people patronizing area businesses. ƒFriction and conflicts between vehicles parked along roadway and vehicles in travel lane and pedestrians in roadway create congestion along SR 906. ƒHigh vehicle speeds during summer when congestion is reduced and roadways are clear. ƒLack of access to I-90 EB from Exit 52 leads to driver confusion. 33% All Were related to parking. 2 Involved vehicle backing. Collisions All Were vehicle-only collisions. Possible or minor injury collision1 3 Reported Collisions Of the 3 collisions: 50Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 90 90 906 200 ft C Yellowstone Rd We st b o un d Off-ramp On-ramp Off-ramp On-ramp Eastbound Exit 5 3 Fire Station 0.5 mi to Su mmit W est 0. 6 mi t o S u m mit Cen tral Figure 28. Location C Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid- term Project Long-term Project Intersection of SR 906 & Yellowstone Road Implement a dedicated left-turn lane on SR 906 SB toward the I-90 EB and WB on-ramps to address congestion at peak times. Implement a dedicated right-turn lane on SR 906 NB toward the I-90 EB and WB on-ramps to address congestion at peak times. Install lighting to make the intersection more visible at night. For a popular winter destination, ice on the roadway can limit stopping sight distances and make approaching the intersection dangerous. Lighting provides advanced warning of a congested area as well as makes the intersection safer for drivers and pedestrians. Reconfigure the roadway to reduce the intersection width and decrease sign distance from roadway. Reduce the shoulder outside of the minimum pavement area to discourage parking and provide additional snow storage. Apply low- cost countermeasures at stop-controlled intersections. Treatments could include: ƒStop bars at existing stop sign locations. ƒAdvanced warning signs (“Stop Ahead”, W3-1). ƒOversized stop signs. Intersection Improvement Intersection of SR 906 & Yellowstone Road Construct a roundabout as a long-term solution to illuminate confusion at the existing tee-intersection and provide a continuous flow of traffic to reduce congestion. Intersection Improvement Intersection of I-90 EB Off- ramp & Yellowstone Road As a long-term solution, restrict left-turn movements from the EB I-90 off-ramp to reduce the length of backups on the off-ramp extending to mainline I-90. Removing cars waiting to take a left-turn could allow drivers to turn right in less time from the EB off ramp and use the roundabout at SR 906 & Yellowstone Road to travel east on Yellowstone Road. Intersection Improvement CORRIDOR IMPROVEMENTS Corridor improvements approaching Yellowstone Road along SR 906 are addressed in the Location D: Summit Central and Location G: Summit West. CROSSING TREATMENTS There are no pedestrian or cyclist facilities in this area that would necessitate crossing treatments. Landscape or hardscape buffer Intersection Improvement 51 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location C: Exit 53 Area Area Limits Intersection of SR 906 & Yellowstone Road Jurisdiction WSDOT Land Use Context Access to downhill skiing, vacation rentals, restaurants, and hotels Speed Limit SR 906: 35 mph, Yellowstone Road: 25 mph AADT 2,700 (SR 906 southbound), 2,700 (SR 906 northbound)* Proposed Countermeasures A series of countermeasures were selected for the Exit 53 area to address both collision-related and non-collision-related concerns, as illustrated in Figure 28. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 5. Location C - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor † Cost level‡ Dedicated Turning Lanes Intersection 25-48%$-$$$$ Roadway Lighting Intersection 42%$$ Roadway Reconfiguration Intersection Not available $-$$$$ Systematic Application of Multiple Low-Cost Countermeasures at Stop-Controlled Intersections Intersection 19%$ Roundabout Intersection 82%$$$$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * Washington Spatial Data portal, WSDOT – Traffic Counts (AADT) Current map, https://gisdata-wsdot.opendata.arcgis.com/datasets/wsdot-traffic-counts-aadt-current/ explore?location=47.417989%2C-121.409286%2C16.35 † CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. ‡ Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were 22 reported collisions in this priority area. Of these 22 collisions, 17 collisions were intersection-related, while 12 collisions involved a driver exceeding the reasonably safe speed limit. Four collisions resulted in a possible or minor injury. Two involved a vulnerable road user. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒCongestion on Exit 53 off-ramp. ƒIntersection confusion due to signs that are out of sight, limited sight distance, unclear pavement markings, and size of the intersection. ƒLimited space due to spacing between on-/off-ramps and SR 906/Yellowstone Road intersection. ƒLack of pedestrian connectivity between Summit Central and Summit West, connecting summer and winter ski lift users to local restaurants and businesses. 18% 17 Were intersection- related Collisions 12 Involved a driver exceeding the reasonably safe speed limit. Collisions 2 Involved a vulnerable road user. Collisions Possible or minor injury collisions4 22 Reported Collisions Of the 22 collisions: 52Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 906 90 90 906 200 ft D Summit Central 0 . 6 m i t o T a n n e r W A y 0 . 6 m i t o Y e l l o w s t o n e R d Summit Central C1 Parking Lot Figure 29. Location D Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid- term Project Long-term Project Intersection Treatments No intersection improvements are proposed as a part of this project area. SR 906, Summit Central Area Reconfigure the roadway to ease congestion, incorporate pedestrian walkways, and separate parking from through traffic. ƒNarrowing the width of the travelled way for through traffic will provide traffic calming and help limit speeds along the corridor. ƒAccess to the parking lane would be from the north only (from Exit 53) and encourage drivers to use Exit 54 to access I-90 upon leaving. ƒConsider snow storage and plowing operations in selection of roadway section. Reduce the speed limit to reflect appropriate speeds for the reconfigured roadway. Implement congestion warning signs approaching Summit Central from either direction as part of a systemic application of low-cost countermeasures. Summit Central Install a re-painted crosswalk to provide a crossing for pedestrians between private parking lots and pedestrian destinations. Install a Pedestrian Hybrid Beacon (PHB) or other actuated pedestrian signal to replace the existing crossing beacon and provide additional advanced warning of the crossing location. Implement pedestrian push buttons to allow pedestrians to actively indicate the need to cross the roadway. Signal timing can be evaluated to minimize delays and improve traffic flow. Install pedestrian lighting, pavement markings, and signage to enhance the visibility of the crosswalk. This will show drivers where to stop to provide sufficient stopping distance. Crossing Treatment SR 906, West of Summit Central to Yellowstone Road Add a shared use path to provide non- motorized transportation alternatives. This aligns with the walkway and bicycle lane proven safety countermeasures and provides pedestrians and cyclists with a dedicated space that reduces their interactions with vehicles. ƒConnect Summit Central to Yellowstone Road (0.6 miles). ƒProvide local non-motorized trail connectivity between Alpental and Lake Keechelus. Corridor Improvement Corridor Improvement 53 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location D: Summit Central Area Area Limits SR 906: Summit Central to Yellowstone Road Jurisdiction WSDOT Land Use Context Summit Central, downhill skiing Speed Limit SR 906: 35 mph AADT Not available Proposed Countermeasures A series of countermeasures were selected for the Summit Central area to address both collision-related and non-collision-related concerns, as illustrated in Figure 29. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 6. Location D - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor * Cost level† Shared Use Path Corridor Not available $$$ Roadway Reconfiguration Corridor Not available $$$$$ Speed Limit Reduction Corridor Not available $ Advance warning signs and/or pavement markings for crosswalk Corridor 42%$$ Pedestrian Hybrid Beacon Crossing 55%$$ Crosswalk Lighting Crossing 40%$$ Crosswalk Lighting Crossing 40%$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. † Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were seven reported collisions in and adjacent to this priority area, including two KSI collisions. Of these seven collisions, six collisions involved a vehicle going straight ahead. Two collisions involved a parked vehicle. All were vehicle-only collisions. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒPedestrians crossing to Summit Central because parking area is separated from Summit Central by SR 906, resulting in frequent crossings of the highway to access the ski area. ƒExisting crosswalk beacon is not effective because it lacks a pedestrian push button on the west side of the highway and lacks advanced warning for drivers. ƒCongestion along SR 906 due to conflicts between vehicles parked along roadway and vehicles in travel lane, pedestrians in roadway to access ski area, and a continuous flow of pedestrian crossing causing traffic backups. ƒHigh speeds along SR 906 during summer when congestion is reduced and roadways are clear. 29% 6 Involved a vehicle going straight ahead. Collisions 2 Involved a parked vehicle. Collisions All Were vehicle-only collisions. KSI Collisions2 7 Reported Collisions Of the 7 collisions: 54Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 906 90 906 150 ft E 0.6 mi to Hyak Dr E 0 . 6 m il e t o S u m m i t C e n t r a l Silver Fir Lodge Summit Central C3 Parking Lot T a n n e r W ay Summit Central C4 Parking Lot Figure 30. Location E Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid-term Project Long-term Project SR 906, West of Intersection with Tanner Way to Summit Central Add a shared use path to provide non-motorized transportation alternatives. This aligns with the walkway and bicycle lane FHWA proven safety countermeasures and provides pedestrians and cyclists with a dedicated space that reduces their interactions with vehicles. ƒConnect the intersection of SR 906 & Tanner Way to Summit Central (0.6 miles). ƒProvide local non-motorized trail connectivity between Alpental and Lake Keechelus. Reduce the speed limit to reflect appropriate speeds for a revised roadway section. Corridor Improvement Intersection of SR 906 & Tanner Way Implement corridor access management to improve traffic flow into and out of private parking lots. By defining entrances and exits, roadway users can know where to expect cars to be. Intersection Improvement Intersection of SR 906 & Tanner Way Install reflective crosswalk markings (such as bar pairs, continental, or ladder) to act as crosswalk visibility enhancements to reduce conflicts between pedestrians and drivers, as the curvature of the roadway reduces the visibility at the crossing location. Install pedestrian-scale lighting in advance of the crossing. Install a Rectangular Rapid Flashing Beacon (RRFB) to provide advanced warning of the crossing location and make drivers aware of pedestrians within the crossing. Crossing Treatment 55 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location E: Silver Fir Area Area Limits SR 906: Tanner Way to Summit Central Jurisdiction WSDOT Land Use Context Access to downhill skiing, snow tubing, mountain bike park, and vacation rentals Speed Limit SR 906: 35 mph AADT Not available Proposed Countermeasures A series of countermeasures were selected for the Silver Fir area to address both collision-related and non-collision-related concerns, as illustrated in Figure 30. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 7. Location E - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor * Cost level† Shared Use Path Corridor Not available $$$ Speed limit reduction Corridor Not available $ Access Management Intersection Not available $$ Crosswalk pavement markings Crossing 40%$ Pedestrian lighting Crossing 42%$$ RRFB Crossing 47%$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. † Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were five reported collisions in this priority area. Of these five collisions, three occurred when a vehicle was traveling straight ahead, and two were parking related. One collision resulted in a possible or minor injury, and all were vehicle-only collisions. Four collisions occurred on an icy roadway surface. Two collisions were single-vehicle crashes where drivers collided into a snowbank. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: High speeds: ƒCurvature of roadway limits stopping sight distance at higher speeds. Pedestrian Circulation: ƒLack of pedestrian access throughout corridor. Pedestrian crossing at Tanner Way: ƒPrivate parking lot is separated from the Silver Fir Lodge by SR 906, resulting in frequent crossings of the highway for lift access for skiing and mountain biking. ƒCrosswalk striping is not visible. ƒCrossing signs are not up to current standards. 20% Possible or minor injury collision1 5 Reported Collisions Of the 5 collisions: 3 Involved a vehicle going straight ahead. Collisions 2 Were parking- related. Collisions All Were vehicle- only collisions. 4 Occurred on an icy roadway surface. Collisions 2 Were single-vehicle collisions where drivers collided into a snowbank. Collisions 56Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 906 906 90 906 150 ft F WSDOT Parking Lot 0.6 mi to Tanner Way O ff-ramp On-ramp W e s t b o u n d E a s t b o u n d Exit 54 0.2 m i 0.2 mi O ff-r a m p O n - r a m p La k e M ard e e R d SR 90 6 SP UR Kendall Peak Lake Trailhead H y a k D r E Figure 31. Location F Corridor Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid- term Project Long-term Project SR 906 Spur, East of Intersection with Hyak Drive E Add a shared use path to provide non-motorized transportation alternatives. This aligns with the walkway and bicycle lane proven safety countermeasures and provides pedestrians and cyclists with a dedicated space that reduces their interactions with vehicles. ƒConnect the intersection of SR 906 & Hyak Drive E to the Palouse to Cascades Trail (approximately 0.2 miles). This would provide an additional recreational element, and connect pedestrians and cyclists to an extensive trail system that crosses the state, local destinations like Lake Keechelus and the Hyak Snow Park. ƒProvide local non-motorized trail connectivity between Alpental and Lake Keechelus. SR 906, North of Intersection with Hyak Drive E to Lake Mardee Road Reduce the gravel shoulder outside of the pavement area to discourage parking and provide additional snow storage. Convert the excess paved shoulder to shared use path. This aligns with the walkway or bicycle lane proven safety countermeasures and provides a dedicated space for non-motorized usage. Connect to Kendall Peak Lakes Trail, allowing summer overflow to share Summit East parking lots (requires additional coordination with private parking lot owners). Corridor Improvement SR 906, West of Intersection with Hyak Drive E Add a shared use path to provide non- motorized transportation alternatives. This aligns with the walkway and bicycle lane proven safety countermeasures and provides pedestrians and cyclists with a dedicated space that reduces their interactions with vehicles. ƒConnect the intersection of SR 906 & Hyak Drive E to Tanner Way (0.6 miles). Corridor Improvement Corridor Improvement SR 906 is classified as a County Rural Arterial per the Kittitas County Code and should consist of 12-foot minimum lanes and 4-foot minimum shoulders per the Kittitas County Standard Plans. This roadway section can be reduced to the minimum widths in order to match local rural access road standards approaching the intersection of Hyak Drive E (see Appendix L). 57 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County 906 906 90 906 150 ft F WSDOT Parking Lot 0.6 mi to Tanner Way O ff-ramp On-ramp W e s t b o u n d E a s t b o u n d Exit 54 0.2 m i 0.2 mi O ff-r a m p O n - r a m p La k e M ard e e R d S R 90 6 SPUR Kendall Peak Lake Trailhead H y a k D r E Figure 32. Location F Intersection Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid-term Project Long-term Project Landscape or hardscape buffer Intersection Improvement Intersection of SR 906 & Hyak Drive E Implement a dedicated left-turn lane on SR 906 EB toward the I-90 EB and WB on-ramps to address congestion at peak times. Install lighting to make the intersection more visible at night. For a popular winter destination, ice on the roadway can limit stopping sight distances and make approaching the intersection dangerous. Lighting provides advanced warning of a congested area. Reconfigure the roadway to reduce the intersection width and decrease sign distance from the roadway. Systematically apply multiple low-cost countermeasures at stop- controlled intersections. Treatments include: ƒStop bars at existing stop sign locations ƒAdvanced warning signs, including “Stop Ahead” (W3- 1) and Cross Traffic Does Not Stop” signs (W4-4P) ƒOversized stop signs. Construct a roundabout as a long-term solution to alleviate confusion with the existing 2-way stop and provide a continuous flow of traffic to reduce congestion. Intersection Improvement Intersection of I-90 EB off-ramp & SR 906 As a long-term solution, restrict left-turn movements from the I-90 off-ramp and require drivers to use the roundabout crossing treatments. Intersection Improvement 58Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 906 906 90 906 150 ft F WSDOT Parking Lot 0.6 mi to Tanner Way O ff-ramp On-ramp W e s t b o u n d E a s t b o u n d Exit 54 0.2 m i 0.2 mi O ff-r a m p O n - r a m p La k e M ard e e R d SR 90 6 SP UR Kendall Peak Lake Trailhead H y a k D r E Figure 33. Location F Crossing Treatments Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid- term Project Long-term Project Intersection of SR 906 & Hyak Drive E Add crosswalk pavement markings to align with pedestrian accommodations and intersection improvements outlined above. Highly reflective crosswalk markings using patterns (bar pairs, continental, or ladder) act as crosswalk visibility enhancements to reduce conflicts between pedestrians and drivers. Crossing Treatment 59 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location F: Exit 54 Area Area Limits SR 906: Hyak Drive E to Lake Mardee Road, and SR 906 Spur Jurisdiction WSDOT Land Use Context Access to downhill skiing, vacation rentals, boat launch, trailheads Speed Limit SR 906: 35 mph, Hyak Drive E: 20 mph AADT Not available Proposed Countermeasures A series of countermeasures were selected for the Exit 54 area to address both collision-related and non-collision-related concerns, as illustrated in Figures 31, 32, and 33. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 8. Location F - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor * Cost level† Shared Use Path Corridor Not available $$$$ Roadway Reconfiguration Corridor Not available $$ Dedicated left-turn lane Intersection 25-48%$ Systematic Application of Multiple Low-Cost Countermeasures at Stop-Controlled Intersections Intersection 19%$ Roundabout Intersection 82%$$$$$ Roadway Lighting Intersection 42%$$ Crosswalk Crossing -$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. † Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were seven reported collisions in this priority area. Of these seven collisions, four collisions were intersection-related. Two collisions resulted in a possible or minor injury, and all were vehicle-only collisions. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒCongestion on Exit 54 E off-ramp. ƒIntersection confusion due to signs that are out of sight, unclear pavement markings, and size of intersection. ƒLimited space between on/off ramps and SR 906/ Hyak Drive E intersection. ƒIce on the roadway limits stopping sight distance. ƒVehicle and pedestrian conflicts. Lack of pedestrian access to Lake Keechelus and overflow parking from Summit East along SR 906 Spur put pedestrians in the roadway. 4 Were intersection- related. Collisions All Were vehicle-only collisions. 7 Reported Collisions Of the 7 collisions: 29% Possible or minor injury collisions2 60Kittitas County | Snoqualmie Pass Comprehensive Safety Plan 90 906 200 ft G On-ramp Summit East E1 Parking Lot SR 906 SPUR K e e c h e l u s D r H y a k D r E Summit East E2 Parking LotSnoqualmie Par k w a y 3 5 0 f t 5 0 0 f t Figure 34. Location G Safety Improvements Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth. Near-term/Mid-term Project Long-term Project Hyak Drive E, South of Intersection with SR 906 Implement corridor access management to improve traffic flow into and out of private parking lots. By defining the entrances and exits, roadway users can know where to expect cars. Add walkways to provide dedicated pedestrian routes to key destinations. Corridor Improvement Intersection of Hyak Drive East & Snoqualmie Drive Systematically apply multiple low-cost countermeasures at stop-controlled intersections. Treatments include: ƒStop bars at existing stop sign locations ƒAdvanced warning signs, including “Stop Ahead” (W3-1) ƒImprove corner radii in accordance with Kittitas County Code 12.04.04.070 Install a mini-roundabout or traffic circle to provide traffic calming and a continuous flow of traffic, particularly during peak periods. Intersection Improvement Mid-block Crossing Between Snoqualmie Drive & Keechelus Drive Add a designated pedestrian crossing between private parking lots to serve Summit East ski area. Add crosswalk visibility enhancements to provide a safe crossing for pedestrians between private parking lots and pedestrian destinations. Use highly reflective crosswalk markings using patterns (bar pairs, continental, or ladder). Install a Rectangular Rapid Flashing Beacon (RRFB) in combination with the new crosswalk to provide advanced warning of the crossing location and make drivers aware of pedestrians within the crossing. Crossing Treatment Snoqualmie Drive is classified as a Rural Local Access road per the Kittitas County Code and should consist of 12-foot minimum lanes and 2-foot minimum shoulders per the Kittitas County Standard Plans. This roadway section can be reduced to minimum widths per Kittitas County Code (see Appendix L). 61 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Location G: Summit East Area Area Limits Hyak Drive E: SR 906 to Keechelus Drive Jurisdiction Kittitas County Land Use Context Summit East, downhill skiing, vacation rentals Speed Limit Hyak Drive E: 20 mph, Snoqualmie Drive: 35 mph AADT Not available* Proposed Countermeasures A series of countermeasures were selected for the Hyak Drive East from SR 906 to Keechelus Drive to address both collision-related and non-collision-related concerns, as illustrated in Figure 34. Items in bold are FHWA Proven Safety Countermeasures. Cost Estimates Approximate planning-level costs for each countermeasure are outlined below: Table 9. Location G - Cost Estimates of Proposed Countermeasures Countermeasure Application Crash reduction factor† Cost level‡ Access Management Corridor Not available $$ Sidewalks Corridor 65-89%$$ Roadway Reconfiguration Corridor Not available $ Systematic Application of Multiple Low-Cost Countermeasures at Stop-Controlled Intersections Intersection 19%$ Mini-Roundabout Intersection 82%$$$ Crosswalk Crossing 40%$ RRFB Crossing 47%$$ Source: SCJ, 2025. It is important to note that due to snow-plow activity within the Snoqualmie Pass area, recessed plastic pavement markings are recommended for channelization. Sufficient budget must be allocated for renewing pavement markings for the proposed solutions to be effective. * AADT information is not available for local County roads. † CRFs are approximated based on the data provided by the FHWA Proven Safety Countermeasures. ‡ Costs are based on a preliminary engineer’s estimate of magnitude. Collision History Between 2014 and 2023, there were eight reported collisions in this priority area. Of these eight collisions, four collisions were intersection-related. Three collisions resulted in a possible or minor injury, and all were vehicle-only collisions. Non-Collision Concerns Additional concerns were identified in this area through public comments, stakeholder feedback, and observation by the County and consultants. Concerns include: ƒSchool bus stop at the intersection of Hyak Drive E & Snoqualmie Drive. ƒIntersection confusion due to signs that are out of sight, unclear pavement markings, and size of intersection. ƒOverflow from private parking lots onto Hyak Drive E. ƒVehicle and pedestrian conflicts for access to Summit East. For example, private parking lots are divided by Hyak Drive E, resulting in pedestrians walking down the roadway to access the ski area. ƒHigh speeds along Hyak Drive E. 38% 4 Were intersection- related Collisions Possible or minor injury collisions3 8 Reported Collisions Of the 8 collisions: All Were vehicle- only collisions. 62Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Long-Term Strategies to Improve Community Mobility and Access In addition to the priority location improvements described above, the stakeholder group supports more transformative improvements that would greatly improve community mobility and access in Snoqualmie Pass. Chief among these more transformative improvements include the construction of an I-90 frontage road that would serve as an alternative to SR 906 and construction of a parking structure that could increase parking supply in a more efficient manner and potentially spur economic development in the Pass area. These ideas transcend the types of treatments typically identified in an SS4A application, but they are major infrastructure enhancements that would transform community mobility and access in Snoqualmie Pass and could reinforce the multimodal safety treatments outlined in this plan. 63 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Chapter 5 Implementing the Plan 64Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Action Plan This chapter outlines the strategies and actions to improve safety in Snoqualmie Pass, along with steps for successful implementation and a framework for monitoring and evaluating progress. The following safety action plan (Table 10) presents strategies and actions that can be taken to advance safety goals into policies, programs, and operations in Snoqualmie Pass. This action plan was discussed with the public and stakeholders during the public meeting on May 1st, 2025. Grounded in the Safe System Approach and proven safety countermeasures,* these recommendations reflect best practices from across North America and beyond. Recommended actions are classified by implementation cost and timeline. * https://highways.dot.gov/safety/proven-safety-countermeasures Cost Low cost and minimal staff resources required to implement. Moderate cost and staff resources required to implement. High cost and significant staff resources required to implement. Timeline ƒNear-Term: Countermeasures to implement within one to three years, as resources allow. ƒMid-Term: Countermeasures to implement within four to seven years, as resources allow. ƒLong-Term: Countermeasures to implement in eight or more years, as resources allow. Key Recommendations Outlined in the Action Plan Include: Near-Term Encourage carpooling through winter travel incentives, expand shuttle services to Snoqualmie Pass during high-demand seasons, and apply quick-build strategies to rapidly deliver pedestrian and bicyclist safety improvements that can later be made permanent. Mid-Term Develop winter travel safety outreach and awareness campaigns for all travelers, promote roadway safety for all user types, construct targeted pedestrian safety enhancements such as shorter crossings, refuge islands, and countermeasures on multilane roads, and introduce photo enforcement and congestion monitoring on SR 906. Long-Term Establish public-private partnerships for parking garage and frontage road development, apply updated MUTCD guidance for context-sensitive speed limits, enhance visibility through lighting, raised intersections, and daylighted corners, increase and enforce parking restrictions in high- demand winter areas, and formalize interagency maintenance agreements between Kittitas County, King County, and WSDOT for roadway configurations. 65 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Table 10. Safety Action Plan Recommended Actions Timeline Estimated Cost Agency or Partner Introduce carpool incentives during winter travel to the ski resort.Near-Term ƒKittitas County Public Works ƒKing County Metro ƒSki resort ƒWSDOT Incorporate quick build strategies and demonstration projects for rapid rollout of safety improvements for bicyclists and pedestrians. As funding becomes available, convert temporary improvements into higher quality, permanent improvements. Near-Term ƒKittitas County Public Works ƒWSDOT Develop enhanced shuttle service to serve Snoqualmie Pass during high demand tourist seasons. Near-Term ƒKittitas County Public Works ƒKing County Metro ƒSki Resort Develop a targeted outreach program to educate and equip all travelers with the knowledge and resources needed for safe travel during snowy and winter conditions in Snoqualmie Pass. Mid-Term ƒStakeholders ƒKittitas County Public Works Launch comprehensive safety awareness campaigns targeted at motorists, motorcyclists, and active transportation users to promote safety for all travelers in Snoqualmie Pass.Mid-Term ƒKittitas County Public Works ƒWSP/Sheriff Reduce pedestrian crossing distances by adjusting roadway configurations, reducing lane widths, and providing refuge islands, where appropriate. Mid-Term ƒKittitas County Public Works ƒWSDOT Implement appropriate countermeasures to improve pedestrian crossings on multilane roads with higher speeds.Mid-Term ƒKittitas County Public Works Expand photo enforcement, including the use of cameras to monitor congestion conditions on SR 906, as allowed by state law and authorized by local code.Mid-Term ƒKittitas County Public Works ƒWSDOT ƒWSP/Sheriff Reference updated MUTCD guidance for setting appropriate speed limits depending on the context.Long-Term ƒKittitas County Public Works ƒWSDOT 66Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Recommended Actions Timeline Estimated Cost Agency or Partner Increase road users’ visibility through roadway designs that routinely include lighting, raised intersections, and daylighting corners that enhance yielding compliance.Long-Term ƒKittitas County Public Works ƒWSDOT Establish an ongoing public-private partnership for future parking garage development. Long-Term ƒStakeholders ƒKittitas County Public Works ƒSki Resort Initiate ongoing public-private partnership for frontage road development that enhances multimodal access. Long-Term ƒStakeholders ƒKittitas County Public Works Increase parking enforcement during peak travel times to address illegal or unsafe parking behaviors in high-demand areas.Long-Term ƒSheriff/WSP Restrict parking on one side of SR 906 in front of Summit Central during the winter season to improve safety, visibility, and traffic flow for all road users.Long-Term ƒKittitas County Public Works ƒWSDOT ƒWSP/Sheriff ƒSki Resort Develop maintenance agreements between Kittitas County, King County, and WSDOT for roadway configurations. Long-Term ƒStakeholders ƒKittitas County Public Works ƒWSDOT Source: Fehr & Peers, 2025. 67 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Implementation Defining projects, countermeasures, actions, and strategies is essential, but a coordinated implementation process is crucial to the success of this CSAP. Key considerations for effective implementation that align with SS4A grant requirements include: Oversight and Accountability Continue to meet with Stakeholder Group to help maintain sustained focus and success implementing projects and actions identified in the CSAP. This group could discuss delivery of projects, status of action items, and provide general support to advancing CSAP implementation. Coordination and Partnerships Provide regular updates on action plan progress and coordinating with key stakeholders and agency partners, such as local businesses, WSDOT, King County Metro, the Sheriff’s Department and Washington State Patrol, and the Fire Department. Regular communication with agency partners helps create sustained support, creates opportunities to bundle safety projects or initiatives with other related ongoing efforts, and facilitates CSAP implementation. Communication Continued communication with stakeholders and community members through the advisory committee and regular community outreach builds trust and support for Snoqualmie Pass’s safety goals. Strategies include communication across diverse challenges, publication of fact sheets on action plan progress, and regular public conversation on the topic of safety. Phasing and Sequencing To see meaningful progress in road safety performance, sustained commitment and investment is needed over different time horizons: ƒNear-term implementation efforts may focus on successful completion of ongoing safety efforts and lower-cost improvements that can be constructed within three years. ƒMid-term implementation efforts may target larger and more comprehensive safety infrastructure and mobility projects and more complex programmatic efforts that require extensive cross- department collaboration from four to seven years. ƒLong-term implementation efforts from eight years on may focus on initiating significant shifts in the Kittitas County’s approach to planning and design incorporating the Safe System Approach and implementation of other capital improvements that enhance access and mobility. Funding Funding can be a major hurdle in CSAP implementation. Staying up to date on relevant grant opportunities and proactively pursuing grant funding for the most competitive projects can help overcome funding hurdles. Kittitas County and plan stakeholders can take advantage of a variety of regional, state, and federal funding sources to finance safety project planning, design, and construction for the Snoqualmie Pass area. Funding, including required matches, and resources generally must be available from the County to provide successful grant application. See Table 11 for potential funding resources to consider. 68Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Table 11. Transportation Safety Funding Sources Program Name Program Purpose FEDERAL SOURCES Community Development Block Grant (CDBG) Program The Community Development Block Grant (CDBG) program is a flexible program that provides communities with resources to address a wide range of unique community development needs. Communities often use CDBG funds to construct and repair streets and sidewalks. Safe Streets and Roads for All (SS4A) Grant Program The Safe Streets & Roads for All (SS4A) grant program is a Federal grant program established by the Bipartisan Infrastructure Law centered around the USDOT’s National Roadway Safety Strategy and its goal of zero deaths and serious injuries on America’s roadways. It will provide $5 billion in grant funding over 5 years to implement safety projects. Better Utilizing Investments to Leverage Development (BUILD) Grant Program The Better Utilizing Investments to Leverage Development (BUILD) Grant Program provides grants for surface transportation infrastructure projects with significant local or regional impact. The BUILD program can fund the surface transportation infrastructure elements of a project that may also include housing, employment opportunities, and economic development strategies. Active Transportation Infrastructure Investment Program (ATIIP) The Active Transportation Infrastructure Investment Program (ATIIP), funded by FHWA, awards planning and design grants and construction grants for eligible applicants to develop plans for active transportation networks and spines. A goal of both types of ATIIP grants is to integrate active transportation facilities with transit services, where available, to improve access to public transportation. Transportation Alternatives Program (TAP)The Federal Transportation Alternatives (TA) Program provides funding for programs and projects defined as transportation alternatives, including on- and off- road pedestrian and bicycle facilities, infrastructure projects for improving non-driver access to public transportation and improved mobility, community improvement activities and environmental remediation; recreational trail program projects; and safe routes to school projects. Federal Lands Access Program (FLAP)The Federal Lands Access Program (FLAP) improves transportation facilities that provide access to, are adjacent to, or are located on Federal lands. The program supplements State and local resources for public roads, transit systems, and other transportation facilities, with an emphasis on high-use recreation sites and economic generators. Rural Surface Transportation Grant Program The Rural Surface Transportation Grant Program supports projects that improve and expand the surface transportation infrastructure in rural areas to increase connectivity, improve the safety and reliability of the movement of people and freight, and generate regional economic growth and improve quality of life. 69 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Program Name Program Purpose STATE SOURCES Pedestrian & Bicycle Program WSDOT offers funding to improve the transportation system to enhance safety and mobility for people who choose to walk or bike. The purpose of the program is to eliminate pedestrian and bicyclist fatal and serious injury traffic crashes, increase the availability of pedestrian and bicycle facilities that provide low traffic stress and serve all ages and abilities, and increase the number of people that choose to walk and bike for transportation. Complete Streets Program (CSP)Financed by the Transportation Improvement Board (TIB), the Complete Streets Program is a funding opportunity for cities and counties that have an adopted complete streets ordinance. Highway Safety Improvement Program (HSIP)The Highway Safety Improvement Program (HSIP) focuses on infrastructure projects with nationally recognized crash reduction factors (CRFs). Local HSIP projects must be identified on the basis of crash experience, crash potential, crash rate, or other data-supported means. Source: Fehr & Peers, 2025 70Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Ongoing Evaluation Ongoing evaluation of progress in implementing the safety action plan is essential for tracking progress toward safety goals, informing future investment decisions, and meeting grant funding requirements. To support this, the following performance measures are recommended for review every five years: ƒAverage annual number of total collisions. ƒAverage annual number of KSI collisions. ƒAverage annual number of collisions involving vulnerable road users (people walking, biking, riding a motorcycle, or using mobility devices). The target performance measures will be evaluated and reported with the Safety Report Card. The Safety Report Card will highlight successes and identify areas in need of additional attention and resources. The initial Safety Report Card is shown in Table 12. The table includes performance measures documented for 2014 to 2023. Safety Report Cards in future CSAP updates will include a comparison of previous and current metrics to evaluate how the performance measures track toward the safety goal. Table 12. Initial Safety Report Card Performance Measure 2014 2015 2016 2017 2018 Annual Average (for 5-year period)2019 2020 2021 2022 2023 Annual Average (for 5-year period)2024 2025 2026 2027 2028 Total Collisions 13 10 7 11 15 11.2 8 12 12 7 12 10.2 KSI Collisions 0 1 0 0 1 0.4 0 0 1 0 0 0.2 Vulnerable Road User Collisions 0 0 0 0 1 0.2 0 1 1 2 1 1 Source: 2014-2023 WSDOT Crash Data, Fehr & Peers, 2025. 71 Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Appendices APPENDIX A Additional Prior Plans and Policies APPENDIX B Stakeholder Planning Group Meeting Agendas APPENDIX C Summary of Online Engagement APPENDIX D Summary of Community Meeting APPENDIX E Collision Analysis APPENDIX F Traffic Volume Maps APPENDIX G Level of Service Analysis Methodology & Results APPENDIX H Level of Service Reports APPENDIX I Project Locations Cutsheets APPENDIX J Countermeasures Toolbox APPENDIX K Origin-Destination Analysis APPENDIX L Response to Final Public Comment 72Kittitas County | Snoqualmie Pass Comprehensive Safety Plan Appendix A | 1 Appendix A. Additional Plans and Policies Appendix A | 2 King County Target Zero Strategic Plan 2024 – 2027 (2024)1 The King County Target Zero Traffic Safety Strategic Plan for 2024–2027 outlines a comprehensive, equity-centered approach to eliminating traffic fatalities and serious injuries by 2030. Developed through collaboration with local traffic safety professionals, community partners, and state agencies, the plan builds on the 2021–2023 strategy and integrates updated goals, performance indicators, and tactics. It adopts the Safe System approach—endorsed by federal and state transportation agencies— and the Spectrum of Prevention framework to address traffic safety from individual behavior to policy-level change. With traffic fatalities in King County doubling over the past decade and pedestrian deaths rising sharply, the plan emphasizes racial equity, social justice, and the needs of underserved communities. It includes annual operational plans, a coordinated planning format, and a review process to adapt strategies over time. Despite limited resources, the coalition aims to prioritize high-impact actions and seek additional funding to support its vision of zero traffic deaths and serious injuries. Washington State Strategic Highway Safety Plan (2024)2 The Washington State Strategic Highway Safety Plan (SHSP), also known as the Target Zero Plan, sets a bold vision to eliminate traffic-related deaths and serious injuries on Washington’s roadways by 2030. As a data-driven and multidisciplinary framework, the SHSP establishes statewide priorities, fosters cross-sector collaboration, and guides investment toward the most effective safety strategies. This plan provides a shared language and set of goals for traffic safety partners, offering a comprehensive menu of proven strategies tailored to key emphasis areas and contributing risk factors. It also serves as a performance monitoring tool, helping agencies track progress and adjust efforts to maximize impact. The Snoqualmie Pass CSAP builds on the SHSP’s foundation by applying its principles at the local level. King County Comprehensive Plan Transportation Element (2024)3 The Transportation Element of the King County Comprehensive Plan outlines the County’s commitment to building an integrated, multimodal transportation system that supports a wide range of users. The plan emphasizes creating safe, affordable, and accessible communities for all, while advancing social and racial equity, addressing complex challenges such as climate change and homelessness, and protecting the region’s natural resources and environment. King County’s transportation safety priorities include maintaining safe and secure County-owned infrastructure; expanding access to active transportation by improving the convenience, safety, accessibility, and comfort of walking, biking, and taking transit; and prioritizing transportation investments in areas with the greatest need—particularly for historically underinvested communities, people with disabilities, seniors, and others with special transportation needs. 1 FINAL_King-County-Traffic-Safety-Strategic-Plan_2024-2027.pdf 2 https://targetzero.com/wp-content/uploads/2024/11/Washington_Target_Zero_Plan_FINAL_11-04- 2024_Accessible.pdf 3 https://kingcounty.gov/en/dept/executive/governance-leadership/performance-strategy-budget/regional- planning/king-county-comprehensive-plan/current-adopted-plan Appendix A | 3 QUADCO Regional Transportation Planning Organization: Coordinated Public Transit – Human Services Transportation Plan (2022)4 This plan addresses transportation accessibility challenges for populations with disabilities, low incomes, seniors, youth, and veterans across Adams, Grant, Kittitas, and Lincoln counties. Kittitas County specifically identified pedestrian safety and ADA accommodations as key concerns, including faded crosswalk markings, inadequate pedestrian lighting, and insufficient ADA bus stop landings and shelters. To enhance safety, the plan recommends improving crosswalk visibility, adjusting traffic signal timing, adding ADA-compliant infrastructure, and increasing passenger securement training. One of the objectives in this plan is it aims to “Promote safe and accessible transportation services for persons with alternative transportation needs by educating and advocating specific benefits to the consumers within communities as well as cross-jurisdictional communities”, through public education, investment in accessible vehicles and facilities, and alternative fuel infrastructure. These strategies ensure safer and more inclusive mobility options for Kittitas County and other County residents. Ellensburg Comprehensive Plan (2023)5 The Ellensburg Comprehensive Plan’s Transportation Element outlines a vision for a safe, balanced, and efficient multimodal transportation system that aligns with the City’s broader goals and supports anticipated growth. The plan’s core transportation objectives focus on safety for all users, enhanced connectivity, multimodal accessibility, transit integration, sustainable funding for maintenance and preservation, and active partnerships with regional agencies. While the plan does not specifically address Snoqualmie Pass, its transportation goals align with broader countywide initiatives aimed at improving roadway safety, connectivity, and emergency response in critical corridors such as I-90. These regional efforts contribute to enhancing travel reliability, mitigating weather-related hazards, and supporting coordinated infrastructure improvements that impact Snoqualmie Pass and the surrounding areas. I-90 Snoqualmie Pass East Project (2009)6 The I-90 Snoqualmie Pass East Project is a multi-phase effort to enhance safety, reliability, and capacity along a 15-mile stretch from Hyak to Easton. Phases 1 and 2 include Hyak to Keechelus Dam and Keechelus Dam to Stampede Pass is completed, which improved safety by adding lanes, replacing deteriorating pavement, stabilizing rock slopes, and constructing wildlife crossings. Phase 3 (Cabin Creek to West Easton) is currently underway, focusing on traffic management, sight distance, and roadway stability. Phase 4 (Stampede Pass to Cabin Creek) will begin in 2028, continuing pavement replacement, roadway straightening, and truck lane additions. These projects collectively reduce congestion, mitigate environmental impacts, and enhance traveler safety on this vital transportation corridor. 4 https://www.ezview.wa.gov/Portals/_1898/Documents/QUADCO- Plans/2022%20QUADCO%20HSTP%20Draft.pdf 5 https://ci.ellensburg.wa.us/DocumentCenter/View/15108/CURRENT-COMPREHENSIVE-PLAN 6 https://wsdot.wa.gov/construction-planning/major-projects/i-90-snoqualmie-pass-east-project Appendix B | 1 Appendix B. Stakeholder Planning Group Meeting Agendas Snoqualmie Pass Comprehensive Safety Plan SS4A Stakeholder Planning Group DATE: May 29th, 2024 Snoqualmie Pass SS4A Planning Group Agenda Page 1 of 1 AGENDA May 29, 2024 2:00 PM – 3:00 PM 1.Welcome and Introductions 2.Recap of March meeting a. Kick-off meeting with Fehr & Peers/SCJ Alliance 3.Scope of Work Discussion a.Key Next Steps b.Contract being finalized Friday 4. Discussion a.Recap of site visit with Fehr & Peers 5. Schedule a.Next meeting July 31, 2024 at 2:00pm b. Virtual Virtual Meeting: ________________________________________________________________________________ Microsoft Teams Need help? Join the meeting now Meeting ID: 224 523 674 787 Passcode: wqEVox Dial in by phone +1 206-531-0324,,528985184# United States, Seattle Find a local number Phone conference ID: 528 985 184# For organizers: Meeting options | Reset dial-in PIN ________________________________________________________________________________ Appendix B |2 Meeting Agenda Snoqualmie Pass CSP - Stakeholder Planning Group Location: Microsoft Teams Join Here Meeting ID: 241 607 286 699 Passcode: JG93Re Date: July 31, 2024 Time: 2:00 pm to 3:30 pm Agenda Details I.Introductions & Icebreaker II.Project Scope and Schedule Review III.Mapping Exercise a.Introduction to Mural (Mural How To Guide) b.Activity Topics: i.Key Destinations ii.Capacity Challenges iii.Safety Challenges iv.Other Challenges c.Open Discussion & Key Takeaways IV.Public Outreach Discussion i.Examples of web-based approach ii.Target Audience & Timing V.Wrap Up & Next Steps i.The next meeting will be held on Wednesday, September 25 at 2 pm. Appendix B | 3 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 01 Backcountry User Accessiffii: VfiVstosr:fefquVnfu:f loyyi:fps:afkV f:Ssf:Vss:afurmfuksrmfufr Wf Vuyqf: f,scirf:SsiVfniircf Vfr WS sircfuk:ihi:isd 02 U.S. National Forest Service Snowshoe Program 03 High-Volume AttractionifwfyuVns:afk W Vnircfquksaf urmfcsuVfS qf:Su:fmVuWfyurefosVafWi:SfroysV of hii: VfquVnircfukV f:Ssf:Vss:furmfkV ircf hsVd 04 Parking Areaifb Vf:Ssfr WS sircfqV cVuyfurmf:Vuifd 05 Traveler's Rest Stopifgs:V yfurmfgsmfv or:uirf . iissfWi:SfSsuhefhsSikfsfurmfqsms:Viurf:VuAFRkd 06 Parking AreaifM :Sf rC:Vss:furmfirfumBuksr:ff :d 07 Pedestrian Crossingif-Ssf rfefmsicru:smfkV ircf uf rcflgCjT9fiff ku:smfrsuVf:Ssfloyyi:f.sr:Vuffyuirf uVsuf0urmfyuef rfef,sfuhuifu,fsfirf:SsfWir:sV6d 08 Proposed New Development 09 Gold Creek Sno-Parkif(V himsfukksfi Vfr Wfqfuef urmf,uknk or:VefWir:sVfVskVsu:i rafWi:SfSicSfmsyurmf ,o:ffiyi:smfquksd 11 WSDOT Gravel Pileif( qofuVfi VffsmmircfirfWir:sVaf Wi:Sfhii: Vf i:srfquVnircf rf:SsfV umimsd 13 WSDOT Hyak Maintenance Siteif)PqsVisrksfSsuhef :Voknf:VuAFRkafquV:ikofuVfefiV yfr Wfqf Wd 10 Kendall Peak Lakes Trail 15 Public Works FacilityifEsmiku:smf: fr WfVsy huff qsVu:i rd 14 Iron Horse Trail Other Key Destinationsif( ir:fimsr:ixDsmf,ef quV:ikiqur:fmoVircf:unsS fmsVfyss:ircf,o:ffuknircf ummi:i ruffiri Vyu:i rd 12 Gold Creek Pond (Off-Map, East)ifwfq qofuVfesuVC V ormfVskVsu:i rfq :affu:smfi Vfkf oVsfiV yf2T25f rWuVmfi VfVs: Vu:i rfW VnafWSikSfWiffffinsfefVsmiVsk:f VskVsu:i ruffuk:ihi:isf: f :SsVfuVsud Key Destinations fi f f0 f1 f5 f3 f2 f4 f6 if ii i1 i0 i5 i5 i f1 789Insucie8t Parki8g for S8ow9hoei8g Programif lffi:f DurfiinDgpfieDfufDufDa DfiDkDgfufei:eftmsfnDf m,fgmhgemDi:ffgDfgfuxfsukrgfgfcvokiDif ufri:l fi Pote8tial Additio8al Parki8gifftuisuwsDfifhiiDfpf kmii:Diff mfieDfsmifwDi:f smhDxl f2 Overcrowded Parki8g at Gold Creek S8o-Parkif dufri:fmtDf.AmhgfmimffmuxfgemfsxDfg f0 BackcoI8try Parki8gifbeDfmsPf ufri:futuisuwsDf,mff wukrkmfifPffgDfgfigfeDfDpfwfifnmgifukkDggf miigfufDf ukfmggfieDfgifDDifmfieDfmieDffgixDfm,fieDfmtDf uggl fU8de9ig8ated Parki8g Alo8g SR-6f3iflffi:f Durf hiiDffhDDrDxgpfieigfgifDikefigf,fDTfDisPfsiDxfhiief kufgfmfwmiefgemfsxDfgl f5 Wi8ter Capacity 799Ie9iflffi:f DurfiinDgpf ymTfusniDfduggfm,iDffDukeDgf,fssf ufri:fku ukiiPpf sDuxi:fimfifDg uggi:pfwsmkrDxfxfitDhuPgpfuxf mwgiffkiDxfqSfDfePxfuigfugf Dm sDfkmiifDfimfgDufkef ,mff ufri:lfWeDfieDfyfnniifksmgDgpfufnuggfDamxfgf mimfI-90ffDgfsigfifgi:iqSkuififucvokfwukrf gpf eixDfi:fieDfqSfDfxD ufinDi'gfuwisiiPfimffDg mxfimf DnDf:DkiDgl f4 Parki8g Limitatio8: CmgifuiigfmfutuisuwsDf ufri:l f3 SImmit Parki8g Policy: Nm-fDgmfifkfgimnDfgffgi:f yfnniif ufri:fufDf:DDfussPfmif,utmfDxfwPfyfnniil f6 Limited S8ow Park Parki8g Acce99: RDgifikiimgfmf utuisuwsDf ufri:fuifgmhf ufrgl Other Capacity Challe8ge9ifdmiigfixDiiqSDxfwPf ufiiki uigfxffi:fgiurDemsxDffnDDii:fwfifsukri:f uxxiiimusfi,mfnuiiml Wi8ter Tra89portatio8 Network Capacity Challe8ge9 SImmer Other Capacity Challe8ge9ifdmiigfixDiiqSDxfwPf ufiiki uigfxffi:fgiurDemsxDffnDDii:fwfifsukri:f uxxiiimusfi,mfnuiiml if U8aIthorized U9e of Private RoadifLuf:DffnwDfgfm,f Dm sDffgDffs DiusfRmuxfimfukkDggfUyFyfsuxgf,mff eiri:pfxDg iiDfieDffmuxfwDi:f fituiDsPfmhDxfuxf nuiiuiDxfwDPmxfieDfgrifufDul Other Capacity Challe8ge9ifdmiigfixDiiqSDxfwPf ufiiki uigfxffi:fgiurDemsxDffnDDii:fwfifsukri:f uxxiiimusfi,mfnuiimli0TrIck Parki8g Co8cer8 ii Recreatio8al Parki8g Shortage: IgfcvokiDif ufri:f m mfifiiiDgfufmfxfieDfufDufsDuxfimfufeDutPf kmkDifuiimfm,ffgDfgfuifymTfusniDfduggl i1 U8derItilized RoadifbeDfhixDffmuxfigfmifwDi:f,fssPf fiisizDxfuxfkmkDffmtDffiffkrffgu:Dfm,fieigfufDul i5 U8de9ig8ated Parki8giflffi:fussfgDugmgpfieigfgifDikef igf,fDTfDisPfsiDxfhiiefkufgf ufrDxfusm:fieDffmuxhuPl All-Sea9o8 iCo8ge9tio8 fi f f0 f2 f1 f4 f3 f9 f5 i f 678Tran7s8spnTotis n7Noe8wiskoSf8yyiTCir i hTlirpCT8silogilirs7p8ToS7nrrpTCoU7i8fifi:i Aii reawih:paidisaaitincoSi hwAiR-hpeidsipia9 dpPpsiloALyspPnl8yoea8miMoiawihdweiar:di0sii 6:ihsbailseais0iwi:parsiw:whspi:disaaiwAiRihe.9 usfi7oe8wiskoSf8yyiTCirfifshpwaihepwhvueiRmi r:iwhdhr:pwaiebihp.iaw:gAs-eiilwhp.iRbwi-:dghp.i :eehwhsp:-ihp0sil:whsp9f cpCf:eaiiloOifpmyio678H-VmMoP:awieih6iaispif-rpw:-i is:eyiearhwiwi:kF,dyidbi6ayi:peirswAs-a9 Uyy:ei8rnT f1 hTlirpCT8silogilirs7p8ToS7nrrpTCro8ynTCoeR:1f3Mo Mb-whr-i-sd:whspai:-sp.itincoSi0isliwAitbllhwiwsi Hm:gi Aiireawih:paidisaai hwAsbwidisaa :-gaisii disaahp.i.b:iea9iTAii:iipsieah.p:weireawih:pi disaahp.ai:-sp.iwAhaiawiwdA9i WpTsi7 usfi7oe8wiskoSf8yyiTCirfifshpwaihepwhvueiRmi r:iwhdhr:pwaiebihp.iaw:gAs-eiilwhp.iRbwi-:dghp.i :eehwhsp:-ihp0sil:whsp9 fd8mNonwoe8wiogilirs7p8ToS7nrrpTCrown7oeTn rfnipTCo g7nC78PfiDbihp.ir:giwhlayiwAi:i:ixrihpdai:i Ah.Ai6s-blis0iaps aAshp.ibaiai:pei-:dgaia:0i reawih:pidisaahp.a9 f0 gilirs7p8ToS7nrrpTCrosnoUmmirroB8mNmnLTs7kog87NpTCfi TAisp-mir:ighp.i:6:h-:R-i0siiR:dgdsbpwimibaiaihai Aiyiasireawih:pai0iqbpw-miibpi:disaaitincoSiwsi 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zWhhforts iWfanihfsfts trofWf PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh BWasxh .rtxhqiartq \ PTdhatVrWSfiart fDriiiih .ifnnhtxhihWh LaSaihsSinia Srsfnqdf.h f3fanfDnhf.Wrqq DWasxh AGENDA September 25, 2024 2:00 PM – 3:00 PM Virtual Meeting: ________________________________________________________________________________ Microsoft Teams Need help? Join the meeting now Meeting ID: 224 523 674 787 Passcode: wqEVox Dial in by phone +1 206-531-0324,,528985184# United States, Seattle Find a local number Phone conference ID: 528 985 184# For organizers: Meeting options | Reset dial-in PIN ________________________________________________________________________________ 1. Welcome 2. Social Pinpoint and Flyer Overview a. https://fp.mysocialpinpoint.com/kittitas-county-snoqualmie-pass-csap 3. Menti Exercise Online a. How should we promote our online engagement site? Flyers, signs, social media blasts, other? b. If we were to place signs/flyers to promote the website, where should we put them? c. What groups are important from us to hear from to get a range of perspectives? d. How can you help us promote this engagement? 4. Next meeting: a. Virtual Menti Quiz for Snoqualmie Pass CSAP Public Outreach �11 lip How should vve promote our online engagement site.? 4 4 3 Flyers Signs Social Media Blasts 2 Pop -Ups at local events 61 Community Meeting tether? 16 If we were to place signs or flyers to promote the site, where should vve put them ? Along the 906 and near exits Alpentalbar Sl(i lodges, outdoor rec shops in North Bend, Snoqualmie and Issaquah, WSDOT bathrooms, trailheads, ski lifts (recommend laminated) recommend checkingwith Patrick Stanton with the Ski Area to see if they can post flyers at lodges etc also City of North Bend Visible locations an streets where people are walking/biking Dru Bru / pizza shop/ laconla grocery/chevron parking areas M* What groups are important to hear from to get a range of perspectives? Local community pages and spca outreach Jay to send out to social media blast group How can you help u promote this engagement? Share any refined messaging with the King County Dept of Local Services Communications Team I (Jay W) can help distribute information through the fire department group text system as well as email contact lists through all of the local haanr associations AGENDA January 29, 2024 2:00 PM – 3:00 PM Virtual Meeting: _____________________________________________________________________________________ Microsoft Teams Need help? Join the meeting now Meeting ID: 287 475 143 732 Passcode: kHCsu7 Dial in by phone +1 925-421-0991,,597952196# United States, Concord Find a local number Phone conference ID: 597 952 196# For organizers: Meeting options | Reset dial-in PIN ____________________________________________________________________________________ Welcome 1. PowerPoint and Discussion a. Safety Analysis and Discussion b. Capacity Analysis and Discussion c. Public Outreach Report Back 2. Other? 3. Next meeting: a. Virtual AGENDA January 29, 2024 2:00 PM – 3:30 PM Virtual Meeting: _____________________________________________________________________________________ Microsoft Teams Join the meeting now Meeting ID: 293 484 081 224 Passcode: 29oUDi Dial in by phone +1 925-421-0991,,338734110# United States, Concord Find a local number Phone conference ID: 338 734 110# ____________________________________________________________________________________ Welcome 1. Presentation: a. Key collision, capacity, and public outreach takeaways b. Fieldwork report back from 1/1/25 2. Mural Board Interactive Discussion with group a. Winter engineering and non-engineering solutions 3. Next meeting: a. 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ehqVfhP.bf bVqPtVf fVbVo ehqVfhP.bf bVqPtVf fVbVo ehqVfhP.bf bVqPtVf fVbVo ehqVfhP.bf bVqPtVf fVbVo efffS.blifvPlbsffflfffifLiV/VifV—VbnfVf2PbfgfVf)tP1.lipfVf lfy)M fgPfVtiliVfltsfsfn.f Pi.gfPtfDfgffgfVf)glcVfPisVbfibP.qofeffffftPgf!YtlifltsfffpVltgfgPfVtnP.bliVfsfn.fPtflf DVfglbgfgfftcftiflHP.gfPi.gfPtf2PbfP.bfftLqVbPtfpVVgftifftfMqbfifPbfSlhfP2fkFk5ofefffff ft2PbpVsfHhfgfVfDftgVbfnPiiffPtfslglff6ngPHVbfnP.tgfltsf/Pi.pVfslglffDftgVbf!YVisDPbcffltsf VtiliVpVtgf2VVsHlncfDVffl/VffVlbsf2bPpfgfVfq.Hifnf.qfgPfJlt.lbhfkFk5of Appendix C | 1 Appendix C. Summary of Online Engagement Responses Appendix C | 2 Overview This appendix provides a detailed summary of the results from the online engagement activities, which included an online survey and an interactive map. These tools were used to gather community input on transportation safety and capacity concerns throughout the Snoqualmie Pass area. Both activities were hosted on the CSAP project website and were open to the public from September 25th, 2024, through May 31st, 2025. Interactive Map Community members pinpointed locations where they experienced transportation safety or capacity concerns using an interactive map. Participants dropped markers to identify specific sites and indicated the mode of travel related to each concern—walking/rolling, biking, driving, or other—as well as whether the issue occurred during winter, summer, or year-round. Participants could place multiple markers and had the option to upvote locations or comments added by others to highlight shared concerns. Results A total of 30 contributors engaged with the interactive map, resulting in 194 combined contributions and upvotes—referred to collectively as comments.1 As shown in Figure 1, 73% of comments related to driving, 30% to walking/rolling, 6% to biking, and 5% were categorized as other concerns.2 As depicted in Figure 2, 53% percent of comments reflected concerns present year-round, while 43% were specific to winter conditions and 7% related to summer-specific issues. Figure 3 and Figure 4 illustrate the location of comments by mode and season respectively. 1 “Contributors” refers to unique individuals who submitted comments. “Contributions” are the individual comments provided by contributors. “Upvotes” represent comments that were liked or endorsed by other contributors. For reporting purposes, each contribution was counted as one comment, and each upvote was also counted as an additional comment. 2 These percentages total more than 100% because some comments were classified under multiple travel modes. Appendix C | 3 Figure 1: Community Comments by Mode Source: Fehr & Peers, 2025. Figure 2: Community Comments by Season Source: Fehr & Peers, 2025. 73% 30% 6%5% Driving Walking/Rolling Biking Other Mode All Seasons 53% Winter 40% Summer 7% Appendix C | 4 Figure 3: Community Comments by Mode Source: Fehr & Peers, 2025. Appendix C | 5 Figure 4: Community Comments by Season Source: Fehr & Peers, 2025. Appendix C | 6 Key Themes The project team classified the comments by key themes which include: • Undesignated pedestrian crossings and lack of crosswalks – Concerns about pedestrians crossing in areas without marked crosswalks, often in high-traffic locations. • Pedestrians walking in the roadway – Often due to the lack of sidewalks, shoulders, or other pedestrian infrastructure, or because parked vehicles force pedestrians into traffic lanes. • Conflicts between vehicles and non-motorized users – Concerns about safety at locations where vehicles, pedestrians, and bicyclists share space without separation. • Unsafe driver behavior – Includes both intentional behaviors such as speeding and recklessness, and unintentional behaviors due to confusion from unclear signage or intersection control. • Dangerous intersections – Intersections identified as having frequent conflicts, poor visibility, confusing signage, or lacking appropriate traffic control. • Insufficient vehicle parking – Includes parking in undesignated areas or along roadways, which contributes to traffic obstruction and safety issues. • Truck parking along SR 906 – Parked trucks create sight distance challenges, particularly near intersections and driveways, and contribute to traffic flow and pedestrian safety concerns. • Congestion – Heavy traffic volumes, backups onto I-90, and gridlock conditions during peak recreation times. • Emergency access challenges – Concerns that congestion, parking, or blocked roads may delay emergency response or impede evacuation during emergencies such as wildfires. • Roadway and facility maintenance issues – Concerns include unplowed roads, delayed striping, or poor road surface conditions that contribute to safety hazards. • Winter weather hazards – Includes icy roads, lack of traction, limited winter maintenance before early hours, and vehicles getting stuck in snow or sliding on hills. • Other – Includes comments about additional or unique concerns raised by community members that do not fit into the other categories. Individual comments could fall under multiple themes. Figure 5 shows the distribution of comments across each theme. Figure 5: Distribution of Map Activity Comments Across Key Themes Source: Fehr & Peers, 2025. 3% 3% 3% 8% 9% 11% 14% 16% 19% 22% 31% 32% Other Roadway and facility maintenance issues Emergency access challenges Truck parking along SR 906 Winter weather hazards Undesignated pedestrian crossings and lack of crosswalks Congestion Pedestrians walking in the roadway Dangerous intersections Insufficient vehicle parking Conflicts between vehicles and non-motorized users Unsafe driver behavior Appendix C | 7 Survey The project team developed a survey to gather more information about key transportation safety and capacity challenges faced by community members, as well as to better understand the demographics of those who participated in the outreach activity. Results The survey received 58 responses. Results for each question are summarized below. How do you primarily travel around Snoqualmie Pass? Select all that apply. What safety challenges do you face when traveling in Snoqualmie Pass? Select all that apply. 95% 43% 36% 2% Drive Walk or use a mobility device (wheelchair, stroller, etc.) Bike Other 19% 34% 38% 48% 74% Other Insufficient biking infrastructure Lack of public transit options Lack of sidewalks Inadequate parking Appendix A | 8 What are your three greatest transportation safety concerns? What are your three greatest transportation capacity concerns? 0.02 0.03 0.10 0.12 0.12 0.19 0.28 0.31 0.34 0.48* Driving, walking, or biking under the influence Vehicles lacking registration or proper maintenance Limited or no dedicated biking paths Slow emergency response times Poor roadway lighting Distracted driving, walking, or biking Ignoring traffic signals and signs Limited or no dedicated walking paths Speeding Unsafe pedestrian crossings 0.05 0.07 0.29 0.32 0.52 0.75* Delays due to construction or road maintenance Overcrowded rest areas and facilities High volume of freight and commercial trucks Narrow or inadequate roadways Insufficient parking availability Heavy traffic during peak seasons *What does this score mean? This number shows the total “weight” of rankings a concern received, scaled to the total number of rankings across all concerns. Scores range from 0 to 1, where: • 1 would mean every respondent ranked this concern as their top choice. • A lower score means the concern was chosen less often or ranked lower overall. This helps compare concerns based on both how strongly and how widely they were prioritized. Appendix C | 9 I would describe myself as... What is your age? What is your gender? a permanent resident 76% a seasonal resident 10% a visitor 9% an owner or representative of a business 5% 0% 21% 24% 29% 16% 10% 18-24 25-34 35-44 45-54 55-64 65+ Male 40% Female 45% Undisclosed 16% Appendix C | 10 Which of the following best describes your race and ethnicity? What language(s) do you speak at home? 2% 2% 5% 16% 81% Native American Other Hispanic or Latino Prefer not to say White 7% 93% Undisclosed English Appendix D | 1 Appendix D. Summary of Community Meeting Community Meeting Memo Date: May 20, 2025 To: Kelee Hodges, Cameron Curtis; Kittitas County From: Taylor Whitaker, RSP1, Abigail Powell; Fehr & Peers Subject: Summary of Community Meeting and Public Input – Snoqualmie Pass CSAP (May 1, 2025) Introduction On May 1, 2025, the project team hosted a community meeting to gather input for the Snoqualmie Pass Comprehensive Safety Action Plan (CSAP). The event took place at the Snoqualmie Pass Fire & Rescue Station from 4:00 to 6:00 p.m. and featured an open house format to collect community feedback, followed by a brief presentation and continued discussion. This memorandum summarizes the event and compiles the key themes, priorities, and insights that emerged from community input. Meeting Overview Event Promotion After confirming the meeting date, the project team developed a flyer for members of the Stakeholder Planning Group to distribute throughout the community (Figure 1). Meeting details were also published on the Snoqualmie Pass CSAP website and through a Public Works press release from Kittitas County. In addition, approximately 300 residents received event notifications through a group text system managed by the Snoqualmie Pass Fire Department. Appendix D | 2 Figure 1: Promotional Flyer Appendix D | 3 Format & Attendees The meeting was structured as a two-part event. From 4:00 to 5:00 p.m., attendees participated in an open house featuring a series of informational and interactive boards. The informational boards described the purpose of the CSAP, summarized key findings from safety and traffic analyses, and highlighted input received through the online survey and interactive web map. Activity boards invited participants to share feedback on potential action items and countermeasures at specific locations in the Snoqualmie Pass study area. Attendees provided input directly on the boards. At 5:00 p.m., the project team delivered a presentation summarizing the CSAP process, analysis completed to date, examples of proven safety countermeasures, and next steps. The presentation was followed by a Q&A session and discussion. Appendix A includes the full presentation shared during the meeting and Appendix B includes with all informational and interactive boards that were displayed throughout the room. Approximately 20 people attended the meeting, including residents of Snoqualmie Pass, representatives from King County and Kittitas County, representatives from WSDOT, members of the Stakeholder Planning Group, and local business representatives. Figure 3: Discussions with project team at informational boards Figure 2: Community members engaging in interactive board activity Figure 4: Project team delivering presentation Appendix D | 4 What We Heard The first portion of the meeting was structured as an open house featuring a series of informational and interactive boards. During this time, attendees had the opportunity to speak directly with the project team, ask questions, and discuss the CSAP. Following is a sample of feedback the project team heard throughout the evening for the interactive board voting activity focusing on future action strategies. This activity allowed participants to vote on key non-engineering countermeasures. The highest ranked actions are as follows, also shown in Figure 5: •Develop an enhanced shuttle service to serve Snoqualmie Pass during high demand tourist seasons. •Reduce pedestrian crossing distances by implementing roadway reconfigurations, reducing lane widths, and providing refuge islands on wider roads based on context. Implement appropriate countermeasures to improve pedestrian crossings on multilane roads with higher speeds. •Implement carpool incentives during winter travel to the ski resort. •Ongoing public private partnership for future parking garage development. Removing parking on one side of SR 906 in front of Summit Central. •Ensure consistent enforcement of existing parking regulations. •Install cameras to display real-time congestion conditions on SR 906. Figure 5: Action Plan & Implementation Strategies Board Activity Appendix D | 5 The second activity focused on location-specific countermeasures, inviting participants to vote for their preferred countermeasures at designated sites in Snoqualmie Pass. While feedback varied depending on the specific locations and their current concerns, several common themes emerged across the activity, including: •Support for new designated parking areas, improved parking enforcement, and solutions to address problems caused by cars parking along SR 906. •Support for separating vehicles and pedestrians and implementing traffic calming measures to reduce vehicle speeds on SR 906. •Support for improving pedestrian safety through enhanced crosswalks, including the installation of high-visibility crossings at high-use locations and upgrades to existing crossings. •Support for relocating truck parking from SR 906 to a designated truck parking area. •Support for installing roundabouts or mini roundabouts at key intersections, including SR 906 & Yellowstone Road and SR 906 & Hyak Drive E. •Emphasis that any proposed solutions be effective and sustainable, particularly given the operational needs of snowplows and the challenges posed by winter weather. See Appendix C and Appendix D for a summary of all boards. Next Steps Figure 6: Community Engagement Process The May 1 community meeting marked a key milestone in Phase 2 of the engagement process (Figure 6). Feedback gathered during the event will guide the refinement and prioritization of recommended countermeasures in the CSAP, helping ensure the final plan aligns with community- identified needs. Appendix D | 6 A. Presentation Appendix D | 7 Appendix D | 7 • Introductions • What is a CSAP? • What We've Heard • Key Takeaways • Data Analysis • Field Observations • Proven Countermeasures and Preferred Solutions • Schedule & Next Steps orp., 5a::;� 000. What is a CSAP?. Overview A roadmap for improving transportation safety What is a CSAP? Focuses on reducing and eliminating serious and fatal collisions. Tailored for the unique conditions of Snoqualmie Pass 1. Engaging community members to understand safety concerns in Snoqualmie Pass. 2. Understanding needs and factors for both current and future road conditions, user safety, and recreation. 3. Prioritizing policies and projects to work towards improving safety and managing transportation and capacity. 4. Applying for funding and implement projects and policies. What is a CSAP? CTJHE SAFE SYSTEM APPROACH � Zero is our goal. A Safe System is how we will get there. Imagine a world where nobody has to die from 0 vehicle crashes. The Safe System approach aims to �i eliminate fatal & serious injuries for all: road users. It I$ does so through a holistic view of the road system that 1p first anticipates human mistakes and second keeps 0y impact energy on the human body at tolerable levels. cliL Safety is an ethical imperative of the designers and owners of the transportation system. Here's what you need to know to bring the Safe System approach to your community. ��ISEVt%0US INJURY IS UNq�CEp- O� Qe�F RESPONSIBILITY IS SHAR�� 4J m 4 Data Collection Analyze Road Network Identity Capacity & Safety 111, 1 IQ% - III LI1-J] Vy 1111.V 1 IJV I QU 1 Ib ✓ Stakeholder & Community community feedback, data Input collection, and current plans Identify Data Gaps and policies What is a CSAP? Selection of Priority Projects New Policies -'.. —6.— Tracking Performance Measures Goals Analysis Summary Key Takeaways ion total collisions io-year period 4 modes 1 collision was fatal and 2 resulted in serious injuries. Analysis: Key Takeaways The data includes all reported collisions in the study area from 2014 to 2023, excluding collisions that occurred on I- 90. In addition to vehicle -only collisions, there were also collisions that involved pedestrians, bicyclists, and motorcyclists. OKi l led or 5erious Injury {KS I y Collision d Possible or Suspected Minor Injury Col I ision Property Nmage fp0a} Collision 996 •Tanner war a • F+tardlY •'. C''rrnixh Pi � • Palaneto Caxark SJmc Park TO.Z C Study Area County Line • Kecchelus Lake 906 10 U111U 4 2016 KSTI VA ■ Property Damage Only (PDO) Collisions Analysis: Key Takeaways 10 5 ■ LMMML 2018 2019 ■Suspected Minor Injury or Possible Injury Collisions 2020 2021 2022 ■ Killed or Serious Injury (KSI) Collisions All KSI (Killed or Seriously Injured) collisions in the io-year period were vehicle collisions. i 101 4 1 1 vehicle collisions pedestrian collisions bicycle collision motorcycle/scooter collision Analysis: Key Takeaways 67 of 107 collisions (63%) occurred in December, January, or February. Weekends 42 of 67 winter collisions (63%) occurred on a Friday, Saturday, or Sunday. Analysis: Key Takeaways Wintery Roads 48 of 67 winter collisions (72%) occurred on roadways covered in snow or slush. 12 of 67 winter collisions (18%) occurred on icy roadways. 40 of 67 winter collisions (60%) occur during snowy conditions. Evening 20 of 67 winter collisions (30%) occurred in the evening (5pm-3am). 67 of 107 collisions (63%) occurred in December, January, or February. Speeding Non -Intersection Going Straight 30 of 67 winter collisions (45%) were attributed to speeding. Distracted Driving 14 of 67 winter collisions (21%) were attributed to driver distraction or inattention. Analysis: Key Takeaways 42 of 67 winter collisions (63%) were non - intersection, or midblock, collisions. Intersection 21 of 67 winter collisions (31%) were intersection - related. 38 of 67 winter collisions (57%) occurred when the driver at fault was traveling straight ahead. Turning 7 of 67 winter collisions (10%) occurred when the driver at fault was turning (left or right). 20 of 107 collisions (28%) occurred in June, July, August, or September. Weekends Dry Roads Going Straight 9 of 20 summer collisions (45%) occurred on a Saturday or Sunday. Distracted Driving 4 of 20 summer collisions (20%) were attributed to driver distraction or inattention. Analysis: Key Takeaways 17 of 20 summer collisions (85%) occurred on dry roadways. Non -Intersection 16 of 20 summer collisions (80%) were non -intersection, or midblock, collisions. 14 of 20 summer collisions (70%) occurred when the driver at fault was traveling straight ahead. i. Exit 52 1-90 fB Off Ramp T. Exit 54 1-90 EB Ramp & SR 906 8. SR 906 & Hyak Driw E 2. SR 906 & Guye Peak Lane 9- Exit 54 1.90 WE Ramp & 3. SR 906 Lake Mardee Road 4. Exit 53 1-90 W$ Ramp & 10. SR 906 Yellowstone Lail Road 11. }yak Drive E 5. SR 906 12. Lake Mardee Road 6. SR 906 & Tan ner Way • Traffic data was collected in October (to capture off-peak season conditions) and over President's Day Weekend (to capture peak season conditions). • These findings enhance our understanding of traffic patterns and inform solution recommendations. TMC Tube StAyArea . = County Line Analysis: Key Takeaways 4NI Crx 71-1E]. . Study Area Location s P P1 CR mes 3Gie �yk.in n�r or Km� . Yh'a�Drk R 906 ; s e � Marti— La P a Faiwse re C­ades 3[aw PaA irk k 3 z u KellCP.Irr� 1 Ako L 1. Exit 52 1-90 ES OH Ramp & SR 906 2- SR 906 & Guye Peak Lane 3. SR 9ti6 4, Exit 53 1.90 WS Ramp & Yellowstone Trail Road 5. SR 90Ei 6. SR 906 & Ta nner Way 7. Exit 54 I-90 ER Ramp S. SR 906 & Hyak Drive E 9- Exit S41-90 WR Ramp & Lake Mardee Road 10. SR 906 11. Hyak give E 12.Lake Mardee Road lc�275 ' i 996 p-kLn 0 �133 L�G� �751 3 ❑ Study Area Lacat i on .()144 rL�li� 906 q LL 294 x��d 9 fib+ t F- 0` i 9 906 � - 476 Marger n Lakc ® Tube Count Locations 0144 © TMC Count Lo at ions i� t56 118 Trl Stafc park Trl WilyAwrageVolume v i77 t.mo � �� `294 Y 100 F a 2 'j�/�(���]�y� Peak Hour Total � -o � '�lJ� APPmach Volume � 1.W0 FS 100 KH-C"frs [] StudyArea I akc County Line M;il�rk o f a d Q Mi*f 1. Exit 52 1-90 ES OH Ramp & SR W6 2- SR 906 & Guye Peak bane 3. SR 906 4, Exit 53 1-90 W8 Ramp & Yellowstone Trail Road 5. SR 906 6- SR 906 & Tanner Way Travel Speeds r► Exceed Speed Limits Study Area County Line 7. Exit 541-90 EB Ramp 8. SR 906 & Hyak Drive E 9. Exit 54 1 -90 W5 Ramp & Lake Mardee Road 10, SR 906 11. Hyak Drive E 12. Lake Mardee Road [ v f 5tudyArea Wcativn h 18 35'•t, Mardee Lakc �. 7 vadA 5tazc Park irl 35 6 20 a c f U KeeehehPs lake Mincrt , o i a e rt Mir: tJ Fieldwork Observations & Key Takeaways .A Athol, Aerial photo of parking and W designated pedestrian crossing adjacent to The Summit. 4t - rRil ap , J t—1 Pedestrians Walking Along Roadway Unmarked Pedestrian Crossings q aria: •� �' • � , �'s � Ilia: i Truck Parking Example of driver confusion. There is a stop -controlled s r' intersection on Hyak, but 'l people generally act as if SR 906 has a stop sign. x�F,'`µ4 f��Li- ,'�• '.rl�- ���.s�'�i.i••,y�'�4 � �� ti,�--r�ti• 'l�:i! 1' ��� - � IL3T { i,�� }'�' 'r. -tires• c, J -{- sir - ►. M . 4 _M What we saw aligns with what we have heard from Stakeholders, from public outreach, and with the data. • Parking along 906 leads to pedestrians walking in the road • Truck parking along SR 906 causing sight issues and other challenges • Undesignated pedestrian crossings • Congestion during peak • Driver confusion • Insufficient parking • & more Fieldwork: Observations & Key Takeaways WhatWe 9 ve Heard So Far Key Takeaways r-------------------� Understanding that data often After working with the captures crash information too I data —both quantitative and i1 late, we develop an outreach plan qualitative —we return to the that listens to community 1 community to share what we've 1 members and learns from their learned and confirm we have j anecdotes on near -miss locations, accurately captured feedback. i perceived safety, and ideas for improvement. COMPLEX i--�--------- r Online survey and interactive webmap launched in September 2024 to collect feedback about safety and other transportation concerns. What We've Heard So Far: Key Takeaways We return to the community to share initial ideas for projects and prioritization based on the community's priorities established in the TMP and updated through a safety lens. Most Frequently Heard Concerns: Unsafe driving Behaviors . Speeding * Ignoring stop signs and traffic signals Pedestrian and Bicycle Safety . Unsafe pedestrian crossings along Sk 906 . Lack of dedicated Walking paths. forcing pedestrians onto the road . Lack of bicycle facrlrties, forcing cyclists ante the road Parking and Roadside Safety • Insufheient parking availability leading to unsafe conditions . Unsafe parking along SR 9D6 in the winter Thick parking along SR 906, reducing visiNIity and creating safety issues. Roadway and Traffic Flaw Issues . Heavy traffic during peals seasons • Narrow or inadequate roadways . High volume of freight and commercial trucks Proven Countermeasures and Preferred Solutions PT8W Safety Countermeasures SPEED MAHAOEMENT Spied Salrty �mern, ROADWAY DEF+ARt i wmer Eege unn �ieletyEtlge"' FHiERSECTFOHS �a,,aRle,.,Rn Relru.dreMrr Henfen • The Federal Highway Administration (FHWA) has a collection of 28 countermeasures VwreWe• tllimlls -mR= e;;*��rs and strategies effective in reducing roadway fatalities and serious injuries on — highways. h Connotes wAn.ntwn wrlynualnRl Rumor. '�"°d`°n�'�°'•� _ t- RoodPSC's serve as a basis for what agencies should consider and implement to improve °" '° Ipl MeeleneeRlen safety for all roadway users. Emvrr.iem«, , ° C.—O. Ac P Melnpem.nl © 7rl��f Rvduc.d lrRduR Cen11Ml lnlrnren°na � RwrWpbwn caner cony,°. ,nN.vWa Nil °edkMed LM•oM Fl41yn1 lvm Epnvs pr � Inleru[llena _ i . rc dppllc l ' of el Munlple LwrCaal •�CRumr rmwsum vt / 51epCenlrelletl Inlorvcll°na PEOEWMIAHSIRFCYCLES i.Yesstiralk VIsl , 4ecr°ng yl6r 4awa N[ycN [noel IlnfTln9 Rea[erts EMenceme nH [ARFR) ( �T leadmy Warrlrwn Mvdlvn, pod aodvstr.pn� wtleElrlpn EtyWld RMug.lfi°ntls In llrb°n gee[env Suhurbon Amof RRaa DMI [Rpppwur WWkwnyi Re[enllgulwlen) rr.G35C11" M.n°.m.nl Frlclren UghlMil ,. Lac nl Read saleh Planf Rrrnenl "j Rene Safely A�11 • These countermeasures were curated to align with the concerns and conditions at the locations shown on the maps today. • The PSCs can support agencies with implementation of the Safe System Approach, which seeks to build and reinforce multiple layers of protection to both prevent crashes from happening and minimize the harm caused to those involved when crashes do occur. • Implementation funding sources require data -driven, strategic plans to improve safety. • Today's feedback will inform the preferred solutions as part of the CSAP. Schedule and Next Steps N O N a Stakeholder Meetings Existing Conditions Analysis is Public Outreach Data Collection Identify Project NData Analysis Ln Locations N O N Public Outreach O Identify N Countermeasures Identify Action •� and Tracking '>— Metrics > V) Ln Draft Safety N Action Plan O N E E ✓Using feedback collected tonight, we will start to identify projects, engineering, and non -engineering countermeasures. ✓Draft plan development will begin in June. ✓Public Comment period for the draft plan will be in August. ✓Wrap up and plan finalization in September. y L•� Questions? f Kelee Hodges, Kittitas County FEH R PEERS Appendix D B. Informational and Activity Boards 4 3 1 The Snoqualmie Pass CSAP is based around FHWA’s Safe System Approach. Founded on the belief that death and serious injuries on streets are preventable, the Safe System Approach considers how the transportation system as a whole can be improved to avoid serious and fatal crashes. It is organized into ˛ɨƵƧƊɈƵǐȌȲǞƵȺبSafe Roads, Safe Speeds, Safe Vehicles, Safe Road Users, and Post Crash Care. County Environmental/ Transportation Planner 509-962-7523 kelee.hodges.pw@co.kittitas.wa.us CONTACT: KELEE HODGES FOR MORE INFORMATION, PLEASE SCAN THE QR CODE ABOVE OR VISIT fp.mysocialpinpoint.com/kittitas-county-snoqualmie-pass-csap Scan the QR code to share your feelings, observations, and ideas through the project website: We want to hear from you! rb.gy/adejmv ¡QUEREMOS SABER DE USTED! ¡QUEREMOS SABER DE USTED! How to Get Involved? $_;"‰bѴѴb7;mঞ=‹ķ;ˆ-Ѵ†-|;ķ-m7ruboubঞŒ;v-=;|‹blruoˆ;l;m|vomuo-7vbm"mot†-Ѵlb;-vvĺ| ‰bѴѴ-m-Ѵ‹Œ;7-|-om1u-v_;vbmˆoѴˆbm]r;orѴ;7ubˆbm]ķ‰-Ѵhbm]ķuoѴѴbm]-m70bhbm]ķ-v‰;ѴѴ-vuo-7‰-‹ 1om7bঞomv|_-|l-‹Ѵ;-7|ov;ubo†v-m7=-|-Ѵ1u-v_;vĺov|blrou|-m|Ѵ‹ķ|_;"bmˆoѴˆ;vѴbv|;mbm] |o1oll†mb|‹l;l0;uvĽ;Šr;ub;m1;v-m71om1;umv-uo†m7uo-7v-=;|‹ĺ -|--m71oll†mb|‹bmr†| ‰bѴѴbm=oul|_;u;1oll;m7;7-1ঞomv|oblruoˆ;uo-7v-=;|‹-m7†Ѵঞl-|;Ѵ‹;Ѵblbm-|;=-|-Ѵ-m7 v;ubo†vbmf†u‹1u-v_;v-m7|_;blr-1|vv†1_1u-v_;v_-ˆ;ombm7bˆb7†-Ѵvķ=-lbѴb;vķ-m7o†u1oll†mb|‹ĺ What Is the Snoqualmie Pass Comprehensive Action Plan (CSAP)? What Are the County’s Goals for This Planning Process? What is the Safe System Approach? For more information on the Safe System Approach, scan the QR code to ǶƵƊȲȁǿȌȲƵȌȲɨǞȺǞɈبhttps://www.transportation.gov/safe-system-approach bম|-vo†m|‹bv7u-[bm]-olru;_;mvbˆ;"-=;|‹1ঞomѴ-mŐ"ő=ou"mot†-Ѵlb;-vv |oblruoˆ;|u-mvrou|-ঞomv-=;|‹ĺ !;1o]mbŒbm]|_-|;ˆ;u‹Ѵovvo=Ѵb=;bv-|u-];7‹ķbম|-vo†m|‹‰-m|v|o-77u;vv |u-mvrou|-ঞomv-=;|‹-m7uo-7‰-‹1-r-1b|‹1om1;umvĺ);bmˆb|;‹o†|o];|bmˆoѴˆ;70‹ v_-ubm]‹o†uˆ-Ѵ†-0Ѵ;r;uvr;1ঞˆ;v-0o†||_;v-=;|‹o=];মm]-uo†m7"mot†-Ѵlb;-vvĺ m]-]bm]v|-h;_oѴ7;uv-m71oll†mb|‹ l;l0;uv|o†m7;uv|-m7v-=;|‹1om1;umvbm "mot†-Ѵlb;-vvĺ &m7;uv|-m7bm]m;;7v-m7=-1|ouv=ou0o|_ 1†uu;m|-m7=†|†u;uo-71om7bঞomvķ†v;u v-=;|‹ķ-m7u;1u;-ঞomĺ uboubঞŒbm]roѴb1b;v-m7ruof;1|v|o‰ouh |o‰-u7vblruoˆbm]v-=;|‹-m7l-m-]bm] |u-mvrou|-ঞom-m71-r-1b|‹ĺ rrѴ‹bm]=ou=†m7bm]-m7blrѴ;l;m| ruof;1|v-m7roѴb1b;vĺ Snoqualmie Pass Comprehensive Safety Action Plan ABOUT THIS CSAP 2&'8‰ŠWW3&'uˆ‹¥!2&‰ŠWW3&'u‹‡T9!(';@&!;!T8'638;9T9<8='@9T9$,'&<£'9T£-9;9T$316-£'&38$3££'$;'&(38;,'6<8639'3(-&'2ধ(@-2+T'=!£<!ধ2+T 386£!22-2+;,'9!(';@'2,!2$'1'2;3(63;'2ধ!£$8!9,9-;'9T,!A!8&3<983!&>!@$32&-ধ329T388!-£>!@f,-+,>!@$8399-2+9!8'23;9<#/'$;;3&-9$3='8@38!&1-ħ'& -2;3'=-&'2$'-2! '&'8!£38;!;'$3<8;683$''&-2+38$329-&'8'&(383;,'86<8639'9-2!2@!$ধ32(38&!1!+'9!8-9-2+(831!2@3$$<88'2$'!;!£3$!ধ32 1'2ধ32'&38!&&8'99'&-29<$,8'638;9T9<8='@9T9$,'&<£'9T£-9;9T38&!;!W Source: FederalHighwayAd ministratio n (h t t p s ://h i g h w a y s .d o t .g o v/s afety/zero-deaths) oll†mb|‹;m]-];l;m|bvˆb|-Ѵ|o|_;v†11;vvo=|_;"ķu;Y;1ঞm]7bˆ;uv;1oll†mb|‹ r;uvr;1ঞˆ;v-m70†bѴ7bm]|u†v||ov;uˆ;-v|_;=o†m7-ঞom=ou|_;rѴ-mĽvo†|1ol;vĺbম|-v o†m|‹bv1om7†1ঞm]|_u;;r_-v;vo=;m]-];l;m|-vr-u|o=|_;"Ĺ '36'2'&!232£-2'9<8='@!2&-2;'8!$ধ='>'#1!6 -2'6;'1#'8‰‡‰‹;3$3££'$;(''&#!$0!#3<;9!(';@ !2&3;,'8;8!29638;!ধ32$32$'829W !8ধ$-6!2;9$!2z6-2z96'$-)$£3$!ধ3293($32$'82#@ travel mode and season and added comments for 138'$32;'?;W3(!8T;,'>'#1!6,!9$3££'$;'&3='8 80 comments. Listening & Learning COMPLETE 1 2&'89;!2&-2+;,!;&!;!3đ'2$!6;<8'9$8!9, -2(381!ধ32;33£!;'T>'&'='£36!23<;8'!$,6£!2 ;,!;£-9;'29;3$311<2-;@1'1#'89!2&£'!829 (831;,'-8!2'$&3;'9322'!8f1-99£3$!ধ329T perceived safety, and ideas for improvement. Integrating Community Input 2 IN PROGRESS đ'8>380-2+>-;,;,'&!;!h#3;,7<!2ধ;!ধ=' !2&7<!£-;!ধ='h>'8';<82;3;,'$311<2-;@ ;39,!8'>,!;>'Z='£'!82'&!2&$32)81>' ,!='!$$<8!;'£@$!6;<8'&(''&#!$0W Project Prioritization 3 '8';<82;3;,'$311<2-;@;39,!8'-2-ধ!£-&'!9 (38683/'$;9!2&68-38-ধA!ধ32#!9'&32;,' $311<2-;@Z968-38-ধ'9W What Have We Heard So Far? 39; 8'7<'2;£@ '!8&32$'829V Unsafe Driving Behaviors Pedestrian and Bicycle Safety Parking and Roadside Safety 5RDGZD\DQG7UDIĆF)ORZ,VVXHV •6''&-2+ • +238-2+9;369-+29!2& ;8!ă$9-+2!£9 •29!('6'&'9;8-!2$8399-2+9 !£32+Ž‡¤ •!$03(&'&-$!;'&>!£0-2+ 6!;,9T(38$-2+6'&'9;8-!29 onto the road •!$03(#-$@$£'(!$-£-ধ'9T (38$-2+$@$£-9;932;3;,'83!& • 29<ă$-'2;6!80-2+ !=!-£!#-£-;@£'!&-2+;3<29!(' $32&-ধ329 •29!('6!80-2+!£32+Ž‡¤ -2;,'>-2;'8 •8<$06!80-2+!£32+Ž‡¤T 8'&<$-2+=-9-#-£-;@!2& $8'!ধ2+9!(';@-99<'9W • '!=@;8!ă$&<8-2+6'!09'!9329 •!883>38-2!&'7<!;'83!&>!@9 • -+,=3£<1'3((8'-+,;!2& $311'8$-!£;8<$09 Snoqualmie Pass Comprehensive Safety Action Plan OUTREACH SUMMARY 107 Total Collisions 10-Year Period $_;7-|-bm1Ѵ†7;v-ѴѴu;rou|;7 1oѴѴbvbomvbm|_;v|†7‹-u;-=uol ƑƏƐƓ|oƑƏƑƒķ;Š1Ѵ†7bm] 1oѴѴbvbomv|_-|o11†uu;7omŊƖƏĺ 4 Modes m-77bঞom|oˆ;_b1Ѵ;ŊomѴ‹ 1oѴѴbvbomvķ|_;u;‰;u;-Ѵvo1oѴѴbvbomv |_-|bmˆoѴˆ;7r;7;v|ub-mvķ0b1‹1Ѵbv|vķ -m7lo|ou1‹1Ѵbv|vĺ m;1oѴѴbvbom‰-v=-|-Ѵ $‰o collisions resulted in v;ubo†vbmf†u‹ 67%3($3££-9-3293$$<88'&&<8-2+;,'>-2;'8132;,93( '$'1#'8;,83<+, '#8<!8@T>-;,63% of those collisions ,!66'2-2+#';>''2 8-&!@!2&<2&!@W 81 of 107 collisions (76%) occurred on SR-906 or I-90 ramps. Ž‡¤Ž‡ All 3 KSI (Killed or Serious Injury) collisions occurred on state routes. )bm|;u 67 of 107 collisions (63%) occurred between December and February Seasonal Trends "†ll;u 20 of 107 collisions (28%) occurred between June and September Going Straight 14 of 20 collisions (70%) occured when the driver at fault was traveling straight ahead Weekends 9 of 20 collisions (45%) occurred on between Saturday and Sunday Dry Roads 17 of 20 collisions (85%) occurred on dry roadways Distracted Driving 4 of 20 collisions (20%) were attributed to driver distraction or inattention Non-Intersection 16 of 20 collisions (80%) were were non-intersection, or midblock, collisions Weekends Speeding Evening 20 of 67 collisions (30%) occurred from 5pm-3am Going Straight 38 of 67 collisions (57%) occured when the driver at fault was traveling straight ahead Turning 7 of 67 collisions (10%) ocurred when the driver at fault was turning left or right Wintery Roads 48 of 67 collisions (72%) occurred on roadways covered in snow or slush 40 of 67 collisions (60%) occurred during snowy conditions 12 of 67 collisions (18%) occurred on icy roadways 42 of 67 collisions (63%) occurred on between )ULGD\DQG6XQGD\ Distracted Driving Non-Intersection 42 of 67 collisions (63%) were were non-intersection, or midblock, collisions Intersection 21 of 67 collisions (31%) were were intersection related 14 of 67 collisions (21%) were attributed to driver distraction or inattention 30 of 67 collisions (45%) were attributed to speeding 2014 2015 2016 2017 2018 201Ɩ 2020 2021 2022 2023 Propert‹ -l-ge Onl‹ Suspected/Possible inor njur‹ illed/Serious njur‹ Collisions by Type and Year Where Do These Collisions Occur? Snoqualmie Pass Comprehensive Safety Action Plan ANALYZING COLLISION DATA Snoqualmie Pass Comprehensive Safety Action Plan VOTING ACTIVITY FOR ACTION PLAN & IMPLEMENTATION STRATEGIES You have 5 sticky dots, please vote on the measures that you would like to see the most. How to Vote $ধ329!8'68-38-ধ'9 >-;,-2;,'(3££3>-2+ ‹f@'!89!99;!ø 8'93<8$'9!££3> $ধ329!8'68-38-ধ'9 #'@32&@'!89!99;!ø 8'93<8$'9!££3> 3>f$39;!2&£3>9;!ø resources '&-<1f$39;!; 1'&-<1£'='£3(9;!ø resources ,',-+,'9;$39;;3 implement and the ,-+,'9;£'='£3(9;!ø resources $$$Long-TermMid-TermNear-Term $$$ $ধ329!8'68-38-ধ'9 >-;,-2ˆfŠ@'!89!9 9;!ø8'93<8$'9!££3> "mot†-Ѵlb;-vv_-vb7;mঞC;7v;ˆ;u-Ѵv|u-|;]b;v|o-7ˆ-m1;b|vv-=;|‹]o-Ѵvbm|oroѴb1b;vķruo]u-lvķ-m7 or;u-ঞomvĺ$_;v;-u;-1oѴѴ;1ঞomo=v|u-|;]b;v-m7-1ঞomv|_-|1olrbѴ;0;v|ru-1ঞ1;v=uol1oll†mbঞ;v -1uovvou|_l;ub1--m70;‹om7ĺ Overview What is the Future Action Item? Cost Timeline Vote for Your Favorite! Ongoing public private partnership for future parking garage development.$$$Long-Term Ongoing public private partnership for frontage road development for multimodal access. $$$Long-Term Carpool incentives during winter travel to the ski resort. $$$Near-Term Develop enhanced shuttle service to serve Snoqualmie Pass during high demand tourist seasons. $$$Mid-Term Develop motorist, motorcyclist, and active transportation safety training and/or awareness FDPSDLJQVIRUOLPLWHGHQJOLVKSURĆFLHQF\ populations, children, older adults, and people with disabilities. $$$Mid-Term Develop targeted engagement for middle and high VFKRROVWXGHQWVDQGIDPLOLHVLQWUDIĆFVDIHW\ZLWKD focus on empowering youth leadership to promote safe transportation in their school communities. $$$Mid-Term Reference NACTO City Limits and 2023 updated MUTCD guidance for setting appropriate speed limits depending on the context. $$$Long-Term Snoqualmie Pass Comprehensive Safety Action Plan VOTING ACTIVITY FOR ACTION PLAN & IMPLEMENTATION STRATEGIES What is the Future Action Item? Cost Timeline Vote for Your Favorite! Expand photo enforcement into non-school zones as allowed by state law and authorized by code.$$$Mid-Term Incorporate quick-build strategies and demonstration projects for rapid roll-out of safety improvements for pedestrians and bicyclists. As funding becomes available, convert temporary improvements to higher quality, more durable permanent improvements. $$$Near-Term Reduce pedestrian crossing distances by LPSOHPHQWLQJURDGZD\UHFRQĆJXUDWLRQVUHGXFLQJ lane widths, and providing refuge islands on wider roads based on context. Implement appropriate countermeasures to improve pedestrian crossings on multilane roads with higher speeds. $$$Mid-Term Increase road users’ visibility to through roadway designs that routinely include lighting, raised intersections, and daylighting corners that enhance yielding compliance. $$$Long-Term Other? OVERVIEW MAP A B C D E F G H Tanner Way Yellowstone Rd Hyak Dr E NE Snoqualmie Pkwy Alpental Rd SE KI T T I T A S C O KIT T I T A S C O KING CO K I N G C O !$-) $   8 ' 9 ;   8 ! - £ ! $ - ) $   8 ' 9 ;   8 ! - £ ! £ 3 < 9 '  ; 3   ! 9 $ ! & ' 9  8 ! - £ 3&+'!0' 906 906 906 Hyak Legend EXIT 52 Snoqualmie Pass Exit 54 East EXIT 53 EXIT 54 Exit 54 West SR906 / Tanner Way Summit Central SR906 / Kearny Drive Exit 53 Ž‡¤c237<!£1-''$8'!ধ328'!'2;8!£ Ž‡¤c237<!£1-''$8'!ধ328'!'9; Hyak Snow Park Kendall Peak Lakes Trailhead East Base 8'! Central Base 8'! West Base 8'! Kendall Katwalk Trailhead Lodge Lakes Trailhead Parking Trailhead Lodging Bicycling Downhill Skiing Sledding N - Exit 54 East Key Map AA 906 A 906 Exit 54E Onramp Š b |  Ɣ Ɠ   @ u - l r H y a k D r i v e E Exi t 5 4 U n d e r p a s s S n o q u a l m i e P a r k w a y S E To La k e K e e c h e l u s To Trail h e a d s To Summit East/ Nordic Center What we've heard from you: f32+'9ধ32 - Confusion with stop signs! Enhanced Signing or Pavement Markings Roundabout Dedicated Turning Lanes What we've heard from you: - Dangerous school bus stop - Stop signs not being followed f!80-2+3='8*3>! Enhanced Signing or Pavement Markings Formalized Entrance/ Exit for Parking Lot Other What we've heard from you: f!$03(6'&'9;8-!2(!$-£-ধ'9! Sidewalk Bike Lane What we've heard from you: f',-$£'c6'&'9;8-!2$32*-$;9 - High speeds! Crosswalk Rectangular Rapid Flashing Beacon Other Other Possible countermeasures: Vote for your favorites! Possible countermeasures: Vote for your favorites! Possible countermeasures: Vote for your favorites! Possible countermeasures: Vote for your favorites! Mini-Roundabout Pedestrian Route ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback Reported Collision (2014-2023) / ! ! ! ! Hyak Snoqualmie Pass !o-7‰-‹b]_ঞm] SR 9 0 6 / H y a k D r E I n t e r s e c t i o n Hy a k D r E / N E S n o P k w y I n t e r s e c t i o n al o n g S R 9 0 6 Hy a k D r E 4 Collisions Reported 1 Collision Reported 2 Collisions Reported 1 Collision Reported Other - Exit 54 West ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback B Reported Collision (2014-2023) Key Map B 906Exit 5 4 W O n r a m p Exit 5 4 U n d e r p a s s T o G o l d C r e e k P o n d Šb|ƔƓ)@u-lr Kendall Peak Lakes Trailhead What we've heard from you: - Lack of parking - Illegal parking! ˆ;uYo‰ Parking Lot Parking Lane Other Lake Mardee Road Possible countermeasures: Vote for your favorites! ! Hyak Snoqualmie Pass La k e M a r d e e R d 1 Collision Reported - SR906 / Tanner Way ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback C Reported Collision (2014-2023) Key Map C 906 906 Tanner W a y $o77bঞom-Ѵ-uhbm]ņ Sled Hill "bѴˆ;u buo7]; What we've heard from you: - Unsafe pedestrian crossing! Other Crosswalk Crosswalk Visibility Enhancements Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon What we've heard from you: f!$03(6'&'9;8-!2(!$-£-ধ'9! Sidewalk Bike Lane Other Possible countermeasures: Vote for your favorites! Possible countermeasures: Vote for your favorites! ! Hyak Snoqualmie Pass SR 9 0 6 / T a n n e r W a y I n t e r s e c t i o n al o n g S R 9 0 6 Speed Limit !;7†1ঞom Variable Speed Limit y !2 Collisions Reported 1 Collision Reported Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon Pedestrian Route - Summit Central ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback D Reported Collision (2014-2023) Key Map D906 906 Summit Central What we've heard from you: - Unsafe pedestrian crossing! Other Crosswalk Visibility Enhancements Advance Warning Signs Roundabout What we've heard from you: f32+'9ধ32 - Pedestrians in roadway - Parking in roadway ! Separated Parking Lane Bike Lane Sidewalk !o-7‰-‹b]_ঞm] Possible countermeasures: Vote for your favorites!Possible countermeasures: Vote for your favorites! Pedestrian Refuge Island Pedestrian Route Hyak Snoqualmie Pass Ex i s t i n g S R 2 0 C r o s s i n g at S u m m i t C e n t r a l SR 9 0 6 C r o s s i n g Speed Limit !;7†1ঞom Variable Speed Limit Other ! 1 Collision Reported al o n g S R 9 0 6 - SR906 / Kearny Drive Speed Limit !;7†1ঞom Other!o-7‰-‹b]_ঞm] E Reported Collision (2014-2023) Key Map E906 906 Kearny Drive om|ub0†ঞm]=-1|ouv|o1u-v_;vĹ -Distracted driving -Speeding f 16836'8;<8238<f;<82f8-=-2+<2&'8;,'-2*<'2$' -Illegal parking Possible Countermeasures: Vote for your favorites! Hyak Snoqualmie Pass SR 9 0 6 n e a r K e a r n y D r i v e Median Mini-Roundabout Variable Speed Limit 1 Collision Reported 2 Collisions Reported 1 Collision Reported 1 Collision Reported To Summit Central - Exit 53 ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback F Reported Collision (2014-2023) Key Map F906Exit 54W O n r a m p Šb|Ɣ Ɠ )   @ u - l r 906 Šb|ƔƓ   @ u - l r Exit 54E On r a m p Ye l l o w s t o n e R o a d What we've heard from you: - Sight distance issues - Stop signs not being followed f32+'9ধ32! Other Enhanced Signing or Pavement Markings Roundabout !o-7‰-‹b]_ঞm] Dedicated Turning Lanes What we've heard from you: f!$03(6'&'9;8-!2(!$-£-ধ'9 - Speeding! Other Speed Limit !;7†1ঞom Sidewalk Variable Speed Limit Bike Lane Possible countermeasures: Vote for your favorites!Possible countermeasures: Vote for your favorites! Hyak Snoqualmie Pass SR 9 0 6 / Y e l l o w s t o n e R d I n t e r s e c t i o n al o n g S R 9 0 6 ! 5 Collisions Reported 8 Collisions Reported 6 Collisions Reported To Summit Central To Summit West ! - SR906 / Snoqualmie Recreation Area Central ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback G Reported Collision (2014-2023) om†vt†;vঞomĹ)_;u;v_o†Ѵ7- crosswalk go in this area? Key Map G906 Kendall Peak W a y 906 KITTITA S C O KING C O Gu y e P e a k L a n e Sn o q u a l m i e P a s s S k i A r e a R o a d Summit Inn ! Hyak Snoqualmie Pass 1 Collision Reported 2 Collisions Reported 1 Collision Reported 1 Collision Reported What we've heard from you: - Trucks parked in roadway f 2'ă$-'2;6!80-2+ - Speeding! Formalized Entrance/ Exit for Parking Lot Dedicated Turning Lanes Separated Parking Lane Speed Limit !;7†1ঞom Variable Speed Limit @Ŋ"|u;;| Truck Parking Possible countermeasures: Vote for your favorites! /////// al o n g S R 9 0 6 Other Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon What we've heard from you: f!$03(6'&'9;8-!2(!$-£-ধ'9 - Unsafe roadway crossings! Crosswalk/Pedestrian Refuge Island Crosswalk Visibility Enhancements Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon Sidewalk Bike Lane Possible countermeasures: Vote for your favorites! Pe d e s t r i a n F a c i l i t i e s a l o n g S R 9 0 6 Other!o-7‰-‹b]_ঞm] 9''#32<97<'9ধ32#'£3>R - SR906 / Snoqualmie Recreation Area Central ! vv†;b7;mঞC;70‹ public comment or stakeholder feedback H Reported Collision (2014-2023) Key Map H 906 906 Š b |  Ɣ Ƒ   @ u - l r Al p e n t a l R o a d S E Exit 5 2 W O n r a m p To K e n d a l l K a t w a l k Trail h e a d $ o   o 7 ] ;   - h ;  $ u - b Ѵ _ ; - 7 What we've heard from you: f!$03(6'&'9;8-!2(!$-£-ধ'9 - Unsafe roadway crossings! Other Crosswalk Crosswalk Visibility Enhancements Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon Sidewalk Bike Lane What we've heard from you: - Speeding - Illegal parking! Other Formalized Entrance/ Exit for Parking Lot Enhanced Signing or Pavement Markings Median Roundabout Possible countermeasures: Vote for your favorites!Possible countermeasures: Vote for your favorites! Hyak Snoqualmie Pass SR 9 0 6 / E x i t 5 2 E SR 9 0 6 ! ! 1 Collision Reported 1 Collision Reported 1 Collision Reported Rectangular Rapid Flashing Beacon Pedestrian Hybrid Beacon Appendix D C. Future Action Items Activity Responses Snoqualmie Pass has identified several strategies to advance its safety goals into policies, programs, and operations. These are a collection of strategies and actions that compile best practices from communities across North America and beyond. Near -Term Actions are priorities within 1-3 years as staff resources allow How to Vote You have 5 sticky dots, please vote on the measures that you would like to see the most. Mid -Term Actions are priorities within the following 4-7 years as staff resources allow Long -Term Actions are priorities beyond 7 years as staff resources allow Medium -cost at medium level of staff resources Ongoing public private partnership for future 0000 - parking garage development. $$$ Long Term 00010 e"Ongoing public private partnership for frontage n road development for multimodal access. CARPOOL PARKING ONLY Carpool incentives during winter travel to the ski resort. $$$ Long -Term • 0000 $$$ Near -Term 00lee The highest cost to implement and the highest level of staff resources *00000 $$$ Mid -Term • • a seasons. • • An Develop motorist, motorcyc is , an a transportation safety training and/or awareness campaigns for limited english proficiency $ Mid -Term populations, children, older adults, and people with disabilities. Develop enhanced shuttle se Snoqualmie Pass during high Develop targeted engagement for middle and high SafeRoutes school students and families in traffic safety, with a U"U-1.bS�_W.1.S $ Mid -Term ®®a focus on empowering youth leadership to promote safe transportation in their school communities. ................................................................................................................................................................................................................ ?/ Reference NACTO City Limits and 2023 updated MUTCD guidance for setting appropriate speed $$ Long -Term 35 ,k limits depending on the context. �� Expand photo enforcement into non -school zones as allowed by state law and authorized by code. $$ Mid -Term Incorporate quick -build strategies and demonstration projects for rapid roll -out of safety 0010 improvements for pedestrians and bicyclists. As Near -Term funding becomes available, convert temporary $$ improvements to higher quality, more durable permanent improvements. Reduce pedestrian crossing distances by *eole implementing roadway reconfigurations, reducing lane widths, and providing refuge islands on wider t� Mid -Term roads based on context. Implement appropriate $$`' 4400 countermeasures to improve pedestrian crossings • on multilane roads with higher speeds. Increase road users' visibi I ity to through roadway • designs that routinely include lighting, raised • intersections, and daylighting corners that enhance $$'v Long -Term yielding compliance. Other? AGE u� • G °\ g^Ivt 5� cue 09 C)0� • 90� 0000 • 00 e�A Appendix D D. Meeting Summary from SCJ 25 N Wenatchee Ave, Suite 238  Wenatchee, WA 98801  Office 509.886.3265  Fax 360.352.1509  scjalliance.com Public Engagement Memo To Fehr & Peers From: Caitlin Mehall, SCJ Alliance Date: May 14. 2025 Project: Kittitas County Snoqualmie Pass CSAP Subject Public Engagement Summary Introduction: This Memo is to document feedback received during the public engagement event on May 1, 2025. Caitlin Mehall and Dan Ireland attended from SCJ Alliance, and the following information summarizes the feedback that they received during the event. Board Summary Prior to the event, SCJ Alliance took feedback from previous presentations, stakeholder feedback, traffic data, and the online Snoqualmie Pass Comprehensive Safety Action Plan. They used this data to compile potential countermeasures to address the established concerns. During the engagement event, the goal was to acquire feedback from the public on what their preferred countermeasures were and ascertain if they had other ideas to contribute. Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 2 of 20 The above Overview Map was displayed to communicate the study area for this project and direct attendees to the lettered boards for each specific area. Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 3 of 20 The Proven Safety Countermeasures was provided as a flyer for attendees who were curious about the countermeasures provided on boards A-G. The goal of using the FHWA Proven Safety Countermeasures was to align proposed improvements with data driven strategies that would impact the safety of the roadways. Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 4 of 20 Board A represented concerns in the area of Exit 54 East, also referred to as Summit West, and potential countermeasures that could address these issues. The results are summarized below: Intersection of SR906 & Hyak Drive E 0 0.5 1 1.5 2 2.5 3 3.5 Enhanced Signing or Pavement Markings Roadway Lighting Roundabout Dedicated Turning Lanes Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 5 of 20 Intersection of Hyak Drive E & NE Snoqualmie Parkway SE Along SR906 0 0.5 1 1.5 2 2.5 Enhanced Signing or Pavement Markings Formalized Entrance/Exit for Parking Lot Mini-roundabout Other Nu m b e r o f v o t e s Countermeasures 0 0.5 1 1.5 2 2.5 Sidewalk Bike Lane Other Nu m b e r o f v o t e s Countermeasure Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 6 of 20 Hyak Drive NE Some additional comments referenced other areas, and those were moved to the appropriate section of this Memo. 0 1 2 3 4 5 6 Crosswalk RRFB Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 7 of 20 Board B represented concerns in the area of Exit 54 West, and potential countermeasures that could address these issues. The results are summarized below: Lake Mardee Road 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 Overflow Parking Lot Parking Lane Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 8 of 20 Additional comments heard by attendees were:  Concerns with parking down Lake Mardee Road, especially when the parking lot at Gold Creek Pond is closed by the Forest Service next year  Kendall Peak Lakes Trailhead is not plowed in the winter, which forces people to park on the road  Create a paved pathway from Gold Creek Pond to Alpental  Purchase of property for public use (particularly in the winter)  Traffic signal at the end of the Exit 54W off-ramp to control traffic flow Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 9 of 20 Board C represented concerns in the area of SR906 & Tanner Way (also referred to as Silver Fir) and potential countermeasures that could address these issues. The results are summarized below: Intersection of SR906 & Tanner Way 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 Crosswalk RRFB Crosswalk Visibility Enhancements PHB Speed Limit Reduction Variable Speed Limit Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 10 of 20 Along SR906 Additional comments heard by attendees were:  There is a crosswalk at Tanner Way, but the paint doesn’t stay  A desire for a crosswalk attendant when the Summit is operating (winter)  Lighted crosswalk signs, with possible flagger and traffic control at intersection  Add parking garages at Exit 52  Close SR906 during peak periods (winter weekends/events)  Increase shuttle access from garages to destinations  Allow for open walking access  Utilize I-90 to move between ski areas 0 0.5 1 1.5 2 2.5 3 3.5 Sidewalk Bike Lane Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 11 of 20 Board D represented concerns in the area of Summit Central and potential countermeasures that could address these issues. The results are summarized below: SR906 Crossing 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 Pedestrian Refuge Island Advance Warning Signs Crosswalk Visibility Enhancements Roundabout Speed Limit Reduction Variable Speed Limit Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 12 of 20 Along SR 906 Additional comments heard by attendees were:  There is already one light at crosswalk, need 3+  Reduce speed on SR906 to 20 mph  No variable speed limit – mountain bikers are on the road in the summer  2 votes for a pedestrian bridge from the parking lot to the ski area  Restrict parking on SR906  Build a tunnel for cars to drive through and allow pedestrians to use the existing road surface.  Build a multi-use garage 0 0.5 1 1.5 2 2.5 Separated Parking Lane Sidewalk Bike Lane Roadway Lighting Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 13 of 20 Board E represented the area of Kearny Drive, which closely relates to Board D for Summit Central. This area was identified due to crash data and not necessarily public concerns. Potential countermeasures were presented that could address safety issues. The results are summarized below: SR906 Near Kearny Drive 0 0.5 1 1.5 2 2.5 Mini-roundabout Variable Speed Limit Median Speed Limit Reduction Roadway Lighting Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 14 of 20 Additional comments heard by attendees were:  Reduce speed on SR906 to 20 mph  Separate cars and people  In winter, road is crowded with parked cars and cars travel slower  In summer, road is clear and cars drive faster Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 15 of 20 Board F represented concerns in the area of Exit 53 and potential countermeasures that could address these issues. The results are summarized below: Intersection of SR906 & Yellowstone Road 0 1 2 3 4 5 6 7 Enhanced Signing or Pavement Markings Roadway Lighting Roundabout Dedicated Turning Lanes Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 16 of 20 Along SR906 Additional comments heard by attendees were:  Confusion area at SR906 & Yellowstone Road intersection  Main issue is in the morning with drivers coming off of I-90 Exit 53 off-ramp, and heading south on SR906  PM traffic comes from Summit Central to I-90 East bound  Roundabout at Exit 53E off and on ramps  Enhanced signing and pavement markings are not effective  Roundabout is hard because of snow removal/visibility  Intersection flashing beacon 0 0.2 0.4 0.6 0.8 1 1.2 Speed Limit Reduction Variable Speed Limit Sidewalk Bike Lane Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 17 of 20 Board G represented concerns in the area of SR906, also referred to as Summit East, and potential countermeasures that could address these issues. The results are summarized below: Pedestrian Crossings 0 1 2 3 4 5 6 Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 18 of 20 Along SR906 Additional comments heard by attendees were:  Potential for a groomed trail/pedestrian path  No barriers on sidewalk  No roadway lighting  Separated bike & pedestrian path through the area (separated vertically or physically)  Continue PTC Trail through here  No off-street truck parking  Off-street truck parking would solve so many problems  Car parking on both sides of the street  No truck parking for safety on road  EB I-90 signage to direct drivers  Truck parking along I-90 Potential crosswalk locations were identified on the board. 0 0.5 1 1.5 2 2.5 3 3.5 Formalized Entrance/Exit for Parking Lot Separated Parking Lane Dedicated Turning Lanes Speed Limit Reduction Variable Speed Limit Off-Street Truck Parking Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 19 of 20 Board H represented concerns in the area of Exit 52 and potential countermeasures that could address these issues. The results are summarized below: Along SR906 0 1 2 3 4 5 6 Crosswalk RRFB Crosswalk Visibility Enhancements PHB Sidewalk Bike Lane Other Nu m b e r o f v o t e s Countermeasures Kittitas County Snoqualmie Pass CSAP | Public Engagement Summary 2025-0514 | 20 of 20 Exit 52E Additional comments heard by attendees were:  Attendant for crosswalk when Summit is operating (winter)  West-bound ramp meter  No crosswalk here (locate a crosswalk across from security building)  Build parking garages  5 locations  Multi-phase including public and private funding  Include commercial or residential space  Emphasis on illegal parking  Enforcement of “no parking”  Tax increment funding for parking garages  Alpental Road  Parking and road connection  Parking enforcement  Shared with National Forest users and ski area  People park and walk with skis 0 0.5 1 1.5 2 2.5 3 3.5 Formalized Entrance/Exit for Parking Lot Median Enhanced Signing or Pavement Markings Roundabout Other Nu m b e r o f v o t e s Countermeasures Appendix E | 1 Appendix E . Existing Conditions Analysis Safety Analysis Reviewing Collision Data to Understand Existing Conditions Overview of Collision Data Safety Analysis: Summary of Collision Data (2014 – 2023) 1 collision was fatal and 2 resulted in serious injuries. 107 total collisions The data includes all reported collisions in the study area from 2014 to 2023, excluding collisions that occurred on I-90. 10-year period In addition to vehicle-only collisions, there were also collisions that involved pedestrians, bicyclists, and motorcyclists. 4 modes Where did collisions occur? Safety Analysis: Summary of Collision Data (2014 – 2023) 81 of 107 collisions (76%) occurred on SR-906 or I-90 ramps. All 3 KSI (Killed or Serious Injury) collisions occurred on state routes. Collisions by Year & Injury Type Safety Analysis: Summary of Collision Data (2014 – 2023) 10 8 4 9 10 5 11 8 4 8 3 1 3 2 4 3 1 3 3 41 1 1 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 Property Damage Only (PDO) Collisions Suspected Minor Injury or Possible Injury Collisions Killed or Serious Injury (KSI) Collisions Collisions by Mode All 3 KSI (Killed or Seriously Injured) collisions in the 10-year period were vehicle collisions. 101 vehicle collisions 4 pedestrian collisions 1 bicycle collision 1 motorcycle/scooter collision Safety Analysis: Summary of Collision Data (2014 – 2023) Crash Type Safety Analysis: Summary of Collision Data (2014 – 2023) 1 or 1% 2 or 2% 3 or 3% 3 or 3% 4 or 4% 7 or 7% 9 or 8% 11 or 10% 16 or 15% 19 or 18% 31 or 29% Right Turn Vehicle Overturned Left Turn Pedestrian Sideswipe Roadway Departure Rear End Entering at Angle All Other Parking Related Fixed Object Contributing Circumstance 1 or 1% 1 or 1% 2 or 2% 3 or 3% 3 or 3% 4 or 4% 4 or 4% 5 or 5% 7 or 7% 10 or 9% 12 or 11% 20 or 19% 35 or 33% Defective Equipment Fail to Yield/Did not Grant RW Unknown Asleep or Ill Disregard Sign or Signal Following Too Closely Improper Turn Unsafe Starting, Backing, Passing, Parking Under the Influence None Other Driver Distraction/Inattention Speeding Safety Analysis: Summary of Collision Data (2014 – 2023) 26 21 7 1 2 6 7 2 5 5 5 20 January February March April May June July August September October November December Total Collisions Collisions by Month Safety Analysis: Summary of Collision Data (2014 – 2023) Winter Trends 67 of 107 collisions (63%) occurred in December, January, or February. 42 of 67 winter collisions (63%) occurred on a Friday, Saturday, or Sunday. Weekends 48 of 67 winter collisions (72%) occurred on roadways covered in snow or slush. 12 of 67 winter collisions (18%) occurred on icy roadways. 40 of 67 winter collisions (60%) occur during snowy conditions. Wintery Roads 20 of 67 winter collisions (30%) occurred in the evening (5pm-3am). Evening Safety Analysis: Summary of Collision Data (2014 – 2023) Winter Trends 67 of 107 collisions (63%) occurred in December, January, or February. 30 of 67 winter collisions (45%) were attributed to speeding. Speeding 42 of 67 winter collisions (63%) were non-intersection, or midblock, collisions. Non-Intersection 38 of 67 winter collisions (57%) occurred when the driver at fault was traveling straight ahead. Going Straight Distracted Driving Intersection Turning 14 of 67 winter collisions (21%) were attributed to driver distraction or inattention. 21 of 67 winter collisions (31%) were intersection-related. 7 of 67 winter collisions (10%) occurred when the driver at fault was turning (left or right). Safety Analysis: Summary of Collision Data (2014 – 2023) Summer Trends 20 of 107 collisions (28%) occurred in June, July, August, or September. 9 of 20 summer collisions (45%) occurred on a Saturday or Sunday. Weekends 17 of 20 summer collisions (85%) occurred on dry roadways. Dry Roads 4 of 20 summer collisions (20%) were attributed to driver distraction or inattention. Distracted Driving 16 of 20 summer collisions (80%) were non-intersection, or midblock, collisions. Non-Intersection 14 of 20 summer collisions (70%) occurred when the driver at fault was traveling straight ahead. Going Straight Safety Analysis: Summary of Collision Data (2014 – 2023) Key Trends All Seasons Collision Summary: Location Safety Analysis: Key Trends 11 or 10% 15 or 14% 81 or 76% Miscellaneous Trafficway County Road State Route Collision Summary: Junction Safety Analysis: Key Trends 1 or 1% 1 or 1% 4 or 4% 5 or 5% 24 or 22% 72 or 67% Driveway Related but Not at Driveway Intersection Related but Not at Intersection At Driveway At Intersection and Not Related At Intersection and Related Not at Intersection and Not Related Collision Summary: Time of Day 1 1 1 1 0 1 2 2 1 4 9 7 8 11 9 11 6 4 5 3 6 3 10 1 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Total Collisions Safety Analysis: Key Trends Collision Summary: Crash Type 0% 0% 0% 0% 0% 0% 1 or 1% 2 or 2% 3 or 3% 3 or 3% 4 or 4% 7 or 7% 9 or 8% 11 or 10% 16 or 15% 19 or 18% 31 or 29% Head On Turning Bicyclist Railroad Related Not Stated Blank Right Turn Vehicle Overturned Left Turn Pedestrian Sideswipe Roadway Departure Rear End Entering at Angle All Other Parking Related Fixed Object Safety Analysis: Key Trends Collision Summary: Vehicle Action 1 or 1% 1 or 1% 1 or 1% 3 or 3% 3 or 3% 4 or 4% 5 or 5% 7 or 7% 7 or 7% 11 or 10% 64 or 60% Unknown Changing Lanes Passing Stopped Negotiating Curve Other Backing Slowing/Starting Parking Related Turning Going Straight Ahead Safety Analysis: Key Trends Collision Summary: Day of Week 6 14 11 9 18 29 20 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Total Collisions Safety Analysis: Key Trends Collision Summary: Weather Conditions 1% 3 or 3% 4 or 4% 6 or 6% 8 or 7% 40 or 37% 45 or 42% Other Sleet or Hail or Freezing Rain Unknown Raining Overcast Clear or Partly Cloudy Snowing Safety Analysis: Key Trends Collision Summary: Road Conditions 1 or 1% 3 or 3% 6 or 6% 13 or 12% 30 or 28% 54 or 50% Sand/Mud/Dirt Unknown Wet Ice Dry Snow/Slush Safety Analysis: Key Trends Winter Trends Collision Summary: Day of Week (Winter) 5 9 9 2 11 19 12 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Winter Collisions Safety Analysis: Winter Trends Collision Summary: Road Conditions (Winter) 1 or 1% 3 or 4% 3 or 4% 12 or 18% 48 or 72% Unknown Dry Wet Ice Snow/Slush Safety Analysis: Winter Trends Collision Summary: Time of Day (Winter) 1 1 1 4 8 4 6 6 6 7 4 4 3 2 1 3 5 1 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Winter Collisions Safety Analysis: Winter Trends Collision Summary: Contributing Circumstance (Winter) 0 or 0% 1 or 1% 1 or 1% 1 or 1% 1 or 1% 1 or 1% 1 or 1% 2 or 3% 4 or 6% 5 or 7% 6 or 9% 14 or 21% 30 or 45% Asleep or ill Disregard Sign or Signal Failed to Yield/Did not Grant RW Following Too Closely Improper Turn Defective Equipment Blank Under the Influence Unsafe Starting, Backing, Passing, Parking None Other Driver Distraction/Inattention Speeding Safety Analysis: Winter Trends Collision Summary: Junction (Winter) Safety Analysis: Key Trends 1 or 1% 2 or 3% 2 or 3% 20 or 30% 42 or 63% Intersection Related but Not at Intersection At Driveway At Intersection and Not Related At Intersection and Related Not at Intersection and Not Related Collision Summary: Vehicle Action (Winter) 0 or 0% 0 or 0% 0 or 0% 1 or 1% 1 or 1% 1 or 1% 1 or 1% 2 or 3% 2 or 3% 2 or 3% 3 or 4% 4 or 6% 5 or 7% 7 or 10% 38 or 57% Overtaking and Passing Stopped for Traffic Unknown Changing Lanes Legally Parked, Unoccupied Making U-Turn Other* Negotiating a Curve Starting From Parked Position Stopped at Signal or Stop Sign Illegally Parked, Unoccupied Backing Slowing Turning Movement (Left or Right) Going Straight Ahead Safety Analysis: Winter Trends Summer Trends Collision Summary: Day of Week (Summer) 0 4 2 4 1 5 4 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Summer Collisions Safety Analysis: Summer Trends Collision Summary: Road Conditions (Summer) 1 or 5% 2 or 10% 17 or 85% Sand/Mud/Dirt Wet Dry Safety Analysis: Summer Trends Collision Summary: Time of Day (Summer) 1 1 1 1 3 2 3 2 1 3 2 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Summer Collisions Safety Analysis: Summer Trends Collision Summary: Contributing Circumstance (Summer) 0 or 0% 0 or 0% 0 or 0% 1 or 5% 1 or 5% 1 or 5% 1 or 5% 1 or 5% 2 or 10% 2 or 10% 3 or 15% 4 or 20% 4 or 20% Failed to Yield/Did not Grant RW Improper Turn Defective Equipment Speeding Disregard Sign or Signal Unsafe Starting, Backing, Passing, Parking Following Too Closely Blank Asleep or ill Under the Influence Other None Driver Distraction/Inattention Safety Analysis: Summer Trends Collision Summary: Junction (Summer) 1 or 5% 1 or 5% 2 or 10% 16 or 80% At Intersection and Not Related Driveway Related but Not at Driveway At Intersection and Related Not at Intersection and Not Related Safety Analysis: Summer Trends Collision Summary: Vehicle Action (Summer) 0 or 0% 0 or 0% 0 or 0% 0 or 0% 0 or 0% 0 or 0% 0 or 0% 0 or 0% 0 or 0% 1 or 5% 1 or 5% 1 or 5% 1 or 5% 2 or 10% 14 or 70% Turning Movement (Left or Right) Changing Lanes Illegally Parked, Unoccupied Legally Parked, Unoccupied Making U-Turn Negotiating a Curve Slowing Stopped at Signal or Stop Sign Stopped for Traffic Backing Overtaking and Passing Starting From Parked Position Unknown Other* Going Straight Ahead Safety Analysis: Summer Trends Appendix F | 1 Appendix F. Traffic Volume Maps Appendix F | 2 Figure 1: October 2024 Weekday Volumes Fehr & Peers, 2025. Appendix F | 3 Figure 2: October 2024 Weekend Volumes Fehr & Peers, 2025. Appendix F | 4 Figure 3: February 2025 Weekday Volumes Fehr & Peers, 2025. Appendix F | 5 Figure 4: February 2025 Weekend Volumes Fehr & Peers, 2025. Appendix G | 1 Appendix G. Level of Service Analysis Methodology & Results Appendix G | 2 Overview Level of Service (LOS) at intersections is a standardized measure used to evaluate how efficiently an intersection handles traffic. The LOS grading system ranges from A to F, with each grade representing a different level of congestion. An intersection operating at LOS A signifies a smooth flow of traffic with minimal or no delays. On the other hand, an intersection operating at LOS F indicates severe congestion, causing significant delays for vehicles and exceeding the roadway's capacity. Table 1 presents the definitions of each LOS grade for unsignalized intersections 1 as established in the Highway Capacity Manual (HCM) Sixth Edition and published by the Transportation Research Board in 2016. The HCM serves as a standardized approach for evaluating the operational performance of roadway segments. Table 1: Level of Service Definitions Level of Service Description Control Delay (seconds/vehicle) For unsignalized intersections A Free-flowing conditions ≤ 10 B Stable operating conditions 10-15 C Stable operating conditions, but individual motorists are affected by the interaction with other motorists 15-25 D High density of motorists, but stable flow 25-35 E Near-capacity 35-50 F Over capacity, with delays ≥ 50 Source: Highway Capacity Manual, 6th Edition WSDOT establishes LOS standards for state highways and ferry routes of statewide significance (HSS) under RCW 47.06.140(2). For SR 906, WSDOT has identified an LOS standard of C. 2 Kittitas County’s 2021 Comprehensive Plan sets LOS standards for its roadway network based on geographic context. The County aims to maintain LOS C in rural areas and LOS D in urban areas. 3 Methodology & Data Collection Due to the unique travel patterns in Snoqualmie Pass, data collection was conducted during peak hours on both weekdays and weekends to capture typical and recreational traffic volumes. To 1 All intersections in Snoqualmie Pass are unsignalized intersections. The HCM has a different delay standard for signalized and roundabout controlled intersections. 2 https://geo.wa.gov/datasets/WSDOT::wsdot-level-of-service-standard-for-state- routes/explore?location=47.416903%2C-121.417223%2C14.55 3 https://www.co.kittitas.wa.us/uploads/documents/cds/comp-plan/2021/2021%20Comprehensive%20Plan.pdf Appendix G | 3 account for seasonal variation, data was collected in October to represent non-snow conditions and in February to reflect ski-season traffic. Turning movement counts for non-snow conditions were collected on Thursday, October 17th, 2024, from 3 PM to 6PM, and on Saturday, October 19th, 2024, from 12 PM to 4 PM. Counts for snowy conditions were collected on Friday, February 14th, 2025, and Saturday, February 15th, 2025, from 11 AM to 3 PM on both days. These time windows were selected based on observed peak travel periods in the area. At each intersection, the peak hour was identified as the four consecutive 15-minute intervals with the highest combined turning movement volumes during the count period. LOS was analyzed for all study intersections under four scenarios: weekday and weekend conditions in both October and February. All intersections were unsignalized (stop-controlled) and evaluated using Synchro 12 software, following methodologies from the Highway Capacity Manual (HCM) 7th Edition. Each scenario was analyzed under existing conditions and a 20-year forecast scenario. Study Intersections: • SR 906 & I-90 EB Off-Ramp • SR 906 & Guye Peak Lane 4 • I-90 WB Off-Ramp/I-90 WB On-Ramp & Yellowstone Trail Rd • SR 906 & Tanner Way/Driveway • Hyak Dr E & SR 906 & Driveway • SR 906 & I-90 EB Off-Ramp/I-90 EB On-Ramp • SR 906 & I-90 WB Ramp For the forecast analysis, a 27% growth rate was applied to the observed counts to estimate future traffic volumes. This growth rate reflects countywide population projections from the Washington State Office of Financial Management (OFM) for Kittitas County and is consistent with projected traffic increases on I-90, the sole access route to Snoqualmie Pass. The methodology and growth assumption were confirmed by Kittitas County staff. Results The tables below show peak hour LOS results for the studied intersections on weekdays and weekends in both October and February. Table 2 shows results for existing conditions, and Table 3 shows results for future conditions. The results show that, in general, weekdays experience less delay than weekends, and February conditions result in more delay than those in October. Despite these variations, all intersections under both existing and future forecasted conditions remain within WSDOT’s acceptable LOS standards. 4 During the February data collection period, the camera equipment was knocked over. Volumes for the NBR, SBL, and WBR movements were estimated based on counts at adjacent intersections and counts collected in October. Appendix G | 4 Table 2: Existing Peak Hour LOS Results October 2024 Weekday October 2024 Weekend February 2025 Weekday February 2025 Weekend Intersection Name LOS Delay (S) LOS Delay (S) LOS Delay (S) LOS Delay (S) SR 906 & I-90 EB Off Ramp A 9.4 A 9.6 B 11 C 15.2 SR 906 & Guye Peak Lane/Driveway A 9.8 B 10.6 B 12.3 B 12 I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd A 8.4 A 8.4 A 8.4 A 8.4 SR 906 & Tanner Way/Driveway A 9.5 A 9.1 B 10.1 B 11.7 Hyak Dr E & SR 906 & Driveway A 9.5 A 9.8 B 11.2 B 14.3 SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp A 8.5 A 9.1 A 9.1 B 10.5 SR 906 & I-90 WB Ramp A 8.8 A 8.9 A 8.7 A 9.3 Fehr & Peers, 2025. Notes: Delay is measured in seconds. Appendix G | 5 Table 3: Future Peak Hour LOS Results October 2024 Weekday October 2024 Weekend February 2025 Weekday February 2025 Weekend Intersection Name LOS Delay (S) LOS Delay (S) LOS Delay (S) LOS Delay (S) SR 906 & I-90 EB Off Ramp A 9.6 A 10 B 12.2 C 20.2 SR 906 & Guye Peak Lane/Driveway B 10.5 B 12.1 C 15.3 B 14.7 I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd A 8.5 A 8.4 A 8.5 A 8.5 SR 906 & Tanner Way/Driveway A 9.8 A 9.7 B 10.9 B 13 Hyak Dr E & SR 906 & Driveway A 9.8 B 10.1 B 12.4 C 18.5 SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp A 8.6 A 9.3 A 9.4 B 11.8 SR 906 & I-90 WB Ramp A 8.9 A 9 A 8.8 A 9.6 Fehr & Peers, 2025. Notes: Delay is measured in seconds. Appendix H | 1 Appendix H. Level of Service Reports HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 9 76 0 80 18 0 Future Vol, veh/h 9 76 0 80 18 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 ---- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 80 80 75 75 Heavy Vehicles, % 21 21 6 6 0 0 Mvmt Flow 10 85 0 100 24 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 124 - - 0 - 0 Stage 1 24 ----- Stage 2 100 ----- Critical Hdwy 6.61----- Critical Hdwy Stg 15.61----- Critical Hdwy Stg 25.61----- Follow-up Hdwy 3.689----- Pot Cap-1 Maneuver 828 0 0 - - 0 Stage 1 952 0 0 - - 0 Stage 2 879 0 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 828 ----- Mov Cap-2 Maneuver 828 ----- Stage 1 952 ----- Stage 2 879 ----- Approach EB NB SB HCM Control Delay, s/v 9.4 0 0 HCM LOS A Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 828 - - HCM Lane V/C Ratio - 0.012 - - HCM Control Delay (s/veh) - 9.4 0 - HCM Lane LOS - A A - HCM 95th %tile Q(veh) - 0 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 6 0 1 21 0 14 2 59 22 8 102 5 Future Vol, veh/h 6 0 1 21 0 14 2 59 22 8 102 5 Conflicting Peds, #/hr101404104401 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 80 80 80 86 86 86 80 80 80 Heavy Vehicles, % 000000111777 Mvmt Flow 8 0 1 26 0 18 2 69 26 10 128 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 229 254 136 242 245 89 135 0 0 98 0 0 Stage 1 152 152 - 90 90 ------- Stage 2 77 103 - 152 155 ------- Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.11 - - 4.17 - - Critical Hdwy Stg 16.15.5-6.15.5------- Critical Hdwy Stg 26.15.5-6.15.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.209 - - 2.263 - - Pot Cap-1 Maneuver 730 653 918 717 661 974 1456 - - 1464 - - Stage 1 856 776 - 922 824 ------- Stage 2 937 814 - 856 773 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 708 644 915 704 652 968 1455 - - 1459 - - Mov Cap-2 Maneuver 708 644 - 704 652 ------- Stage 1 849 769 - 918 820 ------- Stage 2 915 810 - 845 767 ------- Approach EB WB NB SB HCM Control Delay, s/v 8.94 9.82 0.18 0.52 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1455 - - 915 790 1459 - - HCM Lane V/C Ratio 0.002 - - 0.001 0.055 0.007 - - HCM Control Delay (s/veh) 7.5 - - 8.9 9.8 7.5 - - HCM Lane LOS A - - A A A - - HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 6.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 11600264752000 Future Vol, veh/h 11600264752000 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 82 82 82 Heavy Vehicles, % 000000999000 Mvmt Flow 15800386373000 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 11 0 - - - 0 40 48 8 Stage 1 ------3737- Stage 2 ------311- Critical Hdwy 4.1-----6.496.596.29 Critical Hdwy Stg 1 ------5.495.59- Critical Hdwy Stg 2 ------5.495.59- Follow-up Hdwy 2.2-----3.5814.0813.381 Pot Cap-1 Maneuver 1622 - 0 0 - - 954 830 1054 Stage 1 - - 0 0 - - 967 850 - Stage 2 - - 0 0 - - 1003 873 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1622 -----94501054 Mov Cap-2 Maneuver ------9450- Stage 1 ------9590- Stage 2 ------1003 0 - Approach EB WB NB HCM Control Delay, s/v 4.68 0 8.45 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1054 1165 - - - HCM Lane V/C Ratio 0.009 0.009 - - - HCM Control Delay (s/veh) 8.4 7.2 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10201012500393 Future Vol, veh/h 10201012500393 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 81 81 81 75 75 75 Heavy Vehicles, % 333333000888222 Mvmt Flow 10301013100524 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 88 87 54 85 89 31 56 0 0 31 0 0 Stage 1 54 54 - 33 33 ------- Stage 2 34 33 - 52 56 ------- Critical Hdwy 7.43 6.83 6.53 7.1 6.5 6.2 4.18 - - 4.12 - - Critical Hdwy Stg 16.435.83-6.15.5------- Critical Hdwy Stg 26.435.83-6.15.5------- Follow-up Hdwy 3.797 4.297 3.597 3.5 4 3.3 2.272 - - 2.218 - - Pot Cap-1 Maneuver 828 748 932 906 805 1049 1511 - - 1582 - - Stage 1 886 793 - 988 871 ------- Stage 2 908 810 - 966 852 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 826 747 932 902 804 1049 1511 - - 1582 - - Mov Cap-2 Maneuver 826 747 - 902 804 ------- Stage 1 886 793 - 987 871 ------- Stage 2 906 809 - 963 852 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.05 9.49 0.28 0 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)69 - - 894 804 1582 - - HCM Lane V/C Ratio 0.001 - - 0.004 0.002 - - - HCM Control Delay (s/veh) 7.4 0 - 9 9.5 0 - - HCM Lane LOS A A - A A A - - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 19715151313615145 Future Vol, veh/h 19715151313615145 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 86 86 86 Heavy Vehicles, % 222161616555888 Mvmt Flow 25920171717816166 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 24 0 0 29 0 0 87 97 19 82 98 15 Stage 1 ------7070-1818- Stage 2 ------1727-6480- Critical Hdwy 4.12 - - 4.26 - - 7.15 6.55 6.25 7.18 6.58 6.28 Critical Hdwy Stg 1 ------6.155.55-6.185.58- Critical Hdwy Stg 2 ------6.155.55-6.185.58- Follow-up Hdwy 2.218 - - 2.344 - - 3.545 4.045 3.345 3.572 4.072 3.372 Pot Cap-1 Maneuver 1591 - - 1498 - - 891 788 1050 891 781 1047 Stage 1 ------932831-986869- Stage 2 ------994867-932817- Platoon blocked, %- -- - Mov Cap-1 Maneuver 1591 - - 1498 - - 853 774 1050 866 767 1047 Mov Cap-2 Maneuver ------853774-866767- Stage 1 ------917817-985868- Stage 2 ------969866-907804- Approach EB WB NB SB HCM Control Delay, s/v 3.38 0.39 9.53 9.48 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)804 734 - - 83 - - 825 HCM Lane V/C Ratio 0.012 0.016 - - 0.001 - - 0.027 HCM Control Delay (s/veh) 9.5 7.3 0 - 7.4 0 - 9.5 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0 0 - - 0 - - 0.1 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52140000931780 Future Vol, veh/h 52140000931780 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 86 86 86 75 75 75 75 75 75 Heavy Vehicles, % 000000888333333 Mvmt Flow 7 3 19 0 0 0 0 12 41 9 11 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 41 83 11 - 0 0 53 0 0 Stage 1 29 29 ------- Stage 2 12 53 ------- Critical Hdwy 6.4 6.5 6.2 - - - 4.43 - - Critical Hdwy Stg 15.45.5------- Critical Hdwy Stg 25.45.5------- Follow-up Hdwy 3.5 4 3.3 - - - 2.497 - - Pot Cap-1 Maneuver 975 811 1076 0 - - 1375 - 0 Stage 1 998 875 -0 ----0 Stage 2 1016 854 -0 ----0 Platoon blocked, %- -- Mov Cap-1 Maneuver 968 0 1076 - - - 1375 - - Mov Cap-2 Maneuver 968 0 ------- Stage 1 998 0 ------- Stage 2 1009 0 ------- Approach EB NB SB HCM Control Delay, s/v 8.54 0 3.56 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 1046 840 - HCM Lane V/C Ratio - - 0.027 0.007 - HCM Control Delay (s/veh) - - 8.5 7.6 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 01/31/2025 PM Weekday Existing - October 2024 4:05 pm 01/07/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 8 7 11 4 6 10 Future Vol, veh/h 8 7 11 4 6 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 75 75 75 78 75 75 Heavy Vehicles, % 27 27 13 13 19 19 Mvmt Flow 11 9 15 5 8 13 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 15 15 Stage 1 - - 0 0 Stage 2 - - 15 15 Critical Hdwy - - 6.59 6.69 Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 - - 5.59 5.69 Follow-up Hdwy - - 3.671 4.171 Pot Cap-1 Maneuver - - 962 847 Stage 1 ---- Stage 2 - - 966 851 Platoon blocked, %- - Mov Cap-1 Maneuver - - 962 0 Mov Cap-2 Maneuver - - 962 0 Stage 1 - - - 0 Stage 2 - - 966 0 Approach NB SB HCM Control Delay, s/v 0 8.83 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 962 HCM Lane V/C Ratio - - 0.022 HCM Control Delay (s/veh) - - 8.8 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.1 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 10 95 0 100 25 0 Future Vol, veh/h 10 95 0 100 25 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 ---- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 80 80 75 75 Heavy Vehicles, % 21 21 6 6 0 0 Mvmt Flow 11 107 0 125 33 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 158 - - 0 - 0 Stage 1 33 ----- Stage 2 125 ----- Critical Hdwy 6.61----- Critical Hdwy Stg 15.61----- Critical Hdwy Stg 25.61----- Follow-up Hdwy 3.689----- Pot Cap-1 Maneuver 790 0 0 - - 0 Stage 1 942 0 0 - - 0 Stage 2 856 0 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 790 ----- Mov Cap-2 Maneuver 790 ----- Stage 1 942 ----- Stage 2 856 ----- Approach EB NB SB HCM Control Delay, s/v 9.62 0 0 HCM LOS A Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 790 - - HCM Lane V/C Ratio - 0.014 - - HCM Control Delay (s/veh) - 9.6 0 - HCM Lane LOS - A A - HCM 95th %tile Q(veh) - 0 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 5 5 25 5 20 5 75 30 10 130 5 Future Vol, veh/h 10 5 5 25 5 20 5 75 30 10 130 5 Conflicting Peds, #/hr101404104401 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 80 80 80 86 86 86 80 80 80 Heavy Vehicles, % 000000111777 Mvmt Flow 13 7 7 31 6 25 6 87 35 13 163 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 298 329 171 315 315 113 170 0 0 126 0 0 Stage 1 192 192 - 120 120 ------- Stage 2 106 138 - 195 195 ------- Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.11 - - 4.17 - - Critical Hdwy Stg 16.15.5-6.15.5------- Critical Hdwy Stg 26.15.5-6.15.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.209 - - 2.263 - - Pot Cap-1 Maneuver 659 593 878 641 604 946 1414 - - 1430 - - Stage 1 815 746 - 889 800 ------- Stage 2 905 786 - 812 743 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 623 582 875 616 593 939 1413 - - 1425 - - Mov Cap-2 Maneuver 623 582 - 616 593 ------- Stage 1 806 738 - 882 794 ------- Stage 2 867 780 - 788 735 ------- Approach EB WB NB SB HCM Control Delay, s/v10.25 10.55 0.34 0.52 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1413 - - 699 711 1425 - - HCM Lane V/C Ratio 0.004 - - 0.019 0.088 0.009 - - HCM Control Delay (s/veh) 7.6 - - 10.2 10.5 7.5 - - HCM Lane LOS A - - B B A - - HCM 95th %tile Q(veh) 0 - - 0.1 0.3 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 6.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1510005106055000 Future Vol, veh/h 1510005106055000 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 000000999000 Mvmt Flow 2013007138077000 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 20 0 - - - 0 60 73 13 Stage 1 ------5353- Stage 2 ------720- Critical Hdwy 4.1-----6.496.596.29 Critical Hdwy Stg 1 ------5.495.59- Critical Hdwy Stg 2 ------5.495.59- Follow-up Hdwy 2.2-----3.5814.0813.381 Pot Cap-1 Maneuver 1609 - 0 0 - - 929 804 1047 Stage 1 - - 0 0 - - 952 837 - Stage 2 - - 0 0 - - 998 865 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1609 -----91801047 Mov Cap-2 Maneuver ------9180- Stage 1 ------9400- Stage 2 ------9980- Approach EB WB NB HCM Control Delay, s/v 4.36 0 8.48 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1047 1080 - - - HCM Lane V/C Ratio 0.013 0.012 - - - HCM Control Delay (s/veh) 8.5 7.3 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 55555553055505 Future Vol, veh/h 55555553055505 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 25 75 81 81 81 75 75 75 Heavy Vehicles, % 333333000888222 Mvmt Flow 777720763767677 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 143 139 70 136 139 40 73 0 0 43 0 0 Stage 1 83 83 - 52 52 ------- Stage 2 59 56 - 83 87 ------- Critical Hdwy 7.43 6.83 6.53 7.1 6.5 6.2 4.18 - - 4.12 - - Critical Hdwy Stg 16.435.83-6.15.5------- Critical Hdwy Stg 26.435.83-6.15.5------- Follow-up Hdwy 3.797 4.297 3.597 3.5 4 3.3 2.272 - - 2.218 - - Pot Cap-1 Maneuver 761 699 913 840 756 1037 1489 - - 1565 - - Stage 1 853 769 - 965 855 ------- Stage 2 880 791 - 930 827 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 729 692 913 819 749 1037 1489 - - 1565 - - Mov Cap-2 Maneuver 729 692 - 819 749 ------- Stage 1 850 766 - 961 851 ------- Stage 2 850 788 - 911 823 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.82 9.65 0.93 0.61 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)219 - - 767 808 147 - - HCM Lane V/C Ratio 0.004 - - 0.026 0.041 0.004 - - HCM Control Delay (s/veh) 7.4 0 - 9.8 9.6 7.3 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 5.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 25 10 20 5 5 15 15 10 5 5 20 5 Future Vol, veh/h 251020 5 5151510 5 520 5 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 86 86 86 Heavy Vehicles, % 222161616555888 Mvmt Flow 33 13 27 7 7 20 20 13 7 6 23 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 27 0 0 40 0 0 125 133 27 117 137 17 Stage 1 ------9393-3030- Stage 2 ------3240-87107- Critical Hdwy 4.12 - - 4.26 - - 7.15 6.55 6.25 7.18 6.58 6.28 Critical Hdwy Stg 1 ------6.155.55-6.185.58- Critical Hdwy Stg 2 ------6.155.55-6.185.58- Follow-up Hdwy 2.218 - - 2.344 - - 3.545 4.045 3.345 3.572 4.072 3.372 Pot Cap-1 Maneuver 1587 - - 1484 - - 842 752 1040 846 743 1045 Stage 1 ------906812-972858- Stage 2 ------977856-906795- Platoon blocked, %- -- - Mov Cap-1 Maneuver 1587 - - 1484 - - 790 732 1040 804 724 1045 Mov Cap-2 Maneuver ------790732-804724- Stage 1 ------887794-967854- Stage 2 ------941852-866778- Approach EB WB NB SB HCM Control Delay, s/v 3.33 1.49 9.54 9.85 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)813 722 - - 313 - - 771 HCM Lane V/C Ratio 0.025 0.021 - - 0.004 - - 0.038 HCM Control Delay (s/veh) 9.5 7.3 0 - 7.4 0 - 9.8 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 0.1 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 20 0 0 0 0 10 40 10 10 0 Future Vol, veh/h 5 5 20 0 0 0 0 10 40 10 10 0 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 86 86 86 75 75 75 75 75 75 Heavy Vehicles, % 000000888333333 Mvmt Flow 7 7 27 0 0 0 0 13 53 13 13 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 53 107 13 - 0 0 67 0 0 Stage 1 40 40 ------- Stage 2 13 67 ------- Critical Hdwy 6.4 6.5 6.2 - - - 4.43 - - Critical Hdwy Stg 15.45.5------- Critical Hdwy Stg 25.45.5------- Follow-up Hdwy 3.5 4 3.3 - - - 2.497 - - Pot Cap-1 Maneuver 960 787 1073 0 - - 1359 - 0 Stage 1 988 866 -0 ----0 Stage 2 1015 843 -0 ----0 Platoon blocked, %- -- Mov Cap-1 Maneuver 951 0 1073 - - - 1359 - - Mov Cap-2 Maneuver 951 0 ------- Stage 1 988 0 ------- Stage 2 1005 0 ------- Approach EB NB SB HCM Control Delay, s/v 8.58 0 3.84 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 1046 900 - HCM Lane V/C Ratio - - 0.038 0.01 - HCM Control Delay (s/veh) - - 8.6 7.7 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 01/31/2025 PM Weekday Future - October 2044 3:04 pm 01/08/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 10 10 15 5 10 15 Future Vol, veh/h 10 10 15 5 10 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 75 75 78 78 75 75 Heavy Vehicles, % 27 27 13 13 19 19 Mvmt Flow 13 13 19 6 13 20 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 19 19 Stage 1 - - 0 0 Stage 2 - - 19 19 Critical Hdwy - - 6.59 6.69 Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 - - 5.59 5.69 Follow-up Hdwy - - 3.671 4.171 Pot Cap-1 Maneuver - - 956 842 Stage 1 ---- Stage 2 - - 961 847 Platoon blocked, %- - Mov Cap-1 Maneuver - - 956 0 Mov Cap-2 Maneuver - - 956 0 Stage 1 - - - 0 Stage 2 - - 961 0 Approach NB SB HCM Control Delay, s/v 0 8.9 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 956 HCM Lane V/C Ratio - - 0.035 HCM Control Delay (s/veh) - - 8.9 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.1 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 34 106 0 112 23 0 Future Vol, veh/h 34 106 0 112 23 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 ---- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 85 85 75 75 Heavy Vehicles, % 4 4 0 0 0 0 Mvmt Flow 42 131 0 132 31 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 162 - - 0 - 0 Stage 1 31 ----- Stage 2 132 ----- Critical Hdwy 6.44----- Critical Hdwy Stg 15.44----- Critical Hdwy Stg 25.44----- Follow-up Hdwy 3.536----- Pot Cap-1 Maneuver 824 0 0 - - 0 Stage 1 987 0 0 - - 0 Stage 2 889 0 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 824 ----- Mov Cap-2 Maneuver 824 ----- Stage 1 987 ----- Stage 2 889 ----- Approach EB NB SB HCM Control Delay, s/v 9.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 824 - - HCM Lane V/C Ratio - 0.051 - - HCM Control Delay (s/veh) - 9.6 0 - HCM Lane LOS - A A - HCM 95th %tile Q(veh) - 0.2 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 28 1 26 3 103 28 15 114 1 Future Vol, veh/h 0 0 1 28 1 26 3 103 28 15 114 1 Conflicting Peds, #/hr 0 0 0 11 0 11 0 0 11 11 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 81 81 81 82 82 82 96 96 96 Heavy Vehicles, % 000000111777 Mvmt Flow 0 0 1 35 1 32 4 126 34 16 119 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 295 329 130 322 312 165 120 0 0 171 0 0 Stage 1 151 151 - 161 161 ------- Stage 2 145 178 - 161 151 ------- Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.11 - - 4.17 - - Critical Hdwy Stg 16.15.5-6.15.5------- Critical Hdwy Stg 26.15.5-6.15.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.209 - - 2.263 - - Pot Cap-1 Maneuver 661 594 925 635 606 885 1474 - - 1377 - - Stage 1 857 777 - 846 769 ------- Stage 2 863 756 - 846 776 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 620 579 916 613 592 869 1474 - - 1364 - - Mov Cap-2 Maneuver 620 579 - 613 592 ------- Stage 1 846 767 - 836 759 ------- Stage 2 820 747 - 827 767 ------- Approach EB WB NB SB HCM Control Delay, s/v 8.93 10.59 0.17 0.88 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1474 - - 916 712 1364 - - HCM Lane V/C Ratio 0.002 - - 0.001 0.095 0.011 - - HCM Control Delay (s/veh) 7.4 - - 8.9 10.6 7.7 - - HCM Lane LOS A - - A B A - - HCM 95th %tile Q(veh) 0 - - 0 0.3 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 6.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30900847426000 Future Vol, veh/h 30900847426000 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 98 98 98 83 83 83 Heavy Vehicles, % 000000000000 Mvmt Flow 4012001157626000 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 16 0 - - - 0 103 108 12 Stage 1 ------9292- Stage 2 ------1116- Critical Hdwy 4.1-----6.46.56.2 Critical Hdwy Stg 1 ------5.45.5- Critical Hdwy Stg 2 ------5.45.5- Follow-up Hdwy 2.2-----3.543.3 Pot Cap-1 Maneuver 1615 - 0 0 - - 900 786 1074 Stage 1 - - 0 0 - - 937 823 - Stage 2 - - 0 0 - - 1018 886 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1615 -----87801074 Mov Cap-2 Maneuver ------8780- Stage 1 ------9130- Stage 2 ------1018 0 - Approach EB WB NB HCM Control Delay, s/v 5.6 0 8.38 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1074 1385 - - - HCM Lane V/C Ratio 0.008 0.025 - - - HCM Control Delay (s/veh) 8.4 7.3 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.1 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50300013810384 Future Vol, veh/h 50300013810384 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 13 13 13 0 0 0 10 10 10 5 5 5 Mvmt Flow 70400015110515 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 107 108 53 105 110 51 56 0 0 52 0 0 Stage 1 53 53 - 54 54 ------- Stage 2 53 55 - 51 56 ------- Critical Hdwy 7.23 6.63 6.33 7.1 6.5 6.2 4.2 - - 4.15 - - Critical Hdwy Stg 16.235.63-6.15.5------- Critical Hdwy Stg 26.235.63-6.15.5------- Follow-up Hdwy 3.617 4.117 3.417 3.5 4 3.3 2.29 - - 2.245 - - Pot Cap-1 Maneuver 847 762 984 880 784 1022 1499 - - 1535 - - Stage 1 932 829 - 963 854 ------- Stage 2 932 828 - 967 852 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 846 761 984 876 783 1022 1499 - - 1535 - - Mov Cap-2 Maneuver 846 761 - 876 783 ------- Stage 1 932 829 - 963 853 ------- Stage 2 931 827 - 963 852 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.08 0 0.19 0 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)45 - - 893 - 1535 - - HCM Lane V/C Ratio 0.001 - - 0.012 ---- HCM Control Delay (s/veh) 7.4 0 - 9.1 0 0 - - HCM Lane LOS A A - A A A - - HCM 95th %tile Q(veh) 0 - - 0 - 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 5.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 12 9 14 2 15 34 11 23 3 10 23 21 Future Vol, veh/h 12 9 14 2 15 34 11 23 3 10 23 21 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 666222000999 Mvmt Flow 16 12 19 3 20 45 15 31 4 13 31 28 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 65 0 0 31 0 0 94 124 21 107 111 43 Stage 1 ------5353-4848- Stage 2 ------4171-5963- Critical Hdwy 4.16 - - 4.12 - - 7.1 6.5 6.2 7.19 6.59 6.29 Critical Hdwy Stg 1 ------6.15.5-6.195.59- Critical Hdwy Stg 2 ------6.15.5-6.195.59- Follow-up Hdwy 2.254 - - 2.218 - - 3.5 4 3.3 3.581 4.081 3.381 Pot Cap-1 Maneuver 1512 - - 1582 - - 894 770 1062 855 767 1008 Stage 1 ------964854-948841- Stage 2 ------979840-935829- Platoon blocked, %- -- - Mov Cap-1 Maneuver 1512 - - 1582 - - 824 761 1062 808 757 1008 Mov Cap-2 Maneuver ------824761-808757- Stage 1 ------954845-946840- Stage 2 ------916839-888820- Approach EB WB NB SB HCM Control Delay, s/v 2.54 0.29 9.79 9.5 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)786 550 - - 62 - - 859 HCM Lane V/C Ratio 0.044 0.011 - - 0.002 - - 0.068 HCM Control Delay (s/veh) 9.8 7.4 0 - 7.3 0 - 9.5 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 23 0 21 0 0 0 0 56 17 4 35 0 Future Vol, veh/h 23 0 21 0 0 0 0 56 17 4 35 0 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 85 85 85 91 91 91 75 75 75 Heavy Vehicles, % 000000333101010 Mvmt Flow 31 0 28 0 0 0 0 62 19 5 47 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 119 138 47 - 0 0 80 0 0 Stage 1 57 57 ------- Stage 2 62 80 ------- Critical Hdwy 6.4 6.5 6.2 - - - 4.2 - - Critical Hdwy Stg 15.45.5------- Critical Hdwy Stg 25.45.5------- Follow-up Hdwy 3.5 4 3.3 - - - 2.29 - - Pot Cap-1 Maneuver 882 757 1028 0 - - 1468 - 0 Stage 1 970 851 -0 ----0 Stage 2 966 832 -0 ----0 Platoon blocked, %- -- Mov Cap-1 Maneuver 878 0 1028 - - - 1468 - - Mov Cap-2 Maneuver 878 0 ------- Stage 1 970 0 ------- Stage 2 963 0 ------- Approach EB NB SB HCM Control Delay, s/v 9.07 0 0.77 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 944 185 - HCM Lane V/C Ratio - - 0.062 0.004 - HCM Control Delay (s/veh) - - 9.1 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.2 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 01/31/2025 PM Weekend Existing - October 2024 12:34 pm 11/12/2024 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 3.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 211127491620 Future Vol, veh/h 211127491620 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 80 80 86 86 75 75 Heavy Vehicles, % 3 3 3 3 8 8 Mvmt Flow 26 14 31 57 21 27 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 31 31 Stage 1 - - 0 0 Stage 2 - - 31 31 Critical Hdwy - - 6.48 6.58 Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 - - 5.48 5.58 Follow-up Hdwy - - 3.572 4.072 Pot Cap-1 Maneuver - - 967 850 Stage 1 ---- Stage 2 - - 976 857 Platoon blocked, %- - Mov Cap-1 Maneuver - - 967 0 Mov Cap-2 Maneuver - - 967 0 Stage 1 - - - 0 Stage 2 - - 976 0 Approach NB SB HCM Control Delay, s/v 0 8.92 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 967 HCM Lane V/C Ratio - - 0.05 HCM Control Delay (s/veh) - - 8.9 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.2 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 45 135 0 140 30 0 Future Vol, veh/h 45 135 0 140 30 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 ---- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 85 85 75 75 Heavy Vehicles, % 4 4 0 0 0 0 Mvmt Flow 56 167 0 165 40 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 205 - - 0 - 0 Stage 1 40 ----- Stage 2 165 ----- Critical Hdwy 6.44----- Critical Hdwy Stg 15.44----- Critical Hdwy Stg 25.44----- Follow-up Hdwy 3.536----- Pot Cap-1 Maneuver 779 0 0 - - 0 Stage 1 977 0 0 - - 0 Stage 2 860 0 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 779 ----- Mov Cap-2 Maneuver 779 ----- Stage 1 977 ----- Stage 2 860 ----- Approach EB NB SB HCM Control Delay, s/v 9.97 0 0 HCM LOS A Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 779 - - HCM Lane V/C Ratio - 0.071 - - HCM Control Delay (s/veh) - 10 0 - HCM Lane LOS - A A - HCM 95th %tile Q(veh) - 0.2 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 35 5 35 5 130 35 20 145 5 Future Vol, veh/h 5 5 5 35 5 35 5 130 35 20 145 5 Conflicting Peds, #/hr1101100000111100 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 81 81 81 82 82 82 96 96 96 Heavy Vehicles, % 000000111777 Mvmt Flow 7 7 7 43 6 43 6 159 43 26 192 7 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 433 472 206 462 454 202 198 0 0 212 0 0 Stage 1 248 248 - 203 203 ------- Stage 2 185 224 - 259 251 ------- Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.11 - - 4.17 - - Critical Hdwy Stg 16.15.5-6.15.5------- Critical Hdwy Stg 26.15.5-6.15.5------- Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.209 - - 2.263 - - Pot Cap-1 Maneuver 537 493 839 513 505 844 1380 - - 1329 - - Stage 1 760 705 - 803 737 ------- Stage 2 822 722 - 750 703 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 484 475 832 479 486 829 1380 - - 1317 - - Mov Cap-2 Maneuver 484 475 - 479 486 ------- Stage 1 743 689 - 792 727 ------- Stage 2 761 712 - 714 687 ------- Approach EB WB NB SB HCM Control Delay, s/v11.69 12.13 0.22 0.92 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1380 - - 558 598 1317 - - HCM Lane V/C Ratio 0.004 - - 0.036 0.155 0.02 - - HCM Control Delay (s/veh) 7.6 - - 11.7 12.1 7.8 - - HCM Lane LOS A - - B B A - - HCM 95th %tile Q(veh) 0 - - 0.1 0.5 0.1 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 6.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 10 0 0 10 5 95 5 10 0 0 0 Future Vol, veh/h 40100010595510000 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 98 98 98 83 83 83 Heavy Vehicles, % 000000000000 Mvmt Flow 53 13 0 0 13 7 97 5 10 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 20 0 - - - 0 133 140 13 Stage 1 ------120120- Stage 2 ------1320- Critical Hdwy 4.1-----6.46.56.2 Critical Hdwy Stg 1 ------5.45.5- Critical Hdwy Stg 2 ------5.45.5- Follow-up Hdwy 2.2-----3.543.3 Pot Cap-1 Maneuver 1609 - 0 0 - - 865 755 1073 Stage 1 - - 0 0 - - 910 800 - Stage 2 - - 0 0 - - 1015 883 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1609 -----83601073 Mov Cap-2 Maneuver ------8360- Stage 1 ------8800- Stage 2 ------1015 0 - Approach EB WB NB HCM Control Delay, s/v 5.85 0 8.4 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1073 1440 - - - HCM Lane V/C Ratio 0.014 0.033 - - - HCM Control Delay (s/veh) 8.4 7.3 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.1 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 55555555055505 Future Vol, veh/h 55555555055505 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 13 13 13 0 0 0 10 10 10 5 5 5 Mvmt Flow 77777776777677 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 167 170 70 167 170 70 73 0 0 73 0 0 Stage 1 83 83 - 83 83 ------- Stage 2 83 87 - 83 87 ------- Critical Hdwy 7.23 6.63 6.33 7.1 6.5 6.2 4.2 - - 4.15 - - Critical Hdwy Stg 16.235.63-6.15.5------- Critical Hdwy Stg 26.235.63-6.15.5------- Follow-up Hdwy 3.617 4.117 3.417 3.5 4 3.3 2.29 - - 2.245 - - Pot Cap-1 Maneuver 773 704 963 802 727 998 1477 - - 1508 - - Stage 1 898 805 - 930 830 ------- Stage 2 898 802 - 930 827 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 754 697 963 782 720 998 1477 - - 1508 - - Mov Cap-2 Maneuver 754 697 - 782 720 ------- Stage 1 894 801 - 925 826 ------- Stage 2 881 798 - 911 823 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.68 9.51 0.62 0.62 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)147 - - 790 817 147 - - HCM Lane V/C Ratio 0.005 - - 0.025 0.024 0.004 - - HCM Control Delay (s/veh) 7.4 0 - 9.7 9.5 7.4 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 10 20 5 20 45 15 30 5 15 30 25 Future Vol, veh/h 15 10 20 5 20 45 15 30 5 15 30 25 Conflicting Peds, #/hr000000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 666222000999 Mvmt Flow 20 13 27 7 27 60 20 40 7 20 40 33 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 87 0 0 40 0 0 127 167 27 143 150 57 Stage 1 ------6767-7070- Stage 2 ------60100-7380- Critical Hdwy 4.16 - - 4.12 - - 7.1 6.5 6.2 7.19 6.59 6.29 Critical Hdwy Stg 1 ------6.15.5-6.195.59- Critical Hdwy Stg 2 ------6.15.5-6.195.59- Follow-up Hdwy 2.254 - - 2.218 - - 3.5 4 3.3 3.581 4.081 3.381 Pot Cap-1 Maneuver 1485 - - 1570 - - 852 730 1055 810 729 990 Stage 1 ------949843-923823- Stage 2 ------957816-919815- Platoon blocked, %- -- - Mov Cap-1 Maneuver 1485 - - 1570 - - 763 716 1055 747 716 990 Mov Cap-2 Maneuver ------763716-747716- Stage 1 ------936832-919819- Stage 2 ------875813-857804- Approach EB WB NB SB HCM Control Delay, s/v 2.49 0.52 10.11 9.83 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)751 529 - - 113 - - 819 HCM Lane V/C Ratio 0.062 0.013 - - 0.004 - - 0.09 HCM Control Delay (s/veh) 10.1 7.5 0 - 7.3 0 - 9.8 HCM Lane LOS B A A - A A - A HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.3 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 0 25 0 0 0 0 70 20 5 45 0 Future Vol, veh/h 30 0 25 0 0 0 0 70 20 5 45 0 Conflicting Peds, #/hr000000000000 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 85 85 85 91 91 91 75 75 75 Heavy Vehicles, % 000000333101010 Mvmt Flow 40 0 33 0 0 0 0 77 22 7 60 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 150 172 60 - 0 0 99 0 0 Stage 1 73 73 ------- Stage 2 77 99 ------- Critical Hdwy 6.4 6.5 6.2 - - - 4.2 - - Critical Hdwy Stg 15.45.5------- Critical Hdwy Stg 25.45.5------- Follow-up Hdwy 3.5 4 3.3 - - - 2.29 - - Pot Cap-1 Maneuver 846 725 1011 0 - - 1445 - 0 Stage 1 955 838 -0 ----0 Stage 2 951 817 -0 ----0 Platoon blocked, %- -- Mov Cap-1 Maneuver 842 0 1011 - - - 1445 - - Mov Cap-2 Maneuver 842 0 ------- Stage 1 955 0 ------- Stage 2 947 0 ------- Approach EB NB SB HCM Control Delay, s/v 9.29 0 0.75 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 911 180 - HCM Lane V/C Ratio - - 0.08 0.005 - HCM Control Delay (s/veh) - - 9.3 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.3 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 01/31/2025 PM Weekend Future - October 2044 3:50 pm 01/07/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 3.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 251535602025 Future Vol, veh/h 251535602025 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 80 80 86 86 75 75 Heavy Vehicles, % 3 3 3 3 8 8 Mvmt Flow 31 19 41 70 27 33 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 41 41 Stage 1 - - 0 0 Stage 2 - - 41 41 Critical Hdwy - - 6.48 6.58 Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 - - 5.48 5.58 Follow-up Hdwy - - 3.572 4.072 Pot Cap-1 Maneuver - - 956 840 Stage 1 ---- Stage 2 - - 967 849 Platoon blocked, %- - Mov Cap-1 Maneuver - - 956 0 Mov Cap-2 Maneuver - - 956 0 Stage 1 - - - 0 Stage 2 - - 967 0 Approach NB SB HCM Control Delay, s/v 0 9.02 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 956 HCM Lane V/C Ratio - - 0.063 HCM Control Delay (s/veh) - - 9 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.2 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 79 232 0 183 67 0 Future Vol, veh/h 79 232 0 183 67 0 Conflicting Peds, #/hr 0 8 8 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 91 91 76 76 93 93 Heavy Vehicles, % 1 1 2 2 0 0 Mvmt Flow 87 255 0 241 72 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 313 - - 0 - 0 Stage 1 72 - - - - - Stage 2 241 - - - - - Critical Hdwy 6.41 - - - - - Critical Hdwy Stg 1 5.41 - - - - - Critical Hdwy Stg 2 5.41 - - - - - Follow-up Hdwy 3.509 - - - - - Pot Cap-1 Maneuver 682 0 0 - - 0 Stage 1 953 0 0 - - 0 Stage 2 802 0 0 - - 0 Platoon blocked, %- - Mov Cap-1 Maneuver 682 - - - - - Mov Cap-2 Maneuver 682 - - - - - Stage 1 953 - - - - - Stage 2 802 - - - - - Approach EB NB SB HCM Control Delay, s/v11.05 0 0 HCM LOS B Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 682 - - HCM Lane V/C Ratio - 0.127 - - HCM Control Delay (s/veh) - 11 0 - HCM Lane LOS - B A - HCM 95th %tile Q(veh) - 0.4 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 0 3 14 0 14 2 234 22 8 227 8 Future Vol, veh/h 5 0 3 14 0 14 2 234 22 8 227 8 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 82 82 82 84 84 84 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 4 4 4 Mvmt Flow 7 0 4 19 0 19 2 285 27 10 270 10 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 584 611 275 593 602 299 280 0 0 312 0 0 Stage 1 294 294 - 304 304 - - - - - - - Stage 2 290 317 - 289 299 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.14 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.236 - - Pot Cap-1 Maneuver 426 411 769 420 416 745 1294 - - 1237 - - Stage 1 719 673 - 710 667 - - - - - - - Stage 2 722 658 - 723 670 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 410 407 769 413 411 745 1294 - - 1237 - - Mov Cap-2 Maneuver 410 407 - 413 411 - - - - - - - Stage 1 712 667 - 708 665 - - - - - - - Stage 2 702 656 - 712 664 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v 9.71 12.28 0.06 0.26 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1294 - - 769 532 1237 - - HCM Lane V/C Ratio 0.002 - - 0.005 0.07 0.008 - - HCM Control Delay (s/veh) 7.8 - - 9.7 12.3 7.9 - - HCM Lane LOS A - - A B A - - HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 7.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 157 6 0 0 9 2 80 3 2 0 0 0 Future Vol, veh/h 157 6 0 0 9 2 80 3 2 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 75 75 75 85 85 85 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 7 7 7 0 0 0 Mvmt Flow 180 7 0 0 12 3 94 4 2 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 15 0 - - - 0 380 382 7 Stage 1 - - - - - - 368 368 - Stage 2 - - - - - - 12 15 - Critical Hdwy 4.1 - - - - - 6.47 6.57 6.27 Critical Hdwy Stg 1 - - - - - - 5.47 5.57 - Critical Hdwy Stg 2 - - - - - - 5.47 5.57 - Follow-up Hdwy 2.2 - - - - - 3.563 4.063 3.363 Pot Cap-1 Maneuver 1616 - 0 0 - - 612 543 1061 Stage 1 - - 0 0 - - 689 613 - Stage 2 - - 0 0 - - 998 873 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1616 - - - - - 544 0 1061 Mov Cap-2 Maneuver - - - - - - 544 0 - Stage 1 - - - - - - 612 0 - Stage 2 - - - - - - 998 0 - Approach EB WB NB HCM Control Delay, s/v 7.23 0 8.41 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1061 1610 - - - HCM Lane V/C Ratio 0.006 0.112 - - - HCM Control Delay (s/veh) 8.4 7.5 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.4 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 33 2 23 1 3 8 15 75 2 1 56 37 Future Vol, veh/h 33 2 23 1 3 8 15 75 2 1 56 37 Conflicting Peds, #/hr 8 0 3 2 0 7 3 0 2 7 0 8 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 79 79 79 94 94 94 Heavy Vehicles, % 0 0 0 0 0 0 4 4 4 0 0 0 Mvmt Flow 44 3 31 1 4 11 19 95 3 1 60 39 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 232 232 90 207 250 111 107 0 0 104 0 0 Stage 1 89 89 - 141 141 - - - - - - - Stage 2 143 142 - 66 109 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.14 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.236 - - 2.2 - - Pot Cap-1 Maneuver 727 672 973 755 656 947 1472 - - 1500 - - Stage 1 923 825 - 867 784 - - - - - - - Stage 2 865 783 - 950 809 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 694 654 964 711 639 936 1462 - - 1491 - - Mov Cap-2 Maneuver 694 654 - 711 639 - - - - - - - Stage 1 916 819 - 850 768 - - - - - - - Stage 2 833 768 - 913 803 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v10.13 9.48 1.22 0.08 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)292 - - 779 819 18 - - HCM Lane V/C Ratio 0.013 - - 0.099 0.02 0.001 - - HCM Control Delay (s/veh) 7.5 0 - 10.1 9.5 7.4 0 - HCM Lane LOS A A - B A A A - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 7.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 35 1 38 0 9 48 50 101 2 13 58 33 Future Vol, veh/h 35 1 38 0 9 48 50 101 2 13 58 33 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 75 75 75 87 87 87 87 87 87 Heavy Vehicles, % 1 1 1 23 23 23 1 1 1 2 2 2 Mvmt Flow 40 1 43 0 12 64 57 116 2 15 67 38 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 76 0 0 44 0 0 148 178 23 183 168 44 Stage 1 - - - - - - 102 102 - 44 44 - Stage 2 - - - - - - 45 76 - 139 124 - Critical Hdwy 4.11 - - 4.33 - - 7.11 6.51 6.21 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.11 5.51 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.11 5.51 - 6.12 5.52 - Follow-up Hdwy 2.209 - - 2.407 - - 3.509 4.009 3.309 3.518 4.018 3.318 Pot Cap-1 Maneuver 1529 - - 1439 - - 823 717 1057 778 725 1026 Stage 1 - - - - - - 906 812 - 970 858 - Stage 2 - - - - - - 971 834 - 864 793 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1529 - - 1439 - - 700 698 1057 633 706 1026 Mov Cap-2 Maneuver - - - - - - 700 698 - 633 706 - Stage 1 - - - - - - 882 791 - 970 858 - Stage 2 - - - - - - 863 834 - 716 772 - Approach EB WB NB SB HCM Control Delay, s/v 3.51 0 11.16 10.21 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)703 713 - - 1439 - - 796 HCM Lane V/C Ratio 0.168 0.026 - - - - - 0.131 HCM Control Delay (s/veh) 11.2 7.4 0 - 0 - - 10.2 HCM Lane LOS B A A - A - - B HCM 95th %tile Q(veh) 0.6 0.1 - - 0 - - 0.5 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 14 1 73 0 0 0 0 145 41 1 29 0 Future Vol, veh/h 14 1 73 0 0 0 0 145 41 1 29 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 86 86 86 75 75 75 88 88 88 Heavy Vehicles, % 1 1 1 0 0 0 4 4 4 3 3 3 Mvmt Flow 16 1 83 0 0 0 0 193 55 1 33 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 229 283 33 - 0 0 248 0 0 Stage 1 35 35 -- - - - - - Stage 2 193 248 -- - - - - - Critical Hdwy 6.41 6.51 6.21 - - - 4.13 - - Critical Hdwy Stg 1 5.41 5.51 -- - - - - - Critical Hdwy Stg 2 5.41 5.51 -- - - - - - Follow-up Hdwy 3.509 4.009 3.309 - - - 2.227 - - Pot Cap-1 Maneuver 762 627 1043 0 - - 1312 - 0 Stage 1 990 868 -0 - - - - 0 Stage 2 842 703 -0 - - - - 0 Platoon blocked, %- -- Mov Cap-1 Maneuver 761 0 1043 - - - 1312 - - Mov Cap-2 Maneuver 761 0 -- - - - - - Stage 1 990 0 -- - - - - - Stage 2 841 0 -- - - - - - Approach EB NB SB HCM Control Delay, s/v 9.07 0 0.26 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 985 60 - HCM Lane V/C Ratio - - 0.102 0.001 - HCM Control Delay (s/veh) - - 9.1 7.7 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.3 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 06/09/2025 PM Weekday Existing - February 2025 8:26 am 03/07/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 42 2 21 133 15 7 Future Vol, veh/h 42 2 21 133 15 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 85 85 84 84 75 75 Heavy Vehicles, % 43 43 1 1 0 0 Mvmt Flow 49 2 25 158 20 9 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 25 25 Stage 1 - - 0 0 Stage 2 - - 25 25 Critical Hdwy - - 6.4 6.5 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - 5.4 5.5 Follow-up Hdwy - - 3.5 4 Pot Cap-1 Maneuver - - 996 872 Stage 1 - - - - Stage 2 - - 1003 878 Platoon blocked, %- - Mov Cap-1 Maneuver - - 996 0 Mov Cap-2 Maneuver - - 996 0 Stage 1 - - - 0 Stage 2 - - 1003 0 Approach NB SB HCM Control Delay, s/v 0 8.72 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 996 HCM Lane V/C Ratio - - 0.029 HCM Control Delay (s/veh) - - 8.7 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.1 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 100 295 0 230 85 0 Future Vol, veh/h 100 295 0 230 85 0 Conflicting Peds, #/hr 0 8 8 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 91 91 76 76 93 93 Heavy Vehicles, % 1 1 2 2 0 0 Mvmt Flow 110 324 0 303 91 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 394 - - 0 - 0 Stage 1 91 - - - - - Stage 2 303 - - - - - Critical Hdwy 6.41 - - - - - Critical Hdwy Stg 1 5.41 - - - - - Critical Hdwy Stg 2 5.41 - - - - - Follow-up Hdwy 3.509 - - - - - Pot Cap-1 Maneuver 613 0 0 - - 0 Stage 1 935 0 0 - - 0 Stage 2 752 0 0 - - 0 Platoon blocked, %- - Mov Cap-1 Maneuver 613 - - - - - Mov Cap-2 Maneuver 613 - - - - - Stage 1 935 - - - - - Stage 2 752 - - - - - Approach EB NB SB HCM Control Delay, s/v12.16 0 0 HCM LOS B Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 613 - - HCM Lane V/C Ratio - 0.179 - - HCM Control Delay (s/veh) - 12.2 0 - HCM Lane LOS - B A - HCM 95th %tile Q(veh) - 0.6 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 20 5 20 5 295 30 10 290 10 Future Vol, veh/h 5 5 5 20 5 20 5 295 30 10 290 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 82 82 82 84 84 84 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 4 4 4 Mvmt Flow 7 7 7 27 7 27 6 360 37 12 345 12 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 750 784 351 763 771 378 357 0 0 396 0 0 Stage 1 375 375 - 390 390 - - - - - - - Stage 2 375 409 - 372 381 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.14 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.236 - - Pot Cap-1 Maneuver 330 328 697 324 333 673 1213 - - 1151 - - Stage 1 650 621 - 638 611 - - - - - - - Stage 2 650 600 - 652 617 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 305 321 697 308 327 673 1213 - - 1151 - - Mov Cap-2 Maneuver 305 321 - 308 327 - - - - - - - Stage 1 642 613 - 634 607 - - - - - - - Stage 2 613 596 - 631 609 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v13.44 15.3 0.12 0.26 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1213 - - 440 409 1151 - - HCM Lane V/C Ratio 0.005 - - 0.03 0.147 0.01 - - HCM Control Delay (s/veh) 8 - - 13.4 15.3 8.2 - - HCM Lane LOS A - - B C A - - HCM 95th %tile Q(veh) 0 - - 0.1 0.5 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 7.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 200 10 0 0 10 5 100 5 5 0 0 0 Future Vol, veh/h 200 10 0 0 10 5 100 5 5 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 75 75 75 85 85 85 91 91 91 Heavy Vehicles, % 0 0 0 0 0 0 7 7 7 0 0 0 Mvmt Flow 230 11 0 0 13 7 118 6 6 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 20 0 - - - 0 485 491 11 Stage 1 - - - - - - 471 471 - Stage 2 - - - - - - 13 20 - Critical Hdwy 4.1 - - - - - 6.47 6.57 6.27 Critical Hdwy Stg 1 - - - - - - 5.47 5.57 - Critical Hdwy Stg 2 - - - - - - 5.47 5.57 - Follow-up Hdwy 2.2 - - - - - 3.563 4.063 3.363 Pot Cap-1 Maneuver 1609 - 0 0 - - 532 471 1055 Stage 1 - - 0 0 - - 618 551 - Stage 2 - - 0 0 - - 997 869 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1609 - - - - - 456 0 1055 Mov Cap-2 Maneuver - - - - - - 456 0 - Stage 1 - - - - - - 529 0 - Stage 2 - - - - - - 997 0 - Approach EB WB NB HCM Control Delay, s/v 7.25 0 8.45 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1055 1599 - - - HCM Lane V/C Ratio 0.011 0.143 - - - HCM Control Delay (s/veh) 8.5 7.6 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.5 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 5 30 5 5 10 20 95 5 5 70 45 Future Vol, veh/h 40 5 30 5 5 10 20 95 5 5 70 45 Conflicting Peds, #/hr 8 0 3 2 0 7 3 0 2 7 0 8 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 79 79 79 94 94 94 Heavy Vehicles, % 0 0 0 0 0 0 4 4 4 0 0 0 Mvmt Flow 53 7 40 7 7 13 25 120 6 5 74 48 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 299 301 109 272 322 138 130 0 0 134 0 0 Stage 1 117 117 - 181 181 - - - - - - - Stage 2 182 184 - 91 141 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.14 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.236 - - 2.2 - - Pot Cap-1 Maneuver 657 615 950 684 599 915 1443 - - 1464 - - Stage 1 892 803 - 825 753 - - - - - - - Stage 2 824 751 - 921 784 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 617 593 941 628 578 904 1433 - - 1455 - - Mov Cap-2 Maneuver 617 593 - 628 578 - - - - - - - Stage 1 883 794 - 805 735 - - - - - - - Stage 2 784 733 - 869 776 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v10.87 10.17 1.26 0.31 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)297 - - 713 722 70 - - HCM Lane V/C Ratio 0.018 - - 0.14 0.037 0.004 - - HCM Control Delay (s/veh) 7.6 0 - 10.9 10.2 7.5 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0.1 - - 0.5 0.1 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 8.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 45 5 50 5 10 60 65 130 5 15 75 40 Future Vol, veh/h 45 5 50 5 10 60 65 130 5 15 75 40 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 75 75 75 87 87 87 87 87 87 Heavy Vehicles, % 1 1 1 23 23 23 1 1 1 2 2 2 Mvmt Flow 51 6 57 7 13 80 75 149 6 17 86 46 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 93 0 0 63 0 0 206 243 34 249 231 53 Stage 1 - - - - - - 136 136 - 67 67 - Stage 2 - - - - - - 70 107 - 183 165 - Critical Hdwy 4.11 - - 4.33 - - 7.11 6.51 6.21 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.11 5.51 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.11 5.51 - 6.12 5.52 - Follow-up Hdwy 2.209 - - 2.407 - - 3.509 4.009 3.309 3.518 4.018 3.318 Pot Cap-1 Maneuver 1507 - - 1417 - - 754 660 1042 704 669 1014 Stage 1 - - - - - - 869 786 - 944 839 - Stage 2 - - - - - - 943 809 - 819 762 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1507 - - 1417 - - 601 634 1042 519 642 1014 Mov Cap-2 Maneuver - - - - - - 601 634 - 519 642 - Stage 1 - - - - - - 839 758 - 939 835 - Stage 2 - - - - - - 803 805 - 631 735 - Approach EB WB NB SB HCM Control Delay, s/v 3.36 0.5 12.37 10.96 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)643 685 - - 102 - - 736 HCM Lane V/C Ratio 0.241 0.034 - - 0.005 - - 0.18 HCM Control Delay (s/veh) 12.4 7.5 0 - 7.6 0 - 11 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.9 0.1 - - 0 - - 0.7 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 5 95 0 0 0 0 185 50 5 35 0 Future Vol, veh/h 20 5 95 0 0 0 0 185 50 5 35 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 86 86 86 75 75 75 88 88 88 Heavy Vehicles, % 1 1 1 0 0 0 4 4 4 3 3 3 Mvmt Flow 23 6 108 0 0 0 0 247 67 6 40 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 298 364 40 - 0 0 313 0 0 Stage 1 51 51 -- - - - - - Stage 2 247 313 -- - - - - - Critical Hdwy 6.41 6.51 6.21 - - - 4.13 - - Critical Hdwy Stg 1 5.41 5.51 -- - - - - - Critical Hdwy Stg 2 5.41 5.51 -- - - - - - Follow-up Hdwy 3.509 4.009 3.309 - - - 2.227 - - Pot Cap-1 Maneuver 696 565 1034 0 - - 1241 - 0 Stage 1 974 854 -0 - - - - 0 Stage 2 797 659 -0 - - - - 0 Platoon blocked, %- -- Mov Cap-1 Maneuver 692 0 1034 - - - 1241 - - Mov Cap-2 Maneuver 692 0 -- - - - - - Stage 1 974 0 -- - - - - - Stage 2 793 0 -- - - - - - Approach EB NB SB HCM Control Delay, s/v 9.41 0 0.99 HCM LOS A Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 953 225 - HCM Lane V/C Ratio - - 0.143 0.005 - HCM Control Delay (s/veh) - - 9.4 7.9 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.5 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 06/09/2025 PM Weekday Future - February 2045 3:29 pm 05/16/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 55 5 25 170 20 10 Future Vol, veh/h 55 5 25 170 20 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 85 85 84 84 75 75 Heavy Vehicles, % 43 43 1 1 0 0 Mvmt Flow 65 6 30 202 27 13 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 30 30 Stage 1 - - 0 0 Stage 2 - - 30 30 Critical Hdwy - - 6.4 6.5 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - 5.4 5.5 Follow-up Hdwy - - 3.5 4 Pot Cap-1 Maneuver - - 990 867 Stage 1 - - - - Stage 2 - - 998 874 Platoon blocked, %- - Mov Cap-1 Maneuver - - 990 0 Mov Cap-2 Maneuver - - 990 0 Stage 1 - - - 0 Stage 2 - - 998 0 Approach NB SB HCM Control Delay, s/v 0 8.79 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 990 HCM Lane V/C Ratio - - 0.04 HCM Control Delay (s/veh) - - 8.8 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.1 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 81 275 0 429 87 0 Future Vol, veh/h 81 275 0 429 87 0 Conflicting Peds, #/hr 25 25 33 0 0 25 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 86 86 85 85 84 84 Heavy Vehicles, % 0 0 1 1 5 5 Mvmt Flow 94 320 0 505 104 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 633 - - 0 - 0 Stage 1 104 - - - - - Stage 2 530 - - - - - Critical Hdwy 6.4 - - - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 - - - - - Pot Cap-1 Maneuver 447 0 0 - - 0 Stage 1 926 0 0 - - 0 Stage 2 595 0 0 - - 0 Platoon blocked, %- - Mov Cap-1 Maneuver 447 - - - - - Mov Cap-2 Maneuver 447 - - - - - Stage 1 926 - - - - - Stage 2 595 - - - - - Approach EB NB SB HCM Control Delay, s/v 15.2 0 0 HCM LOS C Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 447 - - HCM Lane V/C Ratio - 0.211 - - HCM Control Delay (s/veh) - 15.2 0 - HCM Lane LOS - C A - HCM 95th %tile Q(veh) - 0.8 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 2 11 0 14 1 244 22 8 248 6 Future Vol, veh/h 0 0 2 11 0 14 1 244 22 8 248 6 Conflicting Peds, #/hr 0 0 0 2 0 2 0 0 2 2 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 85 85 85 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 2 2 2 Mvmt Flow 0 0 3 15 0 19 1 287 26 9 270 7 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All - 608 275 593 598 304 276 0 0 315 0 0 Stage 1 - 290 - 304 304 - - - - - - - Stage 2 - 317 - 289 293 - - - - - - - Critical Hdwy - 6.5 6.2 7.1 6.5 6.2 4.12 - - 4.12 - - Critical Hdwy Stg 1 - 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 - 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy - 4 3.3 3.5 4 3.3 2.218 - - 2.218 - - Pot Cap-1 Maneuver 0 413 769 420 419 740 1287 - - 1245 - - Stage 1 0 676 - 709 666 - - - - - - - Stage 2 0 658 - 723 674 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver - 409 767 413 414 738 1287 - - 1243 - - Mov Cap-2 Maneuver - 409 - 413 414 - - - - - - - Stage 1 - 670 - 708 664 - - - - - - - Stage 2 - 656 - 713 668 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v 9.71 11.99 0.03 0.24 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1287 - - 767 548 1243 - - HCM Lane V/C Ratio 0.001 - - 0.003 0.061 0.007 - - HCM Control Delay (s/veh) 7.8 - - 9.7 12 7.9 - - HCM Lane LOS A - - A B A - - HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 7.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 238 14 0 0 13 3 65 0 1 0 0 0 Future Vol, veh/h 238 14 0 0 13 3 65 0 1 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 83 83 83 75 75 75 75 75 75 88 88 88 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 0 0 0 Mvmt Flow 287 17 0 0 17 4 87 0 1 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 21 0 - - - 0 608 612 17 Stage 1 - - - - - - 590 590 - Stage 2 - - - - - - 17 21 - Critical Hdwy 4.1 - - - - - 6.42 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 5.42 5.52 - Critical Hdwy Stg 2 - - - - - - 5.42 5.52 - Follow-up Hdwy 2.2 - - - - - 3.518 4.018 3.318 Pot Cap-1 Maneuver 1608 - 0 0 - - 459 408 1062 Stage 1 - - 0 0 - - 554 495 - Stage 2 - - 0 0 - - 1005 877 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1608 - - - - - 376 0 1062 Mov Cap-2 Maneuver - - - - - - 376 0 - Stage 1 - - - - - - 454 0 - Stage 2 - - - - - - 1005 0 - Approach EB WB NB HCM Control Delay, s/v 7.3 0 8.39 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1062 1592 - - - HCM Lane V/C Ratio 0.001 0.178 - - - HCM Control Delay (s/veh) 8.4 7.7 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.6 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 37 3 29 14 4 10 31 69 14 8 76 39 Future Vol, veh/h 37 3 29 14 4 10 31 69 14 8 76 39 Conflicting Peds, #/hr 27 0 0 16 0 43 0 0 16 43 0 27 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 78 78 78 75 75 75 92 92 92 81 81 81 Heavy Vehicles, % 4 4 4 0 0 0 4 4 4 0 0 0 Mvmt Flow 47 4 37 19 5 13 34 75 15 10 94 48 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 353 365 161 325 382 169 169 0 0 133 0 0 Stage 1 165 165 - 193 193 - - - - - - - Stage 2 188 201 - 132 189 - - - - - - - Critical Hdwy 7.14 6.54 6.24 7.1 6.5 6.2 4.14 - - 4.1 - - Critical Hdwy Stg 1 6.14 5.54 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.14 5.54 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.536 4.036 3.336 3.5 4 3.3 2.236 - - 2.2 - - Pot Cap-1 Maneuver 598 560 879 632 554 881 1396 - - 1464 - - Stage 1 833 758 - 813 745 - - - - - - - Stage 2 809 731 - 877 748 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 531 510 848 552 505 819 1365 - - 1412 - - Mov Cap-2 Maneuver 531 510 - 552 505 - - - - - - - Stage 1 808 735 - 764 699 - - - - - - - Stage 2 742 687 - 817 725 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v11.67 11.23 2.09 0.49 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)474 - - 628 615 110 - - HCM Lane V/C Ratio 0.025 - - 0.141 0.061 0.007 - - HCM Control Delay (s/veh) 7.7 0 - 11.7 11.2 7.6 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0.1 - - 0.5 0.2 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 9.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 12 47 7 13 81 44 161 17 73 77 54 Future Vol, veh/h 52 12 47 7 13 81 44 161 17 73 77 54 Conflicting Peds, #/hr 4 0 4 2 0 2 4 0 2 2 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 84 84 90 90 90 80 80 80 86 86 86 Heavy Vehicles, % 5 5 5 6 6 6 1 1 1 0 0 0 Mvmt Flow 62 14 56 8 14 90 55 201 21 85 90 63 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 108 0 0 74 0 0 249 294 48 320 277 67 Stage 1 - - - - - - 170 170 - 79 79 - Stage 2 - - - - - - 79 124 - 241 198 - Critical Hdwy 4.15 - - 4.16 - - 7.11 6.51 6.21 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.11 5.51 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.11 5.51 - 6.1 5.5 - Follow-up Hdwy 2.245 - - 2.254 - - 3.509 4.009 3.309 3.5 4 3.3 Pot Cap-1 Maneuver 1464 - - 1500 - - 707 619 1023 637 634 1002 Stage 1 - - - - - - 834 760 - 935 833 - Stage 2 - - - - - - 932 795 - 767 741 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1459 - - 1495 - - 536 584 1018 393 598 995 Mov Cap-2 Maneuver - - - - - - 536 584 - 393 598 - Stage 1 - - - - - - 794 724 - 926 826 - Stage 2 - - - - - - 772 788 - 517 706 - Approach EB WB NB SB HCM Control Delay, s/v 3.55 0.51 14.28 11.38 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)609 727 - - 106 - - 716 HCM Lane V/C Ratio 0.365 0.042 - - 0.005 - - 0.213 HCM Control Delay (s/veh) 14.3 7.6 0 - 7.4 0 - 11.4 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 1.7 0.1 - - 0 - - 0.8 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 47 1 148 0 0 0 0 294 38 7 46 0 Future Vol, veh/h 47 1 148 0 0 0 0 294 38 7 46 0 Conflicting Peds, #/hr 4 0 4 2 0 2 4 0 2 2 0 4 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 87 87 87 92 92 92 88 88 88 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 2 2 2 Mvmt Flow 53 1 168 0 0 0 0 320 41 8 52 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 392 431 56 - 0 0 363 0 0 Stage 1 68 68 -- - - - - - Stage 2 324 363 -- - - - - - Critical Hdwy 6.4 6.5 6.2 - - - 4.12 - - Critical Hdwy Stg 1 5.4 5.5 -- - - - - - Critical Hdwy Stg 2 5.4 5.5 -- - - - - - Follow-up Hdwy 3.5 4 3.3 - - - 2.218 - - Pot Cap-1 Maneuver 616 520 1016 0 - - 1196 - 0 Stage 1 960 842 -0 - - - - 0 Stage 2 738 628 -0 - - - - 0 Platoon blocked, %- -- Mov Cap-1 Maneuver 612 0 1013 - - - 1196 - - Mov Cap-2 Maneuver 612 0 -- - - - - - Stage 1 960 0 -- - - - - - Stage 2 733 0 -- - - - - - Approach EB NB SB HCM Control Delay, s/v10.52 0 1.06 HCM LOS B Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 875 238 - HCM Lane V/C Ratio - - 0.255 0.007 - HCM Control Delay (s/veh) - - 10.5 8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 1 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 06/09/2025 PM Weekend Existing - February 2025 10:28 am 03/07/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 29 6 49 293 82 27 Future Vol, veh/h 29 6 49 293 82 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 75 75 91 91 83 83 Heavy Vehicles, % 11 11 2 2 0 0 Mvmt Flow 39 8 54 322 99 33 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 54 54 Stage 1 - - 0 0 Stage 2 - - 54 54 Critical Hdwy - - 6.4 6.5 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - 5.4 5.5 Follow-up Hdwy - - 3.5 4 Pot Cap-1 Maneuver - - 959 841 Stage 1 - - - - Stage 2 - - 974 854 Platoon blocked, %- - Mov Cap-1 Maneuver - - 959 0 Mov Cap-2 Maneuver - - 959 0 Stage 1 - - - 0 Stage 2 - - 974 0 Approach NB SB HCM Control Delay, s/v 0 9.35 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 959 HCM Lane V/C Ratio - - 0.137 HCM Control Delay (s/veh) - - 9.3 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.5 HCM 7th TWSC 1: SR 906 & I-90 EB Off Ramp 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 105 350 0 545 110 0 Future Vol, veh/h 105 350 0 545 110 0 Conflicting Peds, #/hr 25 25 33 0 0 25 Sign Control Stop Stop Free Free Free Free RT Channelized - Free - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, %0 - - 0 0 - Peak Hour Factor 86 86 85 85 84 84 Heavy Vehicles, % 0 0 1 1 5 5 Mvmt Flow 122 407 0 641 131 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 797 - - 0 - 0 Stage 1 131 - - - - - Stage 2 666 - - - - - Critical Hdwy 6.4 - - - - - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 - - - - - Pot Cap-1 Maneuver 358 0 0 - - 0 Stage 1 900 0 0 - - 0 Stage 2 514 0 0 - - 0 Platoon blocked, %- - Mov Cap-1 Maneuver 358 - - - - - Mov Cap-2 Maneuver 358 - - - - - Stage 1 900 - - - - - Stage 2 514 - - - - - Approach EB NB SB HCM Control Delay, s/v20.15 0 0 HCM LOS C Minor Lane/Major Mvmt NBTEBLn1EBLn2 SBT Capacity (veh/h)- 358 - - HCM Lane V/C Ratio - 0.341 - - HCM Control Delay (s/veh) - 20.2 0 - HCM Lane LOS - C A - HCM 95th %tile Q(veh) - 1.5 - - HCM 7th TWSC 2: SR 906 & Guye Peak Lane/Driveway 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 2 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 15 5 20 5 310 30 10 315 10 Future Vol, veh/h 5 5 5 15 5 20 5 310 30 10 315 10 Conflicting Peds, #/hr 0 0 0 2 0 2 0 0 2 2 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 85 85 85 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 2 2 2 Mvmt Flow 7 7 7 20 7 27 6 365 35 11 342 11 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 751 783 350 766 771 386 353 0 0 402 0 0 Stage 1 370 370 - 396 396 - - - - - - - Stage 2 382 414 - 369 375 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.218 - - 2.218 - - Pot Cap-1 Maneuver 329 328 698 322 333 666 1205 - - 1157 - - Stage 1 655 624 - 633 607 - - - - - - - Stage 2 645 597 - 655 621 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 304 321 697 306 326 664 1205 - - 1155 - - Mov Cap-2 Maneuver 304 321 - 306 326 - - - - - - - Stage 1 647 617 - 628 603 - - - - - - - Stage 2 607 592 - 633 613 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v13.44 14.72 0.12 0.24 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1205 - - 440 423 1155 - - HCM Lane V/C Ratio 0.005 - - 0.03 0.126 0.009 - - HCM Control Delay (s/veh) 8 - - 13.4 14.7 8.1 - - HCM Lane LOS A - - B B A - - HCM 95th %tile Q(veh) 0 - - 0.1 0.4 0 - - HCM 7th TWSC 3: I-90 WB Off Ramp/I-90 WB On Ramp & Yellowstone Trail Rd 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 3 Intersection Int Delay, s/veh 7.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 300 20 0 0 15 5 85 5 5 0 0 0 Future Vol, veh/h 300 20 0 0 15 5 85 5 5 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 83 83 83 75 75 75 75 75 75 88 88 88 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 0 0 0 Mvmt Flow 361 24 0 0 20 7 113 7 7 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 27 0 - - - 0 767 774 24 Stage 1 - - - - - - 747 747 - Stage 2 - - - - - - 20 27 - Critical Hdwy 4.1 - - - - - 6.42 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 5.42 5.52 - Critical Hdwy Stg 2 - - - - - - 5.42 5.52 - Follow-up Hdwy 2.2 - - - - - 3.518 4.018 3.318 Pot Cap-1 Maneuver 1600 - 0 0 - - 370 330 1052 Stage 1 - - 0 0 - - 468 420 - Stage 2 - - 0 0 - - 1003 873 - Platoon blocked, %-- - Mov Cap-1 Maneuver 1600 - - - - - 286 0 1052 Mov Cap-2 Maneuver - - - - - - 286 0 - Stage 1 - - - - - - 361 0 - Stage 2 - - - - - - 1003 0 - Approach EB WB NB HCM Control Delay, s/v 7.41 0 8.46 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBL EBT WBT WBR Capacity (veh/h)1052 1579 - - - HCM Lane V/C Ratio 0.013 0.226 - - - HCM Control Delay (s/veh) 8.5 7.9 0 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 0.9 - - - HCM 7th TWSC 4: SR 906 & Tanner Way/Driveway 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 4 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 45 5 35 20 5 15 40 90 20 10 95 50 Future Vol, veh/h 45 5 35 20 5 15 40 90 20 10 95 50 Conflicting Peds, #/hr 27 0 0 16 0 43 0 0 16 43 0 27 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 78 78 78 75 75 75 92 92 92 81 81 81 Heavy Vehicles, % 4 4 4 0 0 0 4 4 4 0 0 0 Mvmt Flow 58 6 45 27 7 20 43 98 22 12 117 62 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 431 449 191 400 469 195 206 0 0 163 0 0 Stage 1 200 200 - 239 239 - - - - - - - Stage 2 231 250 - 161 231 - - - - - - - Critical Hdwy 7.14 6.54 6.24 7.1 6.5 6.2 4.14 - - 4.1 - - Critical Hdwy Stg 1 6.14 5.54 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.14 5.54 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.536 4.036 3.336 3.5 4 3.3 2.236 - - 2.2 - - Pot Cap-1 Maneuver 531 502 845 564 495 852 1353 - - 1428 - - Stage 1 797 732 - 769 712 - - - - - - - Stage 2 767 696 - 846 717 - - - - - - - Platoon blocked, %- -- - Mov Cap-1 Maneuver 459 452 815 478 445 792 1323 - - 1377 - - Mov Cap-2 Maneuver 459 452 - 478 445 - - - - - - - Stage 1 772 708 - 715 662 - - - - - - - Stage 2 689 648 - 774 694 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v12.99 12.17 2.08 0.49 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)463 - - 559 555 109 - - HCM Lane V/C Ratio 0.033 - - 0.195 0.096 0.009 - - HCM Control Delay (s/veh) 7.8 0 - 13 12.2 7.6 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0.1 - - 0.7 0.3 0 - - HCM 7th TWSC 5: Hyak Dr E & SR 906 & Driveway 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 11.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 65 15 60 10 15 105 55 205 20 95 100 70 Future Vol, veh/h 65 15 60 10 15 105 55 205 20 95 100 70 Conflicting Peds, #/hr 4 0 4 2 0 2 4 0 2 2 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 84 84 90 90 90 80 80 80 86 86 86 Heavy Vehicles, % 5 5 5 6 6 6 1 1 1 0 0 0 Mvmt Flow 77 18 71 11 17 117 69 256 25 110 116 81 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 137 0 0 93 0 0 313 372 60 404 349 83 Stage 1 - - - - - - 212 212 - 101 101 - Stage 2 - - - - - - 101 160 - 303 248 - Critical Hdwy 4.15 - - 4.16 - - 7.11 6.51 6.21 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.11 5.51 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.11 5.51 - 6.1 5.5 - Follow-up Hdwy 2.245 - - 2.254 - - 3.509 4.009 3.309 3.5 4 3.3 Pot Cap-1 Maneuver 1428 - - 1476 - - 641 560 1009 561 578 982 Stage 1 - - - - - - 792 729 - 910 815 - Stage 2 - - - - - - 908 768 - 711 705 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1423 - - 1471 - - 433 520 1004 266 537 975 Mov Cap-2 Maneuver - - - - - - 433 520 - 266 537 - Stage 1 - - - - - - 744 684 - 899 806 - Stage 2 - - - - - - 704 759 - 408 662 - Approach EB WB NB SB HCM Control Delay, s/v 3.56 0.57 18.54 12.79 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)543 720 - - 118 - - 659 HCM Lane V/C Ratio 0.518 0.054 - - 0.008 - - 0.3 HCM Control Delay (s/veh) 18.5 7.7 0 - 7.5 0 - 12.8 HCM Lane LOS C A A - A A - B HCM 95th %tile Q(veh) 3 0.2 - - 0 - - 1.3 HCM 7th TWSC 6: SR 906 & I-90 EB Off Ramp/I-90 EB On Ramp 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 4.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 60 5 190 0 0 0 0 375 50 10 60 0 Future Vol, veh/h 60 5 190 0 0 0 0 375 50 10 60 0 Conflicting Peds, #/hr 4 0 4 2 0 2 4 0 2 2 0 4 Sign Control Stop Stop Stop Free Free Free Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 87 87 87 92 92 92 88 88 88 Heavy Vehicles, % 0 0 0 0 0 0 2 2 2 2 2 2 Mvmt Flow 68 6 216 0 0 0 0 408 54 11 68 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 503 555 72 - 0 0 464 0 0 Stage 1 91 91 -- - - - - - Stage 2 412 464 -- - - - - - Critical Hdwy 6.4 6.5 6.2 - - - 4.12 - - Critical Hdwy Stg 1 5.4 5.5 -- - - - - - Critical Hdwy Stg 2 5.4 5.5 -- - - - - - Follow-up Hdwy 3.5 4 3.3 - - - 2.218 - - Pot Cap-1 Maneuver 532 443 996 0 - - 1097 - 0 Stage 1 938 824 -0 - - - - 0 Stage 2 673 567 -0 - - - - 0 Platoon blocked, %- -- Mov Cap-1 Maneuver 526 0 992 - - - 1097 - - Mov Cap-2 Maneuver 526 0 -- - - - - - Stage 1 938 0 -- - - - - - Stage 2 666 0 -- - - - - - Approach EB NB SB HCM Control Delay, s/v11.79 0 1.19 HCM LOS B Minor Lane/Major Mvmt NBT NBREBLn1 SBL SBT Capacity (veh/h)- - 818 257 - HCM Lane V/C Ratio - - 0.354 0.01 - HCM Control Delay (s/veh) - - 11.8 8.3 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 1.6 0 - HCM 7th TWSC 7: SR 906 & I-90 WB Ramp 06/09/2025 PM Weekend Future - February 2045 3:33 pm 05/16/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 35 10 60 370 105 35 Future Vol, veh/h 35 10 60 370 105 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Yield Yield Free Free Stop Stop RT Channelized - Stop - Yield - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, %0 - 0 - - 0 Peak Hour Factor 75 75 91 91 83 83 Heavy Vehicles, % 11 11 2 2 0 0 Mvmt Flow 47 13 66 407 127 42 Major/Minor Major1 Minor2 Conflicting Flow All 0 0 66 66 Stage 1 - - 0 0 Stage 2 - - 66 66 Critical Hdwy - - 6.4 6.5 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - 5.4 5.5 Follow-up Hdwy - - 3.5 4 Pot Cap-1 Maneuver - - 944 829 Stage 1 - - - - Stage 2 - - 962 844 Platoon blocked, %- - Mov Cap-1 Maneuver - - 944 0 Mov Cap-2 Maneuver - - 944 0 Stage 1 - - - 0 Stage 2 - - 962 0 Approach NB SB HCM Control Delay, s/v 0 9.64 HCM LOS A Minor Lane/Major Mvmt NBT NBRSBLn1 Capacity (veh/h)- - 944 HCM Lane V/C Ratio - - 0.179 HCM Control Delay (s/veh) - - 9.6 HCM Lane LOS - - A HCM 95th %tile Q(veh) - - 0.6 Appendix I | 1 Appendix I. Priority Project Locations Cutsheets Appendix I | 2 Appendix J | 1 Appendix J. Countermeasures Toolbox Countermeasures Toolbox Appendix J | CSAP Snoqualmie Pass | Kittitas County | 2025 Produced By Introduction This document provides a set of tools for improving pedestrian safety on the State Highway System. It was designed to be used to address issues identified during traffic safety investigations conducted while evaluating high collision concentration locations and systemic safety locations. However, these tools may be used more generally to improve pedestrian safety. This document should not provide the sole source of guidance when resolving a pedestrian safety issue. Each location and situation is unique, and engineering judgment should be used when applying these tools and selecting the best solution for any location. 2 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Summary * https://highways.dot.gov/sites/fhwa.dot.gov/files/2024-01/ Safe_System_Roadway_Design_Hierarchy.pdf This Toolbox presents 43 safety countermeasures applicable in different roadway contexts. Many of the countermeasures have an associated Crash Reduction Factor (CRF) and crash type (i.e., all modes, bicycle and pedestrian crashes only, etc.) as outlined in the California Local Roadway Safety Manual (LRSM). The higher the CRF (1 being the highest), the greater the expected reduction in crashes. Countermeasures not in the LRSM are scored on a “low-medium-high” research availability scale based on proven safety studies. The higher the rating, the greater the availability of rigorous research demonstrating proven safety benefits. Countermeasures also feature the tier rankings introduced by the FHWA Safe System Roadway Design Hiearchy. The Safe System Roadway Design Hierarchy includes four tiers arranged from most to least aligned with Safe System principles.* Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Barrier in the center of the roadway that physically separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and driveways, reducing the number of conflict points. Cost $$$ Low Cost / Quick Build alternative available LRSM ID R03 INTERSECTIONS & ROADWAYS Median Barrier SAFE SYSTEM HIERARCHY Remove Severe Conflicts Tier 1 Tier 2 Tier 3 Tier 4 Countermeasure Description Countermeasure Icon Cost ($ / $$ / $$$) LRSM ID Countermeasure Title Safe System Roadway Design Hierarchy 3Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Index of Countermeasures Bikeways 6 Bicycle Crossing (Solid Green Paint) .................................................................................6 Bicycle Ramp ..........................................................................................................................6 Bicycle Signal/Exclusive Bike Phase .................................................................................7 Bike Box ..................................................................................................................................7 Bike Detection .......................................................................................................................8 Bike-Friendly Drain ...............................................................................................................8 Extend Bike Lane to Intersection ......................................................................................9 Bike Lane .................................................................................................................................9 Floating Transit Island or Bus Boarding Island ..............................................................10 Green Conflict Striping ......................................................................................................10 Separated Bikeway .............................................................................................................11 Mixing Zone .........................................................................................................................11 Door Zone Markings ..........................................................................................................12 Shared-Use Path ..................................................................................................................12 Two-Stage Turn Queue Bike Box .....................................................................................13 Extend Green Time for Bikes ............................................................................................13 Bicycles May Use Full Lane Sign ......................................................................................14 Buffered Bike Lane .............................................................................................................14 Intersections & Roadways 15 Rumble Strips .......................................................................................................................15 All-Way Stop Control .........................................................................................................15 Centerline Hardening .........................................................................................................16 Close Slip Lane.....................................................................................................................16 Directional Median Openings to Restrict Left Turns ...................................................17 Improved Pavement Friction ............................................................................................17 Safety Edge ...........................................................................................................................18 Guardrail ................................................................................................................................18 Median Barrier .....................................................................................................................19 Roundabout ..........................................................................................................................19 Signal ......................................................................................................................................20 Superrelevation at Horizontal Curve Locations ...........................................................20 Intersection Reconstruction and Tightening ................................................................21 Lane Narrowing ...................................................................................................................21 Left Turn Enhanced Daylighting/Slow Turn Wedge ....................................................22 Neighborhood Traffic Circle ..............................................................................................22 Partial Closure/Diverter ....................................................................................................23 Protected Intersection .......................................................................................................23 Raised Crosswalk ................................................................................................................24 Raised Intersection .............................................................................................................24 Raised Median .....................................................................................................................25 Refuge Island ........................................................................................................................25 Reduced Left-Turn Conflict Intersection ........................................................................26 Road Diet ..............................................................................................................................26 Speed Hump or Speed Table ............................................................................................27 Splitter Island .......................................................................................................................27 Straighten Crosswalk ..........................................................................................................28 Widen/Pave Shoulder ........................................................................................................28 Pedestrian Facilities 29 Audible Push Button Upgrade .........................................................................................29 Add Sidewalk .......................................................................................................................29 Install/Upgrade Pedestrian Crossing at Uncontrolled Locations .............................30 Co-Locate Bus Stops and Pedestrian Crossings ...........................................................30 Curb Extensions ..................................................................................................................31 Extend Time Push Button .................................................................................................31 High-Visibility Crosswalk ...................................................................................................32 Pedestrian Countdown Timer ..........................................................................................32 Pedestrian Hybrid Beacon ................................................................................................33 Landscape Buffer ................................................................................................................33 4 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Leading Pedestrian Interval and Pedestrian Recall ......................................................34 Pedestrian Detection .........................................................................................................34 Remove Crossing Prohibition ...........................................................................................35 Restripe Crosswalk .............................................................................................................35 Upgrade Curb Ramp ...........................................................................................................36 Widen Sidewalk ...................................................................................................................36 Rectangular Rapid Flashing Beacon ................................................................................37 Signals 37 Retroreflective Tape on Signals ........................................................................................37 Supplemental Signal Heads ..............................................................................................38 Advanced Dilemma Zone Detection ..............................................................................38 Extend Pedestrian Crossing Time ....................................................................................39 Extend Yellow and All Red Time ......................................................................................39 Flashing Yellow Turn Phase ...............................................................................................40 Pedestrian Scramble ...........................................................................................................40 Prohibit Left Turn ................................................................................................................41 Prohibit Turns During Pedestrian Phase ........................................................................41 Protected Left Turns ...........................................................................................................42 Prohibit Right-Turn-on-Red ..............................................................................................42 Separate Right-Turn Phasing ............................................................................................43 Shorten Cycle Length .........................................................................................................43 Signal Interconnectivity and Coordination/Green Wave ...........................................44 Speed Sensitive Rest in Red Signal .................................................................................44 Upgrade Signal Head ..........................................................................................................45 Signing & Striping 45 Advance Stop Bar ................................................................................................................45 Advance Yield Markings ....................................................................................................46 Curve Advance Warning Sign ...........................................................................................46 Flashing Beacon as Advance Warning ............................................................................47 Chevron Signs on Horizontal Curves ..............................................................................47 LED-Enhanced Sign ............................................................................................................48 Painted Centerline and Raised Pavement Markers at Curves ..................................48 Speed Feedback Sign .........................................................................................................49 Speed Legends on Pavement at Neighborhood Entries .............................................49 Striping Through Intersection ..........................................................................................50 Time-Based Turn Restriction ............................................................................................50 Upgrade Intersection Pavement Markings ....................................................................51 Upgrade Signs with Fluorescent Sheeting.....................................................................51 Upgrade Striping .................................................................................................................52 Upgrade to Larger Warning Signs ...................................................................................52 Wayfinding ...........................................................................................................................53 Yield to Pedestrians Sign ...................................................................................................53 Other 54 Back-In Angled Parking ......................................................................................................54 Access Management/Close Driveway ............................................................................54 Intersection Lighting ..........................................................................................................55 Segment Lighting ................................................................................................................55 Create or Increase Clear Zone..........................................................................................56 Curbside Management ......................................................................................................56 Far-Side Bus Stop ................................................................................................................57 Delineators, Reflectors, and/or Object Markers ..........................................................57 Impact Attenuators .............................................................................................................58 Median Guardrail ................................................................................................................58 Speed Limit Reduction .......................................................................................................59 Relocate Select Hazardous Utility Poles ........................................................................59 Remove Obstruction for Sightlines .................................................................................60 Upgrade Lighting to LED ...................................................................................................60 Red Light Camera ................................................................................................................61 5Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Solid green paint across an intersection signifies the path of the bicycle crossing. Increases visibility of bicyclists’ anticipated path of travel through an intersection. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Bicycle Crossing (Solid Green Paint) Tier 1 Tier 2 Tier 3 Tier 4 A ramp that connects bicyclists from the road to the sidewalk or a shared use path. Cost $ BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Bicycle Ramp Tier 1 Tier 2 Tier 3 Tier 4 Bikeways Bicycle Crossing (Solid Green Paint) Bicycle Ramp 6 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A traffic signal directing bicycle traffic across an intersection. Separates in time bicycle movements from conflicting motor vehicle, streetcar, light rail, or pedestrian movements. May be applicable for Class IV facilities when the bikeway is brought up to the intersection. Cost $$$ BIKEWAYS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Remove Severe Conflicts Bicycle Signal/ Exclusive Bike Phase Tier 1 Tier 2 Tier 3 Tier 4 A designated area between the crosswalk and vehicle stop bar at a signalized intersection that is often painted green where bicyclists can wait during a red signal phase. The use of the bike box places bicyclists in a location where they are more visible to motorists. Cost $ Low Cost / Quick Build alternative available LRSM ID S20PB BIKEWAYS Manage Conflicts in Time Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Bike Box Tier 1 Tier 2 Tier 3 Tier 4 Bicycle Signal/Exclusive Bike Phase Bike Box 7Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Technology used at signalized intersections, either through use of push-buttons, in-pavement loops, or by video or infrared cameras, to call a green light for bicyclists and reduce delay for bicycle travel. Discourages red light running by bicyclists and increases convenience of bicycling. Cost $$ BIKEWAYS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Bike Detection Tier 1 Tier 2 Tier 3 Tier 4 Drains that avoid placing grating in the right-of-way that may pose a hazard to bicyclists by increasing their risk of falling. Cost $$ BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Bike-Friendly Drain Tier 1 Tier 2 Tier 3 Tier 4 Bike Detection Bike-Friendly Drain 8 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County In locations where a bike lane is dropped due to the addition of a right turn pocket, the intersection approach may be restriped to allow for bicyclists to move to the left side of right turning vehicles ahead of reaching the intersection. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Extend Bike Lane to Intersection Tier 1 Tier 2 Tier 3 Tier 4 Bike lanes designate an exclusive space for bicyclists using pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and flows in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge, or travel lane. Cost $$ Low Cost / Quick Build alternative available LRSM ID R32PB BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Bike Lane Tier 1 Tier 2 Tier 3 Tier 4 Extend Bike Lane to Intersection Bike Lane 9Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Transit boarding island that is designed to allow bicycles to pass between the sidewalk and island thereby avoiding a bus-bike conflict when the bus stops at the boarding island. Can be used in combination with a bike lane, bufferred bike lane, or separated bike lane. The treatment can also reduce vehicle speeds as the island itself visually narrows the roadway and can have a traffic calming effect. Cost $$ Low Cost / Quick Build alternative available BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Floating Transit Island or Bus Boarding Island Tier 1 Tier 2 Tier 3 Tier 4 Green conflict striping is green pavement markings in a dashed pattern that extend across bike lanes approaching an intersection and/or going through an intersection. Green conflict striping improves and increases the visibility of bicyclists and potential conflict points so motorists and bicyclists can use caution when traveling toward and through an intersection. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Green Conflict Striping Tier 1 Tier 2 Tier 3 Tier 4 Floating Transit Island or Bus Boarding Island Green Conflict Striping 10 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A separated bikeway, also called a cycletrack, provides dedicated street space, typically adjacent to outer vehicle travel lanes, with physical separation from vehicle traffic, designated lane markings, pavement legends, and signage. Physical separation may consist of plastic posts, parked vehicles, raised median, or a curb (if the separated bike lane is raised to sidewalk level). Separated bikeways reduce conflicts between people biking and motorists. They also provide more physical protection that further reduces the risk of severe conflicts between bicycles and vehicles on the road. Separated bike lanes can also help manage or reduce vehicle speeds as some of the design features can have a traffic calming effect. Cost $$$ Low Cost / Quick Build alternative available LRSM ID R33PB BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Separated Bikeway Tier 1 Tier 2 Tier 3 Tier 4 A mixing zone is where a suggested bike lane is within the inside portion of a dedicated motor vehicle turn lane. Lane markings delineate space for bicyclists and motorists within the same lane and indicate the intended path for bicyclists to reduce conflict with turning motor vehicles. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Mixing Zone Tier 1 Tier 2 Tier 3 Tier 4 Separated Bikeway Mixing Zone 11Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Pavement markings denoting door zone of parked vehicles to raise awareness of bicyclists and motorists of that conflict area where an open car door could obstruct the path of a passing bicyclist. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Door Zone Markings Tier 1 Tier 2 Tier 3 Tier 4 Shared-use paths or trails are off-street facilities that provide exclusive use for nonmotorized travel, including bicyclists and pedestrians. They could be located alongside a roadway, or exist in a separate right-of-way. Bike paths have minimal cross flow with motorists and can be utilized for both recreational and commute trips. Cost $$$ Low Cost / Quick Build alternative available BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Shared-Use Path Tier 1 Tier 2 Tier 3 Tier 4 Door Zone Markings Shared-Use Path 12 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County This roadway treatment provides bicyclists with a means of making a left turn at a multi-lane signalized intersection from a bike lane or cycle track on the far right side of the roadway. In this way, bicyclists are removed from the flow of traffic while waiting to turn. Use of this treatment could be mirrored for right- turns from a one-way street with a left-side bikeway. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Manage Conflicts in Time Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Two-Stage Turn Queue Bike Box Tier 1 Tier 2 Tier 3 Tier 4 Prolongs the green phase when bicyclists are present to provide additional time for bicyclists to clear the intersection. Can occur automatically in the signal phasing or when prompted with bicycle detection. Topography should be considered in clearance time. Cost $ LRSM ID S03 BIKEWAYS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Extend Green Time For Bikes Tier 1 Tier 2 Tier 3 Tier 4 Two-Stage Turn Queue Bike Box Extend Green Time for Bikes 13Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A sign placed on roads with lanes that are too narrow to allow safe side-by-side in-lane passing of a bicyclist by a motorist - signs indicate that bicyclists may occupy the full lane. Intended to encourage motorists to provide ample space between side of the vehicle and an adjacent bicyclist when passing. Cost $ Low Cost / Quick Build alternative available BIKEWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Bicycles May Use Full Lane Sign Tier 1 Tier 2 Tier 3 Tier 4 Buffered Bike Lanes are standard bike lanes paired with a designated horizontal buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. This type of bikeway provides greater distance between vehicles and bicycles; provides space for bicyclists to pass each other; provides greater space for bicycling without making the bike lane appear so wide that it might be mistaken for a travel lane; and encourages bicycling by contributing to the perception of safety. Cost $$ Low Cost / Quick Build alternative available LRSM ID R32PB BIKEWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Buffered Bike Lane Tier 1 Tier 2 Tier 3 Tier 4 Bicycles May Use Full Lane Sign Buffered Bike Lane 14 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Rumble strips create noise and vibration inside the vehicle that alert a driver as they cross the centerline or edge line. Treatment can help with lane keeping instances where a driver is distracted or drowsy. Rumble strips also alert drivers to the lane limits when conditions such as rain, fog, snow, or dust reduce driver visibility. Cost $ LRSM ID R30/R31 INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Rumble Strips Tier 1 Tier 2 Tier 3 Tier 4 An all-way stop-controlled intersection requires all vehicles to stop before crossing the intersection. An all-way stop-controlled intersection reduces the risk of severe conflicts as long as all road users see and obey the stop signs. The MUTCD (Manual on Uniform Traffic Control Devices) includes information on when and how to implement “All Way” Or “Multi-Way” stop control intersections. Cost $ LRSM ID NS02 INTERSECTIONS & ROADWAYS Manage Conflicts in Time Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds All-Way Stop Control Tier 1 Tier 2 Tier 3 Tier 4 Intersections & Roadways Rumble Strips All-Way Stop Control 15Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Centerline hardening involves placing durable plastic bollards, flex posts, and/or rubber curbs along the centerline. When used at intersections, they can be effective at requiring motorists to make left-turn movements at a 90-degree angle, thereby slowing vehicle speeds and improving motorists’ visibility of the crosswalks across which they travel when turning. When used along a roadway segment, they can be effective at generally slowing vehicle speeds and preventing undesirable left-turning and/or U-turns between intersections. Cost $ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Centerline Hardening Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=24 Modifies the corner of an intersection to remove the sweeping right turn lane for vehicles. Results in shorter crossings for pedestrians, reduced speed for turning vehicles, better sight lines, and space for landscaping and other amenities. Cost $$$ INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Close Slip Lane Tier 1 Tier 2 Tier 3 Tier 4 Centerline Hardening Close Slip Lane 16 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A directional median opening restricts specific turning movements, such as allowing a left-turn from a major street but not from a minor street. A directional median opening to restrict left turn improves safety by reducing the number of conflict points. Cost $$ Low Cost / Quick Build alternative available LRSM ID S14 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Directional Median Openings to Restrict Left Turns Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads High friction surface treatments improve a vehicles’ ability to stay on the roadway as well as come to a stop over a shorter distance. The treatment can be used to help address roadway departure crashes and/or intersection crashes on approach to unsignalized intersections. Cost $$ LRSM ID R21 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Improved Pavement Friction Tier 1 Tier 2 Tier 3 Tier 4 Directional Median Openings to Restrict Left Turns Improved Pavement Friction 17Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads When a vehicle leaves the traveled way and encounters a pavement-shoulder drop-off, it can be difficult for the driver to return safely to the roadway. A safety edge is a treatment intended to minimize the severity of roadway or lane departure crashes. With this treatment, the shoulder pavement edge is sloped at an angle (30-35 degrees) to make it easier for a driver to safely reenter the roadway after inadvertently driving onto the shoulder. This treatment could be incorporated as a standard practice in overlay or roadway resurfacing projects. Cost $ INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Safety Edge Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Guardrail redirects a vehicle away from embankment slopes or fixed objects and dissipates the energy of an errant vehicle. Guardrail is installed to reduce the severity of lane departure crashes. However, guardrail can reduce crash severity only for those conditions where striking the guardrail is less severe than going down an embankment or striking a fixed object. Cost $$ LRSM ID R04 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Guardrail Tier 1 Tier 2 Tier 3 Tier 4 Safety Edge Guardrail 18 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A roundabout is a type of circular intersection in which road traffic is permitted to flow in one direction around a central island, and priority is typically given to traffic already in the junction. The types of conflicts that occur at roundabouts are different from those occurring at conventional intersections; namely, severe conflicts from crossing and left-turn movements are not present in a roundabout. The geometry of a roundabout forces drivers to reduce speeds as they proceed through the intersection; the range of vehicle speeds is also narrowed, reducing the severity of crashes when they do occur. Pedestrians also only have to cross one direction of traffic at a time at roundabouts, thus reducing exposure to vehicle traffic. Cost $$$ Low Cost / Quick Build alternative available LRSM ID S16/NS04 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Roundabout Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Barrier in the center of the roadway that physically separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and driveways, reducing the number of conflict points. Cost $$$ Low Cost / Quick Build alternative available LRSM ID R03 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Median Barrier Tier 1 Tier 2 Tier 3 Tier 4 Median Barrier Roundabout 19Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information Currently the CMF Clearinghouse has only one reference for ped/vehicle collisions which indicates an increase in crash likelihood. However, a majority of references for all crash types show a decrease in collisions. See additional reference: FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Traffic signals at intersections control the flow of traffic by assigning right-of-way to different movements at different times. Some traffic signal phasing is more effective at reducing the likelihood of severe injury collisions. For example, protected left-turn signal phasing reduces the likelihood of severe left-turn collisions more effectively than permitted left-turn signal phasing. Cost $$$ LRSM ID NS03 INTERSECTIONS & ROADWAYS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Signal Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Superelevation is the rotation of the pavement on the approach to and through a horizontal curve and is intended to assist the driver in negotiating the curve by counteracting the lateral acceleration produced by tracking. In other words, the road is designed so that the pavement rises as it curves, offsetting the horizontal sideways momentum of the approaching vehicle. Superelevation can help vehicles stay on the roadway. Superelevation can also inadvertently make it easier for drivers to drive at higher than desirable speeds. Consider the target or desired speed for a roadway and relevant design guidance when selecting appropriate superelevation. Cost $$ INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Superelevation at Horizontal Curve Locations Tier 1 Tier 2 Tier 3 Tier 4 Signal Superrelevation at Horizontal Curve Locations 20 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Intersections that intersect at a skewed angle or angle notably different than 90-degrees have a greater likelihood of collisions. Squaring up the intersection helps reduce the likelihood of collisions. “Squaring up” an intersection as close to 90 degrees as possible involves intersection reconstruction and approach realignment to provide better visibility for all road users, also reducing high speed turns, reducing length exposure for vehicles and/or bikes passing through the intersection, and reducing pedestrian crossing length. Cost $$$ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Intersection Reconstruction and Tightening Tier 1 Tier 2 Tier 3 Tier 4 Lane narrowing reduces the width of the marked vehicle lanes to encourage motorists to travel at slower speeds. Lane narrowing can also help reallocate existing roadway space to other road users. Cost $ INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Lane Narrowing Tier 1 Tier 2 Tier 3 Tier 4 Intersection Reconstruction and Tightening Lane Narrowing 21Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=34 Neighborhood traffic circles are circular intersections similar to roundabouts, but are stop controlled on the approach and intended for smaller intersections. Typically, they supplement existing stop-controlled intersections with a circular island in the center that is designed to slow traffic and eliminates severe conflict points (such as conflicting left-turn movements). Cost $ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Neighborhood Traffic Circle Tier 1 Tier 2 Tier 3 Tier 4 Uses paint and bollards to extend the curb and slow left turns at intersections of one-way to one-way or two-way streets. Widening the turning radii of left-turning vehicles expands the field of vision for drivers and increases the visibility of pedestrians. Cost $ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Left Turn Enhanced Daylighting/Slow Turn Wedge Tier 1 Tier 2 Tier 3 Tier 4 Left Turn Enhanced Daylighting/Slow Turn Wedge Neighborhood Traffic Circle 22 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A roadway treatment that restricts through vehicle movements using physical diversion while allowing bicyclists and pedestrians to proceed through an intersection in all directions. Cost $ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Partial Closure/Diverter Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Evolution of the Protected Intersection, Alta Planning and Design, December 2015. https:// altaplanning.com/wp-content/uploads/Evolution-of-the-Protected-Intersection_ALTA-2015.pdf Protected intersections use corner islands, curb extensions, and colored paint to delineate bicycle and pedestrian movements across an intersection. Slower driving speeds and shorter crossing distance increase safety for pedestrians. Separates bicycles from pedestrians as well as moving vehicles. Cost $$$ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Protected Intersection Tier 1 Tier 2 Tier 3 Tier 4 Partial Closure/Diverter Protected Intersection 23Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A Raised Crosswalk is a pedestrian crosswalk that is typically elevated 3-6 inches above the road or at sidewalk level. A Raised Crosswalk improves increases crosswalk and pedestrian visibility and slows down motorists. Cost $$ LRSM ID R36PB INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Raised Crosswalk Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Note: some studies in CMF Clearinghouse show an increase in crashes. See additional source below showing decrease. (1) Perkins+Will Consultant Team. “Pedestrians at Multi-Modal Intersections.” Better Market Street Existing Conditions & Best Practices, Part Two: Best Practices 36-58, City & County of San Francisco, San Francisco. http://www.bettermarketstreetsf.org/about-reports-existing-conditions.html (2) Bhatt, Shailen, Natalie Barnhart, Mark Luszcz, Tom Meyer, & Michael Sommers. “Delaware Traffic Calming Design Manual.” Delaware Department of Transportation, State of Delaware, Dover, DE. https://nacto.org/wp-content/ uploads/2015/04/DE-Trafc-Calming-Manual_2012.pdf (3) King, Michael R, Jon A Carnegie, and Reid Ewing. “Pedestrian Safety through a Raised Median and Redesigned Intersections.” Journal of the Transportation Research Board 1828 (1), 56-66, Transportation Research Board, Washington, DC. https://trid.trb.org/ view/663867 (4) Fitzpatrick, Kay, Mark D Wooldridge, and Joseph D Blaschke. “Urban Intersection Design Guide: Volume 1–Guidelines.” Texas Transportation Institute, Texas A&M University System, Texas Department of Transportation, Austin, TX. https://static.tti.tamu.edu/tti.tamu.edu/documents/0-4365-P2.pdf Elevates the intersection to bring vehicles to the sidewalk level. Serves as a traffic calming measure by extending the sidewalk context across the road. Cost $$$ INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Raised Intersection Tier 1 Tier 2 Tier 3 Tier 4 Raised Crosswalk Raised Intersection 24 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Curbed sections in the center of the roadway that are physically separated from vehicular traffic. Raised medians can also help control access to and from side streets and driveways, reducing conflict points. Cost $$ Low Cost / Quick Build alternative available LRSM ID S12/NS14/R08 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Raised Median Tier 1 Tier 2 Tier 3 Tier 4 A Raised Median, or Refuge Island, is a raised barrier in the center of the roadway that can restrict certain turning movements and provide a place for pedestrians to wait if they are unable to finish crossing the intersection. A Raised Median reduces the number of potential conflict points with designated zones for vehicles to turn, and a pedestrian refuge island reduces the exposure for pedestrians crossing the intersection. Pedestrian refuge areas constructed from paint and plastic may be implemented as part of a low-cost/quick build project. Cost $$ Low Cost / Quick Build alternative available LRSM ID NS19PB INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Refuge Island Tier 1 Tier 2 Tier 3 Tier 4 Raised Median Refuge Island 25Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Geometric designs that alter how left-turn movements occur can simplify decisions and minimize the potential for left-turn related crashes. Two designs that rely on U-turns to complete certain left-turn movements are known as the restricted crossing U-turn (RCUT) and the median U-turn (MUT). Both designs require some out of direction travel for vehicles. Cost $$$ LRSM ID NS16 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduced Left-Turn Conflict Intersection Tier 1 Tier 2 Tier 3 Tier 4 A Road Diet reduces roadway space dedicated to vehicle travel lanes to create room for bicycle facilities, wider sidewalks, or center turn lanes. A Road Diet reduces vehicle speeds and creates designated space for all road users. Cost $$ Low Cost / Quick Build alternative available LRSM ID R14 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Road Diet Tier 1 Tier 2 Tier 3 Tier 4 Reduced Left-Turn Conflict Intersection Road Diet 26 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County These traffic calming devices use vertical deflection to raise the entire wheelbase of a vehicle and encourage motorists to travel at slower speeds. Cost $ INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Speed Hump or Speed Table Tier 1 Tier 2 Tier 3 Tier 4 A raised area that separates the two directions of travel on the minor street approach at an unsignalized intersection or roundabout. Helps channelize traffic in opposing directions of travel. Also helps improve the visibility of an intersection when approaching it. Provides a refuge for pedestrians. Cost $$ Low Cost / Quick Build alternative available LRSM ID NS13 INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Splitter Island Tier 1 Tier 2 Tier 3 Tier 4 Speed Hump or Speed Table Splitter Island 27Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Widened and paved shoulders, which may also include flattening the slopes along the sides of the roadway, create a separated space for bicyclists, create space for a driver to safely recover if they inadvertently depart the travel lane, and also provide space for inoperable vehicles to pull out of the travel lane. The addition of a paved shoulder to an existing road can help to reduce run- off-road crashes. Benefits can be realized for high-risk rural roads without paved shoulders, regardless of existing lane pavement width. Adding paved shoulders within horizontal curve sections may help agencies maximize the benefits of the treatment while minimizing costs as opposed to adding paved shoulders to an entire corridor. Cost $$ LRSM ID R15 INTERSECTIONS & ROADWAYS SAFE SYSTEM HIERARCHY Remove Severe Conflicts Widen/Pave Shoulder Tier 1 Tier 2 Tier 3 Tier 4 Straightening crosswalks improves sight lines, making pedestrians more visible to oncoming drivers, and may shorten the crossing distance, reducing the length of time required for pedestrians to cross an intersection. Cost $ Low Cost / Quick Build alternative available INTERSECTIONS & ROADWAYS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Straighten Crosswalk Tier 1 Tier 2 Tier 3 Tier 4 Straighten Crosswalk Widen/Pave Shoulder 28 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information Audible Push Button Upgrade and Extended Time Pushbutton: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=52 Push buttons must comply with the Americans with Disability Act (ADA) standards for accessibility. Pushbuttons should be visible and conveniently located for pedestrians waiting at a crosswalk. Accessible pedestrian signals, including audible push buttons, improve access for pedestrians who are blind or have low vision. Public Rights of Way Accessibility Guidelines (PROWAG) includes accessibility design guidance. Cost $ PEDESTRIAN FACILITIES Manage Conflicts in Time Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Audible Push Button Upgrade Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Data in the CMF Clearinghouse is currently limited to bicycle/vehicle collisions. See additional reference: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http:// www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=1 Adding sidewalks provides a separated and continuous facility for people to walk along the roadway. Cost $$$ LRSM ID R34PB PEDESTRIAN FACILITIES SAFE SYSTEM HIERARCHY Remove Severe Conflicts Add Sidewalk Tier 1 Tier 2 Tier 3 Tier 4 Pedestrian Facilities Audible Push Button Upgrade Add Sidewalk 29Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A pedestrian crossing at an intersection or on a segment provides a formalized location for people to cross the street, reducing the risk of people crossing outside crosswalks where drivers are not expecting them. Crosswalk striping, signs, and other enhanced features alert drivers that there may be a pedestrian crossing. Cost $ Low Cost / Quick Build alternative available LRSM ID R35PB PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Install/Upgrade Pedestrian Crossing at Uncontrolled Locations (Signs and Markings Only) Tier 1 Tier 2 Tier 3 Tier 4 Place bus stops and pedestrian crossings in close proximity to allow transit riders to cross the street at well-designed crossing locations. Cost $ Low Cost / Quick Build alternative available PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Co-Locate Bus Stops and Pedestrian Crossings Tier 1 Tier 2 Tier 3 Tier 4 Install/Upgrade Pedestrian Crossing at Uncontrolled Locations (Signs and Markings Only) Co-Locate Bus Stops and Pedestrian Crossings 30 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information (1) Application of Pedestrian Crossing Treatments for Streets and Highways, NCHRP, 2016. https://www.nap. edu/catalog/24634/application-of-pedestrian-crossing-treatments-for-streets-and-highways (2) Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, NCHRP, 2017. https://www. nap.edu/catalog/24627/development-of-crash-modifcation-factors-for-uncontrolled-pedestrian-crossing- treatments (3) Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014. http://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014.pdf A curb extension is a traffic calming measure that widens the sidewalk for a short distance to enhance the pedestrian crossing. This reduces the crossing distance and allows pedestrians and drivers to see each other when parked vehicles would otherwise block visibility. Paint and plastic curb extensions are a low-cost/ quick-build option. Cost $$ Low Cost / Quick Build alternative available LRSM ID NS21PB PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Curb Extensions Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Audible Push Button Upgrade and Extended Time Pushbutton: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=52 A push button that can be pressed to request extra time for using the crosswalk, beyond the standard crossing time. Ideal near senior-serving land uses. Cost $ PEDESTRIAN FACILITIES Manage Conflicts in Time SAFE SYSTEM HIERARCHY Extend Time Push Button Tier 1 Tier 2 Tier 3 Tier 4 Curb Extensions Extend Time Push Button 31Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A high-visibility crosswalk has a striped pattern with ladder markings made of high-visibility material, such as thermoplastic tape, instead of paint. A high-visibility crosswalk improves the visibility of marked crosswalks and provides motorists a cue to slow down and yield to pedestrians. Cost $ Low Cost / Quick Build alternative available LRSM ID S18/NS20 PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY High-Visibility Crosswalk Tier 1 Tier 2 Tier 3 Tier 4 Displays “countdown” of seconds remaining on the pedestrian signal. Countdown indications improve safety for all road users, and are required for all newly installed traffic signals where pedestrian signals are installed. Cost $$ LRSM ID S17PB PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Pedestrian Countdown Timer Tier 1 Tier 2 Tier 3 Tier 4 High-Visibility Crosswalk Pedestrian Countdown Timer 32 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A pedestrian-hybrid beacon (PHB) is used at unsignalized intersections or mid-block crosswalks to notify oncoming motorists to stop with a series of red and yellow lights. Unlike a traffic signal, the PHB rests in dark until a pedestrian activates it via pushbutton or other form of detection. Cost $$$ LRSM ID NS23PB PEDESTRIAN FACILITIES Manage Conflicts in Time Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Pedestrian Hybrid Beacon Tier 1 Tier 2 Tier 3 Tier 4 Separating drivers from bicyclists and pedestrians using landscaping provides more space between the modes and can produce a traffic calming effect by encouraging drivers to drive at slower speeds, lowering the risk of crashing. Cost $$ PEDESTRIAN FACILITIES SAFE SYSTEM HIERARCHY Remove Severe Conflicts Reduce Vehicle Speeds Landscape Buffer Tier 1 Tier 2 Tier 3 Tier 4 Pedestrian Hybrid Beacon Landscape Buffer 33Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information Pedestrian Phase Recall: Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014. http://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014.pdf At intersection locations that have a high volume of turning vehicles and have high pedestrian vs. vehicle crashes, a leading pedestrian interval gives pedestrians the opportunity to enter an intersection 3 - 7 seconds before vehicles are given a green indication. With this head start, pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn left or right. Pedestrian recall is a traffic signal timing function that causes a pedestrian walk phase to activate automatically every cycle. Cost $ LRSM ID S21PB PEDESTRIAN FACILITIES Manage Conflicts in Time SAFE SYSTEM HIERARCHY Leading Pedestrian Interval and Pedestrian Recall Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11 An intersection treatment that relies on sensors to detect when a pedestrian is waiting at a crosswalk and automatically triggers the pedestrian “WALK” phase. Reduces crossings at inappropriate times while providing sufficient time for pedestrians to cross the roadway. Cost $$ PEDESTRIAN FACILITIES Manage Conflicts in Time SAFE SYSTEM HIERARCHY Pedestrian Detection Tier 1 Tier 2 Tier 3 Tier 4 Leading Pedestrian Interval and Pedestrian Recall Pedestrian Detection 34 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Removes existing crossing prohibitions and provides marked crosswalk and other crossing enhancements for pedestrians to cross the street. Cost $ Low Cost / Quick Build alternative available PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Crossing Prohibition Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=4 Periodic restriping of crosswalks is necessary to maintaing visibility of the traffic markings. Crosswalk may be restriped with high visibility markings. Cost $ Low Cost / Quick Build alternative available PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Restripe Crosswalk Tier 1 Tier 2 Tier 3 Tier 4 Remove Crossing Prohibition Restripe Crosswalk 35Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Widening sidewalks provides a more comfortable space for pedestrians, particularly in locations with high volumes of pedestrians, and provides space to accommodate people in wheelchairs. Widening sidewalks reduces the likelihood of collisions with pedestrians walking in the road. Cost $$ PEDESTRIAN FACILITIES SAFE SYSTEM HIERARCHY Remove Severe Conflicts Widen Sidewalk Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=3 Tactile warning devices must be detectable to visually impaired pedestrians. Curb ramps must follow PROWAG and local design guidelines. Cost $$ PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Upgrade Curb Ramp Tier 1 Tier 2 Tier 3 Tier 4 Upgrade Curb Ramp Widen Sidewalk 36 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Retroreflective borders enhance the visibility of traffic signals for aging and color-vision-impaired drivers, enabling them to understand which signal indication is illuminated. Retroreflective borders may also alert drivers to signalized intersections during periods of power outages when the signals would otherwise be dark and non–reflective signal heads and backplates would not be visible. Cost $ Low Cost / Quick Build alternative available LRSM ID S02 SIGNALS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Retroreflective Tape on Signals Tier 1 Tier 2 Tier 3 Tier 4 A rectangular rapid flashing beacon (RRFB) is a pedestrian- activated flashing light with additional signage to alert motorists of a pedestrian crossing. An RRFB increases the visibility of marked crosswalks and provides motorists a cue to slow down and yield to pedestrians. Cost $$ LRSM ID NS22PB PEDESTRIAN FACILITIES Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Rectangular Rapid Flashing Beacon Tier 1 Tier 2 Tier 3 Tier 4 Rectangular Rapid Flashing Beacon Signals Retroreflective Tape on Signals 37Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Additional signal heads allow drivers to anticipate signal changes farther away from intersections. Supplemental traffic signals may be placed on the near side of an intersection, far-left, far-right, or very high. Cost $$ LRSM ID S02 SIGNALS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Supplemental Signal Heads Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads The Advanced Dilemma-Zone Detection system adjusts the start time of the yellow-signal phase (i.e. earlier or later) based on observed vehicle locations and speeds. The Advanced Dilemma- Zone Detection system minimizes the number of drivers that are faced with the dilemma of determining if they should stop at the intersection or drive through the intersection based on their speed and distance from the intersection. Cost $$ LRSM ID S04 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Advanced Dilemma Zone Detection Tier 1 Tier 2 Tier 3 Tier 4 Supplemental Signal Heads Advanced Dilemma Zone Detection 38 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Increases time for pedestrian walk phases, especially to accommodate vulnerable populations, such as children and the elderly. Cost $ Low Cost / Quick Build alternative available LRSM ID S03 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Extend Pedestrian Crossing Time Tier 1 Tier 2 Tier 3 Tier 4 Extending yellow and all red time increases the time allotted for the yellow and red lights during a signal phase. Extending yellow and all red time allows drivers and bicyclists a few additional seconds of time at the end of a signal phase to cross through a signalized intersection before conflicting traffic movements are permitted to enter the intersection. Cost $ Low Cost / Quick Build alternative available LRSM ID S03 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Extend Yellow and All Red Time Tier 1 Tier 2 Tier 3 Tier 4 Extend Pedestrian Crossing Time Extend Yellow and All Red Time 39Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Flashing yellow turn arrow alerts drivers to proceed with caution and decide if there is a sufficient gap in oncoming traffic to safely make a turn. To be used only when a pedestrian walk phase is not called. Protected-only phases should be used when pedestrians are present. Cost $$ SIGNALS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Flashing Yellow Turn Phase Tier 1 Tier 2 Tier 3 Tier 4 A form of pedestrian “WALK” phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians to cross through the intersection in any direction, including diagonally. Cost $$ LRSM ID S03 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Remove Severe Conflicts Pedestrian Scramble Tier 1 Tier 2 Tier 3 Tier 4 Flashing Yellow Turn Phase Pedestrian Scramble 40 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Prohibitions of left turns at locations where a turning vehicle may conflict with pedestrians in the crosswalk or where opposing traffic volume is high. Reduces pedestrian interaction with vehicles when crossing. Cost $ Low Cost / Quick Build alternative available LRSM ID S15/NS16 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Remove Severe Conflicts Prohibit Left Turn Tier 1 Tier 2 Tier 3 Tier 4 Restricts left or right turns during the pedestrian crossing phase at locations where a turning vehicle may conflict with pedestrians in the crosswalk. This restriction may be displayed with a blank-out sign. Cost $ SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Prohibit Turns During Pedestrian Phase Tier 1 Tier 2 Tier 3 Tier 4 Prohibit Left Turn Prohibit Turns During Pedestrian Phase 41Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A protected left turn can be implemented at signalized intersections (with existing left turns pockets) that currently have a permissive left-turn or no left-turn protection. Providing protected left-turn phases for signalized intersections removes the need for the drivers to navigate through gaps in oncoming/ opposing through vehicles. Cost $$ LRSM ID S06/S07 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Remove Severe Conflicts Protected Left Turns Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Currently the CMF Clearinghouse does not include specific studies; however, permitting right- turns-on-red shows an increase in ped/vehicle crashes. Additional information is available at the FHWA Pedestrian Safety Guide and Countermeasure Selection System. http:// www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=49 Prohibiting right-turn-on-red movements should be considered at skewed intersections, or where exclusive pedestrian “WALK” phases, Leading Pedestrian Intervals (LPIs), sight distance issues, or high pedestrian volumes are present. Can help prevent crashes between vehicles turning right on red from one street and through vehicles on the cross street, and crashes involving pedestrians. Cost $ Low Cost / Quick Build alternative available SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Remove Severe Conflicts Prohibit Right-Turn-on-Red Tier 1 Tier 2 Tier 3 Tier 4 Protected Left Turns Prohibit Right-Turn-on-Red 42 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information (1) Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014. http://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014. pdf (2) FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Provides a green arrow phase for right-turning vehicles. Avoids conflicts between right-turning traffic and bicyclists or pedestrians crossing the intersection on their right. Cost $$$ SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Separate Right- Turn Phasing Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www. pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=45 Traffic signal cycle lengths have a significant impact on the quality of the urban realm and consequently, the opportunities for bicyclists, pedestrians, and transit vehicles to operate effectively along a corridor. Long signal cycles, compounded over multiple intersections, can make crossing a street or walking even a short distance prohibitive and frustrating. Short cycle lengths of 60–90 seconds are ideal for urban areas. Cost $ Low Cost / Quick Build alternative available SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Shorten Cycle Length Tier 1 Tier 2 Tier 3 Tier 4 Separate Right-Turn Phasing Shorten Cycle Length 43Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox The emphasis on improving signal coordination for this countermeasure is to provide an opportunity for slow-speed signal coordination. Coordinating signals to allow for bicyclist progression, also known as a ‘green wave,’ gives bicyclists and pedestrians more time to cross through the ‘green wave’ intersections. It also slows vehicle speeds, helping to reduce the likelihood of severe collisions. Cost $$ LRSM ID S03 SIGNALS SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Signal Interconnectivity and Coordination / Green Wave Tier 1 Tier 2 Tier 3 Tier 4 At certain hours (e.g. late night) a signal remains red for all approaches or certain approaches until a vehicle arrives at the intersection. If the vehicle is going faster than the desired speed, the signal will not turn green until after vehicle stops. If the vehicle is going the desired speed the signal will change to green before the vehicle arrives. This signal timing provides operational benefit to drivers traveling at the desired speed limit. Can be paired with variable speed warning signs. Cost $$ LRSM ID R26 SIGNALS Manage Conflicts in Time SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Speed Sensitive Rest in Red Signal Tier 1 Tier 2 Tier 3 Tier 4 Signal Interconnectivity and Coordination/Green Wave Speed Sensitive Rest in Red Signal 44 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Upgrading Signal Heads replaces existing 8-inch signal heads with 12-inch signal heads to comply with the California MUTCD’s 2014 guidelines. Upgrading signal heads provides better visibility of intersection signals and by aiding drivers’ advanced perception of upcoming intersections. Cost $ LRSM ID S02 SIGNALS Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade Signal Head Tier 1 Tier 2 Tier 3 Tier 4 An advanced stop bar is a horizontal stripe painted ahead of the crosswalk at stop signs and signals to indicate where drivers should stop. An advanced stop bar reduces instances of vehicles encroaching on the crosswalk. Creating a wider stop bar or setting the stop bar further back may be appropriate for locations with known crosswalk encroachment issues. Cost $ Low Cost / Quick Build alternative available LRSM ID S20PB SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Advance Stop Bar Tier 1 Tier 2 Tier 3 Tier 4 Upgrade Signal Head Signing & Striping Advance Stop Bar 45Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Yield lines are placed 20 to 50 feet in advance of multi-lane pedestrian crossings to increase visibility of pedestrians. They can reduce the likelihood of a multiple-threat crash. Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Advance Yield Markings Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads A curve advance warning sign notifies drivers of an approaching curve and may include an advisory speed limit as drivers navigate around the curve. This warning sign is ideally combined with other infrastructure that alerts drivers of the curve, such as chevron signs, delineators, and flashing beacons. A curve advance warning sign provides drivers additional time to slow down for the curve. Cost $ Low Cost / Quick Build alternative available LRSM ID R24 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Curve Advance Warning Sign Tier 1 Tier 2 Tier 3 Tier 4 Advance Yield Markings Curve Advance Warning Sign 46 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Post-mounted chevrons are intended to warn drivers of an approaching curve and provide tracking information and guidance to the drivers. Cost $ Low Cost / Quick Build alternative available LRSM ID R23 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Chevron Signs on Horizontal Curves Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads A flashing beacon as an Advanced Warning is a blinking light with signage to notify motorists of an upcoming intersection or crosswalk. A flashing beacon provides motorists more time to be aware of and slow down for an intersection or yield to pedestrians crossing a crosswalk. Cost $$ LRSM ID S10 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Flashing Beacon as Advance Warning Tier 1 Tier 2 Tier 3 Tier 4 Flashing Beacon as Advance Warning Chevron Signs on Horizontal Curves 47Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox A raised pavement marker is a small device attached to the road and used as a positioning guide for drivers. Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Painted Centerline and Raised Pavement Markers at Curves on Residential Streets Tier 1 Tier 2 Tier 3 Tier 4 An LED-Enhanced Sign has LED lights embedded in the sign to outline the sign itself or the words and symbols on the sign. The LEDs may be set to flash or operate in a steady mode. An LED-enhanced sign improves the visibility of signs at locations with visibility limitations or with a documented history of drivers failing to see or obey the sign (e.g. at STOP signs). Cost $ Low Cost / Quick Build alternative available LRSM ID NS08 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY LED-Enhanced Sign Tier 1 Tier 2 Tier 3 Tier 4 LED-Enhanced Sign Painted Centerline and Raised Pavement Markers at Curves on Residential Streets 48 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A speed feedback sign notifies drivers of their current speed, usually followed by a reminder of the posted speed limit. A speed feedback sign provides a cue for drivers to check their speed and slow down, if necessary. Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Speed Feedback Sign Tier 1 Tier 2 Tier 3 Tier 4 Speed legends are numerals painted on the roadway indicating the current speed limit in miles per hour. They are usually placed near speed limit signposts. Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Speed Legends on Pavement at Neighborhood Entries Tier 1 Tier 2 Tier 3 Tier 4 Speed Feedback Sign Speed Legends on Pavement at Neighborhood Entries 49Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Adding clear pavement markings can guide motorists through complex intersections. Intersections where the lane designations are not clearly visible to approaching motorists and/or intersections noted as being complex and experiencing crashes that could be attributed to a driver’s unsuccessful attempt to navigate the intersection can benefit from this treatment. Cost $ Low Cost / Quick Build alternative available LRSM ID S09 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Striping Through Intersection Tier 1 Tier 2 Tier 3 Tier 4 Restricts left-turns or right-turns during certain time periods when there may be increased potential for conflict (e.g., peak periods, school hours). Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Manage Conflicts in Time SAFE SYSTEM HIERARCHY Time-Based Turn Restriction Tier 1 Tier 2 Tier 3 Tier 4 Striping Through Intersection Time-Based Turn Restriction 50 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Upgrading intersection pavement marking can include “Stop Ahead” markings and the addition of centerlines and stop bars. Upgrading intersection pavement markings can increase the visibility of intersections for drivers approaching and at the intersection. Cost $ Low Cost / Quick Build alternative available LRSM ID NS07 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade Intersection Pavement Markings Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Upgrading signs with fluorescent sheeting replaces existing signs with new signs that can clearly display warnings by reflecting headlamp light back to vehicles. Upgrading signs with fluorescent sheeting improves visibility of signs to drivers at night. Cost $ Low Cost / Quick Build alternative available LRSM ID R22 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade Signs with Fluorescent Sheeting Tier 1 Tier 2 Tier 3 Tier 4 Upgrade Intersection Pavement Markings Upgrade Signs with Fluorescent Sheeting 51Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Upgrading to larger warning signs replaces existing signs with physically larger signs with larger warning information. Upgrading to larger warning signs increases the visibility of the information provided, particularly for older drivers. Cost $ Low Cost / Quick Build alternative available LRSM ID NS06 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade to Larger Warning Signs Tier 1 Tier 2 Tier 3 Tier 4 Restripe lanes with reflective striping to improve striping visibility and clarify lane assignment, especially where the number of lanes changes. Cost $ Low Cost / Quick Build alternative available SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade Striping Tier 1 Tier 2 Tier 3 Tier 4 Upgrade Striping Upgrade to Larger Warning Signs 52 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A network of signs that highlight nearby pedestrian and bicycle facilities. Can help to reduce crossings at locations with poor sight distance or limited crossing enhancements. Cost $ SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Wayfinding Tier 1 Tier 2 Tier 3 Tier 4 “Yield Here to Pedestrians” signs alert drivers about the presence of pedestrians. These signs are required with advance yield lines. Other sign types can be placed on the centerline in the roadway. Cost $ Low Cost / Quick Build alternative available LRSM ID NS06 SIGNING & STRIPING Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Yield To Pedestrians Sign Tier 1 Tier 2 Tier 3 Tier 4 Wayfinding Yield to Pedestrians Sign 53Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Back-In Angled Parking requires motorists to back into an angled on-street parking spot and to drive forward when exiting a parking spot. Back-in angled parking increases the visibility of passing vehicles and bicycles while exiting a spot, particularly if large adjacent vehicles obstruct sight, and allows trunk unloading to happen on the curb instead of in the street. Cost $ Low Cost / Quick Build alternative available OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Back-In Angled Parking Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information The CMF Clearinghouse has limited research related to vehicle/pedestrian crashes. See additional reference: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=20 Vehicles entering and exiting driveways may conflict with pedestrians and with vehicles on the main road, especially at driveways within 250 feet of intersections. Driveway consolidation reduces conflict points along a segment and/or near intersections. Cost $$ OTHER SAFE SYSTEM HIERARCHY Remove Severe Conflicts Access Management/ Close Driveway Tier 1 Tier 2 Tier 3 Tier 4 Other Back-In Angled Parking Access Management/Close Driveway 54 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Providing roadway lighting increases driver awareness and can improve visibility of other road users and/or objects in the roadway. Cost $$ LRSM ID R01 OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Segment Lighting Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information Pedestrian-Level Lighting: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=8 Adding intersection and/or pedestrian-scale lighting at intersections increases the visibility of all road users. This countermeasure is most effective at reducing or preventing collisions at intersections at night or in low-light conditions. When lighting pedestrian crosswalks, it is helpful to use lighting analysis to avoid designs that inadvertently introduce glare or backlight pedestrians, making it hard for motorists to see them. Cost $$ LRSM ID NS01 OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Intersection Lighting Tier 1 Tier 2 Tier 3 Tier 4 Intersection Lighting Segment Lighting 55Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads A clear zone is an unobstructed, traversable roadside area that allows a driver to stop safely or regain control of a vehicle that has left the roadway. The width of the clear zone is informed by roadway context, desired vehicle speeds, and agency design standards. Cost $$ OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Create or Increase Clear Zone Tier 1 Tier 2 Tier 3 Tier 4 Curbside management helps prioritize different uses that would otherwise be in conflict with one another such as location of bus stops, bicycle infrastructure, freight deliveries, passenger pick- ups/drop-offs, green stormwater infrastructure, public spaces, and parking management. Cost $ OTHER SAFE SYSTEM HIERARCHY Remove Severe Conflicts Curbside Management Tier 1 Tier 2 Tier 3 Tier 4 Create or Increase Clear Zone Curbside Management 56 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are generally less costly than Chevron Signs as they don’t require posts to place along the roadside. Cost $ Low Cost / Quick Build alternative available LRSM ID R27 OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Delineators, Reflectors, and/or Object Markers Tier 1 Tier 2 Tier 3 Tier 4 Far-side bus stops are located immediately after an intersection, allowing the bus to pass through the intersection before stopping for passenger loading and unloading. Far-side stops encourage pedestrians to cross behind the bus for greater visibility and can improve transit service reliability. Cost $ OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Far-Side Bus Stop Tier 1 Tier 2 Tier 3 Tier 4 Far-Side Bus Stop Delineators, Reflectors, and/or Object Markers 57Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Impact attenuators bring an errant vehicle to a more-controlled stop or redirect the vehicle away from a rigid object. Impact attenuators are typically used to shield rigid roadside objects such as concrete barrier ends, steel guardrail ends and bridge pillars from oncoming automobiles. Attenuators tend to be installed where it is impractical for the objects to be removed. Cost $$ LRSM ID R05 OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Severe Conflicts Impact Attenuators Tier 1 Tier 2 Tier 3 Tier 4 The installation of median guardrail is most suitable for use in traversable medians having no or little change in grade and cross slope. While these systems may not reduce the frequency of crashes due to roadway departure, they can help prevent a lane- departure crash from becoming a head-on collision. Cost $$ OTHER SAFE SYSTEM HIERARCHY Remove Severe Conflicts Median Guardrail Tier 1 Tier 2 Tier 3 Tier 4 Impact Attenuators Median Guardrail 58 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County Other Reference Information TRB Study on Setting Speed Limits; also Richard, C. M., Magee, K., Bacon-Abdelmoteleb, P., & Brown, J. L. (2018, April). Countermeasures that work: A highway safety countermeasure guide for State Highway Safety Offices, Ninth edition (Report No. DOT HS 812 478). Washington, DC: National Highway Traffic Safety Administration. As an industry, there is a consistent movement away from setting speed limits solely based on 85th percentile vehicle speeds. Roadway characteristics, adjacent land use context, as well as the risk higher speeds create for all road users are now considered. Where separate space is not available for vulnerable road users and/or severe conflicts (e.g., crossing or turning conflicts) are present between motorvehicles speeds of 25 mph are preferable to reduce the risk of severe collisions. Where separated space is provided for vulnerable road users and severe conflicts between vehicles are managed, speed limits above 25 mph can be considered. Cost $ OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Reduce Vehicle Speeds Speed Limit Reduction Tier 1 Tier 2 Tier 3 Tier 4 Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Relocating or removing utility poles from within the clear zone alleviates the potential for fixed-object crashes. If utility poles cannot be completely eliminated from within the clear zone, efforts can be made to either relocate the poles to a greater offset from the road or given high-visibility treatments. Cost $$ OTHER SAFE SYSTEM HIERARCHY Remove Severe Conflicts Relocate Select Hazardous Utility Poles Tier 1 Tier 2 Tier 3 Tier 4 Speed Limit Reduction Relocate Select Hazardous Utility Poles 59Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Other Reference Information FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Remove objects that may prevent drivers and pedestrians from having a clear sightline. May include installing red curb at intersection approaches to remove parked vehicles (also called “daylighting”), trimming or removing landscaping, or removing or relocating large signs. Cost $ Low Cost / Quick Build alternative available LRSM ID NS11 OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Remove Obstructions For Sightlines Tier 1 Tier 2 Tier 3 Tier 4 Upgrading Lighting to LED replaces high-pressure sodium light bulbs with LED light bulbs in street lights. Upgrading Lighting to LED increases the visibility of pedestrians in crosswalks through greater color contrast and larger areas of light distribution. Cost $$ OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Upgrade Lighting to LED Tier 1 Tier 2 Tier 3 Tier 4 Remove Obstruction for Sightlines Upgrade Lighting to LED 60 Appendix J: Countermeasures Toolbox | Snoqualmie Pass Comprehensive Safety Plan | Kittitas County A red light camera enforces traffic signal compliance by capturing the image of a vehicle that has entered an intersection in spite of the traffic signal indicating red. The automatic photographic evidence is used by authorities to enforce traffic laws and issue traffic violation tickets. Cost $$ OTHER Increase Attentiveness and Awareness SAFE SYSTEM HIERARCHY Red Light Camera Tier 1 Tier 2 Tier 3 Tier 4 Red Light Camera 61Kittitas County | Snoqualmie Pass Comprehensive Safety Plan | Appendix J: Countermeasures Toolbox Appendix K | 1 Appendix K. Snoqualmie Pass Regional Origin- Destination Analysis Appendix K | 2 Methodology An Origin–Destination (OD) analysis was conducted for Snoqualmie Pass, WA using StreetLight data to understand travel patterns by season and day type. Two seasonal periods were analyzed: •Summer (July 1 – September 30, 2024) •Winter (January 1 – February 29, 2024, and December 1 – 31, 2024) Average weekday and weekend day travel patterns were developed for each season: •Weekday averages were calculated from Tuesday through Thursday trip data. •Weekend averages were calculated from Saturday and Sunday trip data. The OD analysis considers all vehicle trips that start or end in Snoqualmie Pass and pass-through the I-90 Exit 52 or Exit 53 northbound or southbound ramps, as these roadways provide the only direct access to Snoqualmie Pass. StreetLight data was aggregated from the Census Block Group level to the Census Tract level to summarize estimated average daily trips to and from Snoqualmie Pass. The two census tracts that physically contain Snoqualmie Pass were excluded from visualization and analysis because every trip to the Pass either starts or ends within these tracts. Including them would have obscured regional travel patterns, so they were omitted to better illustrate where trips to and from Snoqualmie Pass originate and end across the broader region. Mapping outputs illustrate vehicle trip estimates between each census tract and Snoqualmie Pass. Darker tracts indicate greater trip activity, while lighter tracts show fewer daily trips. Separate maps were produced for: •Average winter weekend day •Average winter weekday •Average summer weekend day •Average summer weekday Findings On an average winter weekend day, travel activity to and from Snoqualmie Pass was at its highest, reflecting strong recreational demand associated with skiing and snow play. An estimated 6,800 average daily trips occurred between Snoqualmie Pass and surrounding regions. Most of these trips were between Snoqualmie Pass and census tracts west of the Pass, including Seattle (about 12% of trips), North Bend (about 10% of trips), Issaquah (about 8% of trips), Bellevue (about 6% of trips), and Snoqualmie (about 5% of trips), while trips east of the Pass primarily originated in and around Cle Elum (about 5% of trips). This pattern demonstrates the predominance of winter recreation travel from the Puget Sound region, with comparatively limited trip activity from eastern Washington. On an average winter weekday (based on Tuesday through Thursday travel), trip volumes were substantially lower than on weekends, reflecting more typical local or operational travel rather than recreation. Approximately 3,000 average daily trips occurred to or from Snoqualmie Pass. The majority of weekday trips connected the Pass with jurisdictions along the I-90 corridor, including Appendix K | 3 North Bend (about 11% of trips), Seattle (about 10% of trips), Cle Elum (about 8% of trips), Issaquah (about 7% of trips), Snoqualmie (about 6% of trips), and Bellevue (about 6% of trips). Trip activity was more evenly distributed between western and eastern Washington compared to the winter weekend pattern, suggesting a mix of worker, service, and freight-related movements with reduced recreation travel. On an average summer weekend day, travel volumes increased relative to winter weekdays but were lower than winter weekend levels. Approximately 5,600 average daily trips occurred to or from Snoqualmie Pass, reflecting a combination of outdoor recreation, regional tourism, and through- travel along I-90. East–west travel was more balanced compared to winter weekends, with trip origins spread across a broader range of census tracts on both sides of the Pass, including North Bend (about 11% of trips), Seattle (about 9% of trips), Issaquah (about 6% of trips), Cle Elum (about 6% of trips), Bellevue (about 4% of trips), and Snoqualmie (about 4% of trips)These results highlight Snoqualmie Pass as both a summer recreation destination and a key stop along I-90, a major regional travel corridor. On an average summer weekday (based on Tuesday through Thursday travel), trip volumes were higher than during winter weekdays but lower than summer weekends, and trip origins and destinations suggest a greater share of commuter and freight-related travel compared to leisure activity. An estimated 3,700 average daily trips occurred to or from Snoqualmie Pass. Most trips connected the Pass with population and employment centers along the I-90 corridor, including Cle Elum (about 11% of trips), Seattle (about 9% of trips), Ellensburg (about 7% of trips), North Bend (about 7% of trips), and Issaquah (about 6% of trips). The spatial distribution of trip origins suggests a mix of routine corridor travel and operational activity that supports both commerce and recreation in the Snoqualmie Pass area. SnoqualmiePass Census Tract-Level Trip Volumes on an Average Winter Weekend Day SNOQUALMIE PASS REGIONAL ORIGIN–DESTINATION ANALYSIS Average Daily Trips 5 660 90 Exit 52 Exit 53 Origin/Destination locations used in analysis 0 1 2 Miles Bellevue, 6% Seattle, 12% Issaquah, 8% North Bend, 10% Cle Elum, 5% Snoqualmie, 5% SnoqualmiePass Census Tract-Level Trip Volumes on an Average Winter Weekday SNOQUALMIE PASS REGIONAL ORIGIN–DESTINATION ANALYSIS Average Daily Trips 5 660 90 Exit 52 Exit 53 Origin/Destination locations used in analysis 0 1 2 Miles Bellevue, 6% Seattle, 10%North Bend, 11% Cle Elum, 8% Snoqualmie, 6% Issaquah, 8% SnoqualmiePass Census Tract-Level Trip Volumes on an Average Summer Weekend Day SNOQUALMIE PASS REGIONAL ORIGIN–DESTINATION ANALYSIS Average Daily Trips 5 660 90 Exit 52 Exit 53 Origin/Destination locations used in analysis 0 1 2 Miles Bellevue, 4% Seattle, 9% Issaquah, 6% North Bend, 11% Cle Elum, 6% Snoqualmie, 4% SnoqualmiePass Census Tract-Level Trip Volumes on an Average Summer Weekday SNOQUALMIE PASS REGIONAL ORIGIN–DESTINATION ANALYSIS Average Daily Trips 5 660 90 Exit 52 Exit 53 Origin/Destination locations used in analysis 0 1 2 Miles Seattle, 9%North Bend, 7% Cle Elum, 11% Issaquah, 6% Ellensburg, 7% Appendix K | 1 Appendix L. Snoqualmie Pass Response to Public Comment - December Outreach Date Submitted I strongly  support  the efforts  to work  towards  eliminatin g deaths  and  serious  injuries. I support  many of  the  actions  outlined in  the plan. I support  some of  the  actions  outlined in  the plan,  but not  others. I do not  support  the plan. I am not  familiar  with the  plan. Is there anything we missed in the plan?Is there anything we should emphasize  or add to the plan?Please share any additional feedback:Response  Social  Pinpoint  26 Nov 2025 ‐  8 Dec 2025  Dec 08, 2025, 09:44 AM 1 Complete understanding of snow  removal and amount of snow and along  with type of snow Definitely Do not use lans ape barrier or  buffers in middle of road snow removal  and visibility will not work Round abouts and barriers are not useful or practical with the type of  snow and amount at Snoqualmie pass. We now have barriers up by west  at 906 put in place recently that are a total nightmare for parking visible of  flow of traffic safely and not suited for efficient snow removal please do  not make the same mistakes by adding turnarounds and barriers between  lanes. Comment 1: Roundabouts are recognized as a proven safety and efficiency measure. They improve operational performance by reducing delays and promoting continuous traffic  flow, unlike signalized intersections that require frequent stops. FHWA notes that roundabouts can handle a wide range of traffic conditions effectively. Roundabouts have been  widely constructed in states with snowy climates including California (Town of Truckee has several), Colorado, Indiana, Michigan, and Wisconsin. The safety statistics of the  roundabouts in these states show consistently positive results, despite the snowy climate. This plan identified both near term and long term solutions, roundabouts being long term. This plan was reviewed in coordination with WSDOT, and snow removal will be  considered in the selection of roadway channelization elements during the next phase of design, in collaboration with maintenance groups.  Maintenance agreements between Kittitas County, King County and WSDOT will address resources for plowing and maintaining any proposed roadway improvements, and  maintenance crews will be consulted during design.  Sources: https://highways.dot.gov/safety/intersection‐safety/intersection‐types/roundabouts   https://placerair.org/FAQ.aspx?QID=1676 Dec 08, 2025, 09:37 AM 1 Not everyone who exits off of westbound exit 52 at Yellowstone road  wants to go to the ski area. There are residents who live on Yellowstone  road. If you eliminate the left turn to that neighborhood, they then have  to enter all the ski area traffic at the round about to turn around to go to  their neighborhood. How is this helpful for locals? This is very good feedback and we appreciate your perspective. Before making any changes, impacts to travellers for all movements would be evaluated. This evaluation would  include the travel time and safety implications of altering this movement from a stop‐controlled left turn from the off‐ramp to a right turn which will circulate the roundabout  before heading on Yellowstone Trail Road.  Based on this evaluation and additional engineering review, roadway improvements will be further developed with consideration for all  user groups.  Dec 08, 2025, 09:22 AM 1 I do not understand how roundabouts will work in the pass environment.  Colorado snow is very different that the snow here. Ours is heavy and very  wet. Also, the county doesn’t have the resources to staff and plow what  would require to remove this snow from these intersections. When one  section of the round about is congested, how do you move traffic  through? Hyak gets very congested one‐way on Saturday and sundays.  Also, the forest service closes the road going down to the snow park. How  will the cars be able to move through to go west on the 906 or toward the  freeway entrances? Right now there is a stop sign so people can’t sit in the  intersection. Roundabouts are recognized as a proven safety and efficiency measure. They improve operational performance by reducing delays and promoting continuous traffic flow, unlike  signalized intersections that require frequent stops. FHWA notes that roundabouts can handle a wide range of traffic conditions effectively. Roundabouts have been widely  constructed in states with snowy climates including California (Town of Truckee has several), Colorado, Indiana, Michigan, and Wisconsin. The safety statistics of the roundabouts in  these states show consistently positive results, despite the snowy climate. This plan identified both near term and long term solutions, roundabouts being long term. This plan was reviewed in coordination with WSDOT, and snow removal will be  considered in the selection of roadway channelization elements during the next phase of design, in collaboration with maintenance groups.  Maintenance agreements between Kittitas County, King County and WSDOT will address resources for plowing and maintaining any proposed roadway improvements, and  maintenance crews will be consulted during design.  With respect to the specific concerns raised about when SR 906 is closed east of Hyak, people could circulate the roundabout to access Hyak, the interchange, or eastbound SR 906.  A roundabout could provide a safer way for drivers coming from the closed portion of SR 906 to re‐enter the intersection. At present, there is a lot of driver confusion about who  has the right of way in the intersection, which poses a safety concern.   Traffic studies will analyze traffic movements through all legs of roundabouts and ensure acceptable levels of service.                                     Sources:  https://highways.dot.gov/safety/intersection‐safety/intersection‐types/roundabouts   https://placerair.org/FAQ.aspx?QID=1676 Dec 07, 2025, 07:52 AM 1 This plan misses a lot, mainly we cannot  use roundabouts in a heavily snowy  region, it just doesn't seem safe. Stop  lights and proper crosswalks would be  better. Take out roundabouts, add crosswalks. How do we get our communities involved in these processes before so  much money is spent/wasted on plans that seem out of touch to our  region? See Comment 1 in response to roundabouts.  A diverse Stakeholder Planning Group comprised of representatives from public agencies, emergency services, local businesses, and residents met regularly throughout the process  to provide guidance on safety and mobility priorities, data gaps, and plan development. These meetings occured every two months virtually from January 2025 through December  2025. We also posted a public web map requesting comments, which was open for public input from September 25th, 2024 through May 31st, 2025. We held an open house on May 1, 2025 at 4pm at the Fire and Rescue Station.  Dec 03, 2025, 12:33 PM 1 A simple, minimal cost effort, would be  parking enforcement ‐ as in ticket or tow  vehicles that park illegally in no parking  zones.  Pretty easy. See above.To ensure efficent use of Police Department resources,  we have identified this as a solution in the Action Plan section (page 65), but also want to pair this with on the ground  engineering solutions and education, which continue to address this issue even when sherriff resources are not available to provide continuous enforcement.  Nov 28, 2025, 04:31 PM 1 Why not make 906 one way = at least  from Exit 53 east.  It would handle traffic  better and align entrance and exits in  parking areas Really need to stop allowing parking on  906 ‐ especially in the winter ‐ it's super  dangerous. Crosswalks on 906 during busy times are both dangerous and is making  traffic worse.  While we agree that this change could improve traffic flow in one direction, one‐way traffic reduces the ability for drivers to move between places within the pass area (ie between  the ski area, restaurants, and lodging) without getting back on I‐90.  The plan identifies ways to make parking along SR 906 safer by reconfiguring the roadway such as adding pathways, buffers, etc.  Crosswalk visibility enhancements are proven safety countermeasures as they can slow down drivers and protect pedestrians in the roadway.  Source: https://highways.dot.gov/safety/proven‐safety‐countermeasures/crosswalk‐visibility‐enhancements  Nov 27, 2025, 09:06 PM 1 Roundabouts at the end of a hill are not  helpful in adverse conditions such as ice,  snow, rain, etc. Flashing signals at high volume intersections would make a huge impact ‐  and especially at the intersection off lake mardee rd and 906 (the two way  stop) desperately needs flashing signals ‐ people don’t stop at those signs  even in summer with no rain. Signs saying cross traffic does not stop need  to be apparent.  Roundabouts can be effective countermeasures to reduce serious crashes, especially when paired with maintenance plans and agreeements to effectively manage winter  conditions. Maintenance agreements between Kittitas County, King County and WSDOT will address resources for plowing and maintaining any proposed roadway improvements,  and maintenance crews will be consulted during design.  Flashing signs can be considered as part of the short‐term solutions for making intersections more visible to drivers.  Roundabouts have similar construction costs to traffic signals but reduce long term costs of maintaning the electrical system.  Nov 27, 2025, 01:51 PM 1 A roundabout at the bottom of Hyak Dr.  and Snoqualmie Dr. is a dangerous idea. A roundabout at the bottom of Hyak Dr. and Snoqualmie Dr. is a  dangerous idea. There is no ability to stop when there is compact snow and ice which will  make that an even greater risk for damage to cars.  See Comment 1  Consideration of slopes and winter driving conditions will be made during design development.  Nov 27, 2025, 11:04 AM 1 Alpental road to the ski area Safety for pedestrians on Alpental road  to the ski area Now that we've had first snow, Alpental road has become the usual  racetrack and car drifting playground. Summit security is lacking for this  yearly occurrence,  and King County is lacking on enforcement of reckless  driving on Alpental road. Due to it's more local serving character, NF‐9041 to Alpental was not identified as a high priority area as part of this study. Countermeasure Location A addresses a connection from  the Snoqualmie Pass area to the NE side of I‐90 toward Alpental and provides pedestrian and cyclist accomodations that could be extended futher along Alpental in the future.  Reconfiguring the roadway can be an effective countermeasure to reduce vehicle speeds and improve roadway safety.  Nov 26, 2025, 03:27 PM 1 Construction of roundabouts on 906 may  have negative unforeseen  consequences. Hardscape buffers in the  road could prove be a consistent source  winter vehicle damage Please emphasize striping, markings and  crossings as they are badly needed Forcing drivers to navigate a radiused roadway in slippery and snowy  conditions could add complexity and be a challenge for many drivers. We  should consider that our population is not as well conditioned/prepared  for snow driving as Colorado residents and our wet, slippery snow is  entirely different to drive on. When there is fresh snow in the early season  (prior to snow storage) the roundabout may not be visible (remember we  get our snow in relatively big doses) and snow storage will cut down on  visibility. To some extent roundabouts will complicate snow removal and  navigation. Roundabouts and hardscapes would likely improve summer  See Comment 1  Systematic application of low cost countermeasures such as pavement markings and signage are cost‐effective countermeasures that can be implemented in the short term. It is  also worthwhile to note that pavement markings and striping are only visible when snow is not on the ground.  Do you support the Kittitas County Snoqualmie Pass Comp