HomeMy WebLinkAboutR2026-078BOARD OF COUNTY COMMISSIONERS
COUNTY OF KITTITAS
STATE OF WASHINGTON
RESOLUTIONNO. 2026. O + 8
ADOPTING THE SNOQUALMIE PASS COMPREHENSIVE SAFETY ACTION PLAN
WHEREAS: In accordance with the United States Department of Transportation (USDOT)
2022Federal Highway Safe Streets and Roads for A11(SS4A) grant, Public
Works has prepared a Snoqualmie Pass Comprehensive Safety Action Plan; and
WHEREAS: The Snoqualmie Pass Comprehensive Safety Plan identifies prioritized locations
for potential safety improvements based upon requirements set forth in USDOT
SS4A call for project guidance; and
WHEREAS: An adopted Comprehensive Safety Plan is a requirement to be eligible to apply
for implementation funding through the SS4A program.
NOW, THEREFORE BE IT RESOLVED that the Board of County Commissioners, in the
best interest of the public, does hereby adopt the Snoqualmie Pass Comprehensive Safety Action
Plan, hereto attached and approve the pursuit of further funding opportunities through the United
States Department of Transportation (USDOT) Safe Streets and Roads for All program.
DATED this 5th day of May 2026, at Ellensburg, Washington.
BOARD OF COUNTY COMMISSIONERS
KITTITA UNTY , WASHINGTON
cory Chairman
Board- Julie Kjorsvik
ice-Chairman
tr Deputy Clerk of the Board- Mandy Buchholz
ABSENT
Laur a O siadacz, Commissioner
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Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Table of Contents
lndex of KeyTerms
Acknowledgments
Chapterl. Background
What is a Comprehensive Safety Action Plan?
Snoqualmie Pass Today
Prior Plans and Efforts
Chapter?. Engaging the Community
Three-Phased Outreach Approach
Outreach Activities
What We Heard
lmplementation
Ongoing Evaluation
7
2
11
72
14
18
2t
22
23
25
Chapter 3. Analyzing Data 28
Key Data Trends 29
Chapter4.Identifying Countenneasures 4I
Priority Project Locations and Countermeasures ..................42
Chapter 5. lmplementing the Plan 64
Action Plan 65
68
7I
Appendices 72
List of Figures
Figure 1. Safe System Approach Wheel
Figure 2. Snoqualmie Pass Geographical Context................... ...............12
Figure 3. Study Area & Key Destinations............ ............... 13
Figure 4. Promotional Flyer and Website for Online Engagement 27
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 ldentified Transportation Safety Concerns by Mode ............25
Figure 10. Community ldentified Transportation Safety Concerns by Season........25
Figure 14. Collisions by Road User Type in Snoqualmie Pass (2014 - 2023)...........28
Figure 15. Collisions by Mode in Snoqualmie Pass (2074 - 2023).............................29
Figure 16. Collisions by lnjury Type in Snoqualmie Pass (2074 - 2023l,29
Figure 77. All Collisions by Month in Snoqualmie Pass (2014 - 2023)30
Figure 18. Seasonal Collision Trends in Snoqualmie Pass (2074 - 2023l,.................31
Figure 19. Count Collection 1ocations..................... ..........32
Figure 20. October 2O24Weekend Volumes 33
Figure 21. February 2025 Weekend Volumes. .................34
Figure22. LOS Evaluated lntersections....."............. ..........36
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan
List of Tables
TT Table 1. Level of Service Definitions... ..................35
Table 2. Countermeasure Cost Estimates.....
Figure 23.85th Percentile Travel Speeds - October 2024.............
Figure 24. Priority Locations for Safety 1mprovements....................
Figure 25. Countermeasures Toolbox Example
Figure 26. Location A Safety lmprovements
Figure 27. Location B Safety lmprovements
Figure 28. Location C Safety lmprovements
Figure 29. Location D Safety lmprovements
Figure 30. Location E Safety lmprovements
Figure 31. Location F Corridor lmprovements
Figure 32. Location F lntersection I mprovements..................
Figure 33. Location F Crossing Treatments
Table 3. Location A - Cost Estimates .
Table 4. Location B - Cost Estimates.
Table 5. Location C - Cost Estimates.
Table 6. Location D - Cost Estimates.
Table 7. Location E - Cost Estimates.....
Table 8. Location F - Cost Estimates.
Table 9. Location G - Cost Estimates
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 l. Project Locations Cutsheets
Appendix J. Countermeasures Toolbox
Appendix K. Origin-Destination Analysis
Appendix L. Response to Final Public Comment
Under 23 U.S. Code 5 407 and 23 U.S. Code S 148, efety 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 locatjon mentioned oraddressed 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 implementjng 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 clienl While it is
possible that some locations or issues were not addressed in this report, nothing should be inferred by their omission.
42
46
48
50
52
54
58
60
64Table 10. SafetyAction Plan
Figure 11. KSI Collisions byYear in Kittitas County (2074 - 2023)28 Table 11. Transportation Safety Funding Sources ....................67
Figure 13. Collisions by Year & lnjury Type in Snoqualmie Pass (2Ot4 - 2023) ......28 Table 12. lnitial Safety Report Card 69
Figure 12. KSI Collisions byYear in King County (2014 - 20231 28
38
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42
45
47
49
51
53
55
56
57
59Figure 34. Location G Safety lmprovements.
t Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
lndex of KeyTerms
ADA
CDP
CSAP
FHWA
HCM
HSIP
HSS
t-90
KSt
LOS
MUTCD
NACTO
OFM
PDO
PHB
RCW
RRFB
SHSP
sR 906
ss4A
TIB
TMC
USDOT
WSDOT
Americans with Disabilities Act
Census Designated Place
Comprehensive Safety Action Plan
Federal Highway Administration
H ighway Capacity Manual
Highway Safety lmprovement Program
Highways of Statewide Significance
lnterstate 90
Killed or Serious lnjury
Level of Service
Manual on Uniform Traffic Control Devices
National Association of City Transportation Offrcials
Washington State Office of Financial Management
Property Damage Only Collisions
Pedestrian Hybrid Beacon
Revised Code of Washington
Rectangular Rapid-Flashing Beacon
Washington State Strategic Highway Safety Plan
State Route 906
Safe Streets forAll Program (USDOT)
Washington State Transportation I m provement Boa rd
Turning Movement Counts
United States Department of Transportation
Washi n gton State Depa rtment of Tra nsportation
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-, Acknowledgments
. Laura Osiadacz, Kittitas County Chair
' Cory Wright, Kittitas CountyVice Chair
. Brett Wachsmith, Kittitas
County Commissioner
Kittitas County Staff
. Josh Fredrickson, Kittitas County
Public Works Director
. Kelee Hodges, Kittitas County
Environmental/Transportation Planner
. Cameron Curtis, Kittitas
County Engineer (Former)
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 2
' King County Department of Local Services
. WSDOT South Central Region
Consultant Team
Fehr & Peers
. Taylor Whitaker, RSP,
. Kendra Breiland, AICP
. AbigailPowell
. Krystle Li
SCJ Alliance
. Dan lreland, PE
. Caitlin Mehall, PE
ThankYou
Elected offieials, Kittitas County staff, community members, Snoqualmie Pass
CommunityAssociation, and the CSAP Stakeholder Group who were engaged
through the planning process forboth in-person and online outreach events.
Your inputwas invaluable in creating a Comprehensive SafetyAction Plan
(CSAP) that reflects the needs of the Snoqualmie Pass community.
Elected Officials OtherAgencies
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Thank You
The Washington Scate 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
SafetyAction Plan (CSAP) and the proposed improvements
it contains. WSDOT supports safery improvements
within this corridor. There is currently no funding for the
improvemencs described in the CSAP, and itwould 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 anyproposed 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 mayhave an impact on the
improvements proposed in the plan.
4/
tsnian White
Regional Administrator
WSDOT South Central Region
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5 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Executive Summary I Killed or Serious lnjury
(KSl) Collisions
Three Collisions (3%)
Snoqualmie Pass (the Pass) is a small
mountain communicy 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 trattic flucruadons
that impact quality of life and safery for
residents and visitors alike.
ln response, Kittitas County is developing a Comprehensive
SafetyAction 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. lt also aligns with Msion Zero
principles and supports eligibility for federal funding through
the U.S. Department of Transportation (USDOT) Safe Streets
and Roads for All (SS4A) program.
139711148t211712
2074 2075 2076 2077 2078 2019 2020 2027 2022 2023
Between 2O14 and2023,1.07 collisions were
reported in the community, including three that
resulted in serious injuries or fatalities.
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Source: Fehr & Peers, 2025; aerial
courtesy of Google Earth Pro.
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
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CHAPTER 4:
IDENTIFYING
COUNTERMEASURES
ldentifies priority locations in
Snoqualmie Pass where targeted
safety improvements, both
engineering and non-engineering,
are recommended.
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 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 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.
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7 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Chapte r 2z Engaging the Community
Hearing trom the broad cross-section of Snoqualmie Pass stakeholders and communiry 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.
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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.
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
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
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.
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.
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 8
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.
Collision Trends
Between 2Ot4 and2023,tO7 collisions were
reported in Snoqualmie Pass, including three that
resulted in death or serious injury. Most collisions
occurred on SR 906 or the l-90 ramps, wilh 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
ln 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 l-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
-,
Epl
I mteA or serious lnjury
(KSl) Collisions
Three Collisions (3%)
I Suspected Minor lnjury
or Possible lnjury Collisions
27 Collisionsl25%l
@ Property Damage Only
(PDO) Collisions
77 Collisions(72%l
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, insuffi cient
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.
Common
Contributing Factors
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Collisions (63%)
occuned during
the winter months
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May Jun Jul Aug Sep Oct Nov Dec
ir I-"r"
AprJan Feb Mar
Distracted
Driving
Midblock
Collision
Collision
Tlpe
20L4-2023
. 85th percentjle speeds collected October 2O24-
Speeding
9 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Chapter 4: Identifuing
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.
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Location A:
Exit 52 Area
The following locations were identified as priorities
for safety and mobility improvements:
. Location A: Exit 52 Area - includes SR
906 from NF-9041 to Summit West.
' Location B: Summit West Area - includes SR
906 from Summit West to Yellowstone Road.
. Location C: Exit 53 Area - includes the
intersection of 5R 906 & Yellowstone Road.
' Location D: Summit CentralArea - includes SR
906 from Yellowstone Road to Summit Central.
. Location E: Silver FirArea - includes SR
906 from Summit Central to Tanner Way.
. Location F: Exit 54 Area - includes
SR 906 from Hyak Drive E to Lake
Mardee Road;5R 906 Spur.
. Location G: Summit East Area - includes Hyak
Drive E from SR 906 to Keechelus Drive.
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ln addition, the stakeholder team identifred 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.
4?
Sources: Fehr & Peers. 2025: Aerial
provided courtesy of Google Earth.
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Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 10
Chapter 5: Implementing the Plan
This chapter presents strategies and actions to improve safery 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 refl ect
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 ra nge f rom q uick-bui ld inf rastructure
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.
o Oversight &
Accountability
Phasing &
Sequencing
Coordination
& Partnerships
Coordinated
Implementation
Process
{S 6
Funding
FI Communication
!ry
It
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Located at the boundary of Kittitas and King Counties, Snoqualmie
Pass, WA is a small mountain communiry 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.
G*c 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 2074 and 2O23,there were 107 reported collisions in Snoqualmie Pass, including three
collisions that resulted in serious injuries or death. ln response, the Snoqualmie Pass CSAP adopts
a Safe System Approach, aimed at proactively reducing and ultimately eliminating transportation-
related deaths and serious injuries.
.sala
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 12
What is a
Comprehensive
Safety Action Plan?
Kittitas Counry 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. ln
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.
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1.3 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
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.
ln 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 safery movement
founded on the beliet that trattic-related deaths and
serious injuries are preventable, and that even a
single fatality is unacceptable. Its success depends
on applying the Safe SystemApproach to create a
transportation neEwork that protects all users.t
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."s
Together, Kittitas Councy, King Councy, andWashington State
are working toward this sharedvision of a safer future for
everyone.
' https://srfetv fhwa.dot.gov/hsin/docs/fhwasa201 8 odf
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Figure 1. Safe System Approach Wheel
Source: FHWA.
s€R\ous
INJURIES 4p5
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SHAREO
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:
Alerting users to
potential hazards.
Separating users in
physicalspace (e.g.,
sidewalks, dedicated
bicycle facilities).
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Separating users in time
(e.g., time for pedestrians
to start crossing the street
before cars begin turning,
and signalized left turns).
Slowing or managing
vehicle speeds.
t"-
Discouraging or prevent
risky behaviors.
Accommodating human
injury tolerance through
interventions that reduce
impact speed and transfer
of kinetic energy.
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Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 14
Snoqualmie Pass
Today
Snoqualmie Pass is located along the border
of Kittitas County and King County and is
accessible exclusively via lnterstate 90 (l-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 porfion 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 & Peerc,2025', aetial
provided courtesy of Google Earth Pro.
@
@
Snoqualmie
Pass
Snoqualmie Pass
Mt.
Baker-Snoq ualmie
National Forest
;<iI] G CCU\TY
t
q
Teanaway
Community
Forest
Mount Rainier
National Park
KITTITAS COUNTY
N
(:
15 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County 'oG
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906
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Black Diamond
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Figure 3. Study Area
& Key Destinations
Source: Fehr & Peers. 2025.
O Local Attraction
Study Area
[-_-'1 County t-ine
Lake
o
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 16
L
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l'.lfi
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t F
As a popular year-round recreation and resort
destination for visitors, Snoqualmie Pass experiences
signiticant seasonal and weeklyvariation 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. ln 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 l-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.'
'Anorigin-destinationanalysisoftraveltoSnoqualmiePassisprovidedinAppendixK-
t7 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Demographics
MedianAge
(Years)
Snoqualmie
Pass
Kittitas
County
King County
As of 2O23,'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%1. Approximately 3% of
residents live below the povefi line.t
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,
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) and4%
Hispanic residents. Approximately 74% of residents
live below the poverty line.+
ln King County, the median age is 37, and the
median household income is higher at$122,1,48.
King County's population is younger and more
affluent, reflecting its status as the state's topjobs
center. Compared to Snoqualmie Pass and Kittitas
Counff overall, King County has greater ethnic
diversity, with 54% White (non- H ispani cl, 20%
Population Living
Below Poverqr Line
Snoqualmie
Pass
Kittitas
County
King County 8o/o
Most Common Occupations
Among Snoqualmie Pass Residents
Installation,
Maintenance, and Repair
Management, Sales,
andRelated
Asian (non- H ispanic), 7 % mult.racial (non-H ispa nic),
6% Black or Af rican American (non- H ispanic), and
4%Hispanic residents. Approximately 8% of King
County residents live below the poverty line.s
The most common occupations among Snoqualmie
Pass residents include lnstallation, Maintenance, and
Repair roles, followed by Management and Sales &
Related Occupations. These employment patterns
reflect the area's seasonal economy and recreational
infrastructure.tt
38
37
5noqualmie
Pass
Kittitas
County
King County $t22,t+8
Median Income
I Hispanic
O Rri"n
Racial I Ethnic Diversity f wtrite
@ Multiracial
Kittitas
County
I Black orAfrican American
N Other/Uncategorized
\,d\
s
. Although this report was prepared in 2025,2023 remains the most recent year with available demographic data.
tT U.S.CensusBureau,2OT9-2023AmericanCommunitysurvey5-YearEstimates,Table824050(SnoqualmiePassCDBWashington).Retrievedfrombilpsldafa.cens!5.eoy
$80,875
$
Snoqualmie
Pass
94o/o
o/o
King
County
.. r.1
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 18
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 satecy invesf,ments, including
the Kittitas County Road Safety Improvement Plan (2025), Kittitas County Capital Improvement
Program 2024-2029 SixYearPlan(2O23), Kittitas CountyComprehensive Plan(2O21), 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 AppendixA.
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 lmprovement Program (HSIP)
grant methodology,t 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:
. Priority 1: Kittitas Highway and No. 6 Road lntersection
lmprovement Planning and lmplementation.
. Priority 2: Corridor lmprovements Countywide.
. Priority3: Huntzinger Road Safety lmprovements
Phase 2 (MP 2.70 to MP 5.14).
. Priority 4: Denmark Road Safety lmprovements.
. Priority 5: Bridge and Structure lmprovement 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 Progra m 2024-
2029 SixYear Plan (2023)*
This plan outlines key infrastructure projects across Kittitas
County's road network. The plan includes the following
projects in Snoqualmie Pass:
. Yellowstone 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.
. Short 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 lmprovement Program (HSIP) fundingfor 2025-
2027, aligning with Washington State's Target Zero
initiative to reduce fatal and serious collisions.
* hftos:/lrccords co.kittitas wa us/Webl ink/O/doc/7441 710lPaee?.asnx
f irttns://wsdotwa-sov/bu(incss-wsdot/sLrpoort*local-orosrams/fundins-nrograms/hiehwav-s.fetv-imnrovement-prosram
+ httos:./,/www.co.kittitas.wa.us/Lroloads/bocc/ordinan.es/2023-009-ordinance.odf
19 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Kittitas County Comprehensive Plan
Transportation Element (2 0 zl)s
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:
. T-G1: Safe - Create a transportation network that can be shared safely
by all users and provides sufficient access for emergency response.
. T-P1: Require new development to provide multiple access points
that are designed to support emergency access and evacuation.
. T-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.
. T-P3: Develop and maintain a safe, efficient and environmentally
sound multi-modal transportation system in accordance
with local, state, and federal requirements.
. T-P4: Provide all weather, all-season use of the road
system for the movement of goods and services.
. T-P5: Develop road standards that incorporate traffic calming techniques
that are appropriate for the roadway and surrounding land use.
. T-P6: lmplement safety improvements in areas with high accident locations,
prioritizing those locations with pedestrian or all-terrain-vehicle collisions.
. T-P7: Seek program funds for implementing investments
identified in the countywide safety plan.
. T-P8: Encourage new development to provide
for safe transportation alternatives.
Snoqualmie Pass Sub-Area Comprehensive
Plan - Master Plan (2016)tl
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:
. Create a shared vision of the future of the Pass area through
a community-based updated Comprehensive Plan.
. Create a vibrant year-round community in the Pass area capable of supporfing,
and suitable for, both residents and recreational visitors to the area alike.
. Establish 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.
. lncrease the economic and housing viability of the Pass area by giving
the economic impact of any activity or decision high priority.
. Protect the ability to expand recreational opportunities, both
winter and summer, to accommodate visitor growth.
. Plan adequate infrastructure improvements, both transportation
and utilities, to accommodate present and future needs.
. Preserve and protect environmentally sensitive areas and scenic vistas.
5 httos://www.co.kittitas-wa.us/uoloads/documents/cdslcomo-plan/202'1l'021ol"?OComfrrehensiveo/n2OPlan.odf
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 20
Washington State Truck Parking
Implementation Plan (2024)*
The Washington State Truck Parking lmplementation Plan, developed by
the Freight Mobility Strategic lnvestment 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. l-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 l-90, particularly near North
Bend and within the surrounding 30-mile corridor segment. A key finding
of the plan is that this section of l-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)tt
The Snoqualmie Valley/Northeast King County Subarea Plan (2024) is a
component of the King County Comprehensive Plan that establishes a
2O-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:
. SVNE-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.
. SVNE-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, Kitiitas County, local businesses, and the community.
" hitns://fmsib.wa gcv/stLrciies/irLr.k-narl<ine-imnlementation-plan
ft htcs://kinssorrntv.gov/-^n/deot/loca!-seryices/brrlldlrres-orooertv/develooment-
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Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 22
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 identifu safecy challenges, shape outcomes, and contribute to
final recommendations. For this CSAP, the project team followed a three-phase
outreach process:
or
II
II $
\
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-
identifi ed 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.
Stakeholder
Planning Group
The Stakeholder Planning Group is made up
of members from a broad cross-section of
Snoqualmie Pass interests, including WSDOI
King County, the Snoqualmie Pass Public
Utility District, Kittitas Fire District 1-3, 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:
. Existing safety and capacity challenges
' ldentification of data gaps and
col lection methodologies
. User types and travel patterns within
the transportation system
. Anticipated future issues based on capacity
modeling and systemic safety analysis
. Community priorities related to
transportation safety and mobility
. Outreach strategies and
engagement methods
. ldentification and confirmation
of priority locations for capacity
and safety improvements
. Review of draft plan materials
Meeting agendas and topics discussed at each
session are included in Appendix B.
23 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
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 communicy
members to better understand
near-miss locations, perceived
safecy concerns, and ideas for
improvement.
To do this, the team launched an online
engagement effort with two main components:
. An interactive map where participants could
pinpoint specific locations of concern related
to transportation safety and capacity; and
. A 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.
lnteractive Map
The project team developed an interactive map
to allow community members to identify specific
locations where they experience tra nsportation-
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.
q Scan the QR code to share yosr
feellngs, obseruation+ and ldeas
through the proiect website:
Wewantto
hearfromyou!
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Figure 4. Promotional Flyer and
Website for Online Engagement
Source: Fehr & Peers, 2025,
Snoqualmie Pass
COMPREHENSTVE
SAFETYACTION PLAN
Kittitas County is drafting a Comprehensive Safety
Action Plan (CSAP) for Snoqualmie Pass to improve
transportation safety. Kittitas County wants to
address transportation safety concerns by reviewing
locations where crashes have occurred and where
you feel unsafe walking. rolling. biking, and driving.
HOIMTO GET INVOLVED?
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Welcome
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Snoqua lmie Pass Comprehensive Safety
Action Plan
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 24
Figure 5. Online Engagement Activity
Sorrrce F.rhr & Pecrs,2025
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Selow is a maPPing activity and a suryey u,hereyou can cro!iCe us !,.ith mDre information about ttensportEtion sa.'eBr or
.Eprdqr issues you hare experlenced or notlced in Sroqualmie Pass. FleEse take a fs, mrnutes to comclete these aftlv;tis and
shar€ yourthoughts.
Your:nlut jsveryifooftantto us aid is anonymou5.
Kittibs Counti wants to make roadways in Snoqualffie Pass sajer -nd more effacient for alr those oho u9€ them. This m;p
el lo*! you to Snare vour aommeats end feel,ngs about sef€t}' aad othea transponEtion conrerns in SnoquElmie Passl
Holv to use the map
1. Zoom in and @. around the rap to find a locatron Mthin th€ study drea where you have aoncerns tvlth walkng or
rollrng, biking. drV qS o' multiple travel mode5.
2. Seled Add M;rker" at th€ boftom ofthe page.
3. Plac€ a frirker on the map and click one ofthe categorres from the drop-down meaLr.
4. Tvp€ Informatron about thig chall€nge rn the <omment bor and seled the seesoq(5) when thr5 challefge rs present.
5. Click Suba f to subm,t you. q?4.
6. Repeat these <rep5 to place markers on dher ocation5. You may 6150 upvote lssue5 rdentified by other respondent5.
Thank you for partrcipating.
We want to hear from you!
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25 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Phase 2z lntegrating Community Input
After analyzingboth quantitative and qualitative data, the project team
rerurned to the communiryto share preliminaryresults and confirm
that public input had been accurately retlected. This was done through
a two-part public meeting feacuring an open house and a formal
presentation.
Each phase of engagement offered opportunities for
community members and stakeholders to share their
fi rsthand 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.
- voffit
-"FO:$(}
ffi:qlE[Y 1: .
What We Heard
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.
I nteractive activity boa rds invited participants
to provide feedback on potential action items
and location-specific safety countermeasures
across the Snoqualmie Pass study area.
Figure 6. Attendees at a Public Meeting
Source: Fehr & Peers, 2025.
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.
-e(;Fa.
_,{_
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.
Concerns with Driver Behavior
lncludes both intentional
behaviors such as speeding and
recklessness, and unintentional
behaviors due to confusion from
unclear signage or intersection
control.
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.
lntersection Concerns
lntersections identified as having
frequent confl icts, concerns
about visibility and signage,
or lacking appropriate traffic
control.
Confl icts Between Vehicles
and Non'motorized Users
Concerns about safety at
locations where vehicles,
pedestrians, and bicyclists share
space without separation.
lnsuffi cient Vehicle Parking
lncludes parking in undesignated
areas or along roadways, which
contributes to traffic obstruction
and safety concerns (Figure 8).
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 26
Figure 7. Pedestrians Crossing 5R 906 at Silver Fir
Near a Blind Curve with No Designated Crosswalk
Source: Fehr & Peers, 2025.
Truck ParkingAlong SR 906
Parked trucks create sight
distance challenges, particularly
near intersections and
driveways, and contribute to
traffic flow and pedestrian safety
concerns.
Roadway and Facility
Maintenance lssues
Concerns include unplowed
roads, delayed striping, or poor
road surface conditions that
contribute to safety hazards.
Desire for Frontage Road
Community desire for a Frontage
Road due to concerns about
congestion along l-90.
Congestion
Heavy traffic volumes, backups
onto l-90, and gridlock
conditions during peak
recreation times.
WinterWeather Hazards
lncludes icy roads, lack
of traction, limited winter
maintenance before early hours,
and vehicles getting stuck in
snow or sliding on hills.
Emergency Access Challenges
Concerns that congestion,
parking, or blocked roads may
delay emergency response
or impede evacuation during
emergencies such as wildfires.
Desire for Parking Garage
Concerns about congestion,
vehicles parking along roadways
and visitor accessibility.
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.8,
27 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
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Figure 9. Community
ldentifi ed Transportation
Safety Concerns by Mode
Source: Fehr & Peers, 2025.
O Active
A Vehicle
Study Area
--'l ^
[ _ _r Uount! Llne
Figure 10. Community
ldentifi ed Transportation
Safety Concerns by Season
Source: Fehr & Peers.2025.
o Summer
o Winter
S Both Summer and Winter
Study Area
[---'1 county Line
A
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Key Data Trends
The development of the CSAPwas 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 l-90, but excludes I-90 itsell as
this limited-access highway is addressed under the State's Strategic Highway Safety
Plan.t
ln 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 lniury (KSD Collision?*
Afatal injuryis anyinjurythatleads to deathwithin 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 ol the following:
. Severe laceration resulting in exposure
of underlying tissues/muscle/organs
or resulting in significant loss of blood
' Broken or distorted
extremity (arm or leg)
. Suspected skull, chest, or
abdominal injury other than
bruises or minor lacerations
. Significant burns (second and
third degree burns over 10%
or more of the body)
' Unconsciousness when taken
from the crash scene
. Crush injuries
. Paralysis
" 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.
t htth<://tirpet7ero.com/
f httos://hishwavs.dot.eov/media/2O1 31
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 30
Collision Trends
Kittitas County & King County
Traffic fatalities and serious injuries on all roads in Kittitas Counry and King Counry have risen over the 1O-year period
trom zoT4to2o23,highlighting a growing safetyconcern, as illustrated in Figure 11and FigureL?!
Figure 11. KSI Collisions byYear in Kittitas Coun{ (2014 - 2023t-
Source: Washington State Traffic Safety Commission Crash DaIa,2Ot4-2O23.
4t 40
38
34
31
2074 2075 2076 2077 2078 2079 2020 2021 2022 2023
Snoqualmie Pass
Collision data from 2}14to 2O23was
analyzed for local roads, SR 906, and che on-
and off-ramps of I-90 within the Snoqualmie
Pass area. Over this lO-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). ln 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 l-90 ramps. All three KSI collisions were vehicle-only
and took place on SR 906 or l-90 ramps (Figure 16).
Figure 72. KSI Collisions byYear in King County (2074 - 2023l.
Source: Washington State Traffic Safety Commission Crash Data,2074-2023.
924
854
763
635 646
597 657 634
2014 2075 2076 2017 2018 2079 2020 2027 2022 202s
32
6093155128
Figure 13. Collisions byYear & InjuryType
in Snoqualmie Pass (2014 - 2023!,
Source: Fehr & Peers, 2025.
O Killed or Serious I Suspected Minor lnjury- lnjury (KSl) Collisions or Possible lnjury Collisions
ffi
Figure 14. Collisions by Road User
Type in Snoqualmie Pass (2014 - 20231
Source: Fehr & Peers, 2025.
RoadLJser
T\rpe
1f' Property Damage
Only (PDO) Collisions
ffi Vehicle-only
Collisions *
1
4
hftr)s: /wtqc wa.govldashboards /f atalities-dashhoard/ accessed May 2025.
2074 207s 2015 2077 2078 2019 2020 2021 2022 2023
G&Vulnerable Road
User Collisions
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31 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
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o.
51'
otal
--l
aIta
Maidee
Lake
Lake
0 xr I
-------- --=.--t Miles
Figure 16. Collisions by
lnjury Type in Snoqualmie
Pass (2014 - 20231
Source: Fehr & Peets,2025-
Killed or Serious lnjury
(KSl) Collision
Possible or Suspected
Minor lnjury Collision
Property Damage
(PDO) Collision
Study Area
[---'1 county rine
t#.
'c6 gr
"ta
\Nak
Crk
4o/o
.,6
se Trl
Miil Crk
Figure 15. Collisions by
Mode in Snoqualmie
Pass (2014 - 20231
Source: Fehr & Peers- 2025.
Bicycle
Motorcycle/
Scooter
Pedestrian
Vehicle
Study Area
a
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ototr:^
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906
A
a
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906
oMiles[---
-l
county t-ine
I
l
19%
19o/o
630/o
1ii
Month
-20231
Sqlrct: Fgtn& Pe€rs. 2025.
Given Snoqualmie Passl 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 \rary by season.
#)^1,Qr
Mar - May: 10 Collisions
Oct - Nov: 10 Collisions
Dec - Feb
67 C-ollisions
As showninFigure1Z67of tO7 (63yo)
of collisions occurred during tJrewinter
season (December, January, and February).
57 of IO7
collisions (63%)
occurred during the
winter months
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.
//,/ .//'-'
F----/?'/
I
\
\-o-
Jun - Sep
20 Collisions
,l
\\
',* surmer Trends
a\
Although fewer collisions occurred during the
summer months, they were associated with distinct
conditions and patterns from winter collisions.
--.-...**-
----2/
2O of 1O7 collisions (18%) occurred in June,
July, August, or September.
Seasonaltrends 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
''l
*l
33 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Figure 18. Seasonal Collision Trends in Snoqualmie Pass (2014 - 20231
Source: Fehr & Peers, 2025.
Contributing
Circumstance
tu Speeding
57o/o
Driver going
straight ahead
IOo/o
Driver making a
left or right turn
7o/o
Driver slowing
down
7Oo/o
Driver going
straight ahead
to%
Driver starting
from parked
position or
backing
Vehicle
Action
Junction
Relationship
660/o
3lo/o
lntersection
related
3o/o
Driveway
related
85o/o
//i\\ Notintersection
too/o
lntersection
related
5%
Driveway
related
Day
of Week
Road
Conditions
Weather
Conditions
Time
of Day
60%45o/o
ng5nowi
#wwrBn
// i \\ Not intersection q?tn *
tf rl.
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{"'
#
G
#
fr
33o/o :
Midday
(11am - 3pm)
22o/o
Afternoon
(3 - 6pm)
2t%
Morning
(5 - 11am)
l5o/o
Night
(9pm - 5am)
9o/o
Evening
(6pm - 9pm)
5oo/o
Midday i
(11am - 3pm)
63%
Friday,
Saturday, or
Sunday
45o/o
Friday,
Saturday, or
Sunday
72o/o
Snow or slush
covered roads
l8o/o
lcy roads
19o/o
Clear or
partly cloudy
#G hF
g')
g')
w
Note:
16oZ of winter crashes
were "none" or "other."
21o/o
Driver Distraction
or lnattention
6%
Unsafe Starting,
Backing, Passing,
or Parking
20%
Driver Distraction
or lnattention
l0o/o
Under the
lnfluence
TOo/o
Asleep or lll
a+
+rFA[]
a+
C*G
7%
Raining
:.1:85o/o t 85o/o
Dry roads Clear or
partly cloudy
lOo/o
Wet roads
&. SUMMER
2oo/o
Evening
(6pm - 9pm)
@,n
20o/o
Night
(9pm - 5am)
tOo/o
Morning
(5 - 11am)
Note:
35% of summer crashes
were "none" or "other."
Note:
15% of summer crashes
were "other" or "unknown."
Kittitas County I Snoqualmie Pass ComprehensWe Safety Plan 34
Volume I 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 capaciry 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 27st,2O24, and February 14th
to 17th, 2025 (Presidents' Dayweekend). 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 37st,2024 and January !st,2025 to
review conditions during the busy winter holiday
season. Figure 19 shows the locations where
tube counters and TMC cameras were installed.
I
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ca
ee
t
/_
Lake
\\\t\'Garrnisc.h p1\, lron Horse
I
I
I
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Q(
Figure 19. Count
Collection Locations
Source: Fehr & Peers,2025-
I rvc
C tuo"
Study Area
[---'1 county t-in"
a
UI
o
o
:f
Keechelus
Lake
Exit 52 EB Off Ramp
& sR 906
SR 906 & Guye
Peak Lane
sR 906
sR 906
Exit 53 l-90 WB
Ramp & Yellowstone
Trail Road
Exit 54 EB Off Ramp
& Snoqualmie Drive
Hyak Drive E
sR 906 &
sR 906
sR 906 &
Tanner Way
Exit 54 l-9O WB
Ramp & Lake
Mardee Road
lake Mardee Road
Hyak Drive E
ov,v,EMilss
o
35 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
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 patcerns and
trends remain consistent across all
scenarios."
OCTOBER
Analysis of October volumes provided a baseline
for non-winter conditions in Snoqualmie Pass.
Figure 2O 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 l-9O 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 fortraffic volume maps corresponding to the October 2024
weekday, February 2025 weekday, and February 2025 weekend scenarios.
@
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\L
o9'ci
cr-tf
a\-o"(,
\
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-to=
a../--(.
s{anner
v,la'i
I ol0
Garrnischo(tr
\. Iton Hor"" Trl ird(ol2
o9oo7
Figure 20. October 2O24 Weekend Volumes
Source: Fehr & Peers.2025-
Peak Hour Approach Volume
I Min: I
I!
o
a^
t?a\ror"Average Daily Volume
Min: 461
Count Location
A TMC
O Tube
r- -'l ^
I _ _r uounty Llne
Study Area
a
o
o
-o
o
o
6
I
Keechelus
Lake
--{:ro%y,EMiles
rsoa.-SL
'-e)-o. z'ue/o tf,
,,/e Dr g
fn
@
Highest peak
hour approach
volume
Highest peak hour
approach volume
o/
Hlghest average
daily voftnne
Max: 140
I
Max:2,636
o
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 36
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 521-9O Eastbound Off-Ramp
& SR 906 (Location 1), the intersection of SR 906
& Hyak Drive E (Location 8), and the intersection
of Exit 541-90 WB Ramp & Lake Mardee Road
(Location 9).
Ttrbe counters cannotbe used in snowy
conditions due to interference from
snowplows, so speed and midblock
volume datawere 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
NewYear's Eve and NewYear's Day.
,/
//
ffi
3
5
@
+,o
'o,"q
I
Avo2
o
o
--1
o=
a.
J-
-(a
&
r&
.u.o.
-&U
a
o^ .-Qe?6\rn\o
@
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V"laY
I lo
o{K
$1't(\, Jton Horr" TrJ
Figure 27. February 2025 Weekend Volumes
Source: Fehr & Peers, 2025.
O\
a3t'Peak Hour Approach Volume
l--r Min: I
J
r- -'l ^[__t uounty Llne
Study Area
Count Location
A TMC
o
oo
osa-ulo
U(nY$
6d>of-9 s
--l:1
Keechelus
Lake
o
Highest peak hour
approach volume
Ks
w
Highest peak hour
approach volume
Max: 140
ill Crk
o%%rcMiles
37 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Level of Service
Level of Service (LOS) is a metric used to
assess how well intersections function
by evaluating tactors 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
2o22.fhe 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 47.06.14O(2).For SR 905, WSDOT
has identified an LOS C standard.t
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). ln February, which captures ski season
travel patterns and increased weekend congestion,
most intersections still operated at LOS B or better.
Only SR 905 & l-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. ln addition to
considering current conditions, the project team
Table 1. Level of Service Definitions
A
B
c
D
E
F
Free-fl owing conditions
Stable operating conditions
Stable operating conditions, but individual motorists
are affected by the interaction with other motorists
High density of motorists, but stable flow
Near-capacity
Over capacity, with delays
s10
10-15
15-25
25-35
35-50
>50
Source: Highway Capacity Manual, 7th Edition.
. AllintersectionsinSnoqualmiePassareunsignalizedintersections.TheHCMhasadifferentdelaystandardforsignalizedandroundaboutcontrolledintersections.
t httTs://seowa-eov/d.tasets/WSDOT::wsdot-level-of-servi.e-stan.l:rd-for-st2te-routes/exnlore?location=47-4169O3oln2C-1'1417?23olnaC14-55
f https://www.co.kittilaswa.rrs/unloads/documents/cds/comn-olan/2021l2021%20Comorehensive%20Plan.odf
Level of Service Description Control Delay (seconds/vehicle)
for Unsignalized lntersections The following intersections were
evaluated (as shown inFigure22)z
. SR 906 & l-90 EB Off Ramp (Location 1)
. SR 906 & Guye Peak Lane (Location 2)
. l-90 WB Off Ramp/l-9O WB On Ramp
& Yellowstone Trail Road (Location 4)
. SR 906 & Tanner Way/Driveway (Location 6)
. Hyak Dr E & SR 906 & Driveway (Location 7)
. SR 906 & l-90 EB Off Ramp/l-9O
EB On Ramp (Location 8)
. SR 906 & l-90 WB Ramp (Location 9)
estimated what conditions might be by 2045. To model this, the project team evaluated
intersection conditions with a 27o/o increase in vehicle volumes based on regional land
use growth forecast for Kittitas County as well as forecast traffic growth along l-90.5
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 l-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.
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 38
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:
. Congestion increasing steadily throughout the day
. High levels of street friction
. Observations 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 pedestrion crossings misses an
opportunity to direct where pedestrian crossings occur
and provide more predictability for all users
" Peak-period congesEon, combined with driver confusion
can lead to long queues and user frustratron
" lnsufficient off-street parking supply at peak times, which
can lead to congestton as o result of drivers searching
for parking and pedestrians walking in the troveled way
enroute from distant parking to intended destinattons
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 unfamiliarwith
winter conditions.
w
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Lu(a 906
LooP
o t/. v,ElMllss o
L Mardee
of
Figure 22. LOS
Evaluated lntersections
Source: Fehr & Peers, 2025.
o TMC
Study Area Keechelus
Lake,lilt Crk e
I[--- I countv rin"
5 Allcountvolumeswereincreasedby2T%loreflecta2O-yearforecasthorizon.Thisgrowthratealignswith
countywide population projections from the Washington State Office of Financial Management (OFM) for
Kittitas County and is consistent with antjcipated traffic growth on l-90, the sole access route to Snoqualmie
Pass. The methodology and growth assumption weTe con6rmed by Kittitas County staff.
SR 906 & Guye
Peak Lane
Exit 53 l-90 WB
Ramp & Yellowstone
Trail Road
sR 906 & t-90 EB
Off Ramp
Exit 54 l-90 WB
Ramp & Lake
Mardee Road
sR 906 &
Tanner Way
Exit 54 EB Off Ramp
& Snoqualmie Drive
Hyak Drive E
sR 906 &
39 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Speed
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, S5th percentile speeds exceeded the
posted speed limit bv 14.9 mph northbound and
14.8 mph southbound on the first segment, and by
11.4 mph northbound and t7.5 mph southbound on
the second segment.
Higher vehicle speeds greatly increase both the
likelihood of a crash and the severity of the outcome.
ln the U.S., speeding is a factor in nearly 3O% of
traffic fatalities each year, and even small increases
in speed can dramatically raise the risk of death
or serious injury.' Between 2OI9 and2023,3t%
of traffic fatalities in Washington State involved a
speeding driver, reflecting the same trend locally.t
For pedestrians, the chance of being killed if struck
rises from aboutT% at 20 mph to nearly 20%at35
mph.+ Motorcyclists are especially vulnerable, with
over one-third of fatal crashes involving speeding.s
Globally, the relationship is consistent: an increase of
about 0.6 mph in average vehicle speed raises fatal
crash risk by about 4-5o/5.n
This underscores why high vehicle speeds
are a critical safecyissue-andwhy
measures such as traffic calming, speed
enforcement, and roadway design can help
reduce speeds.
'hi-tLrs://.rashstats.nhtsa.dot.eov/Aoi/Puhlic/ViewPubli.ation/81358?.ndf
t httnq://wtsc.w.1.eov/dachboards/f atalities-dashboard/
+ htlns://www.iihs.orelresearch-a reas/speed
5 httn.://crashstats.nhtsa.dot.eov/Api/Puhlic/ViowPuhlication/813582 odf
1T httns:,4aoos.who.int/irls/bitstream/10665/254760l1/WHO-NMH-NVl-177-ene.pdf
Why is the 85th Percentile Speed Important
in Tratfic Analysis and Safety?
The 85th percentile speed is the speed at orbelowwhich 85% of vehicles are observed to
travel. It reflects the speed that most drivers choose when not constrained by traffic or
enforcement.
J
t_
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:'
. lncreased 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 -1O% risk of a fatality or serious
injury, but at 40 mph, the risk jumps to B0%.
' Greater speed variance: When some drivers follow
the speed limit and others drive much faster, the
variation increases the chance of collisions.
. Design misalignment: lf 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.
https://www.fhwa.dot. gov,/publications h esearch / saf ety / 77 098/0O3.cf m
'4'"'
..\
35
SPEED
LIMIT
35
SPEED
LIMIT
20
SPEED
LIMIT
35
SPEED
LIMIT
35
SPEED
LIMIT
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 40
_ oenn{ creek Rd
Figure 23. 85th Percentile Travel Speeds - October 2024
Source Fehr & Peers, 2025.
@ Count Collection Location lD J Direction of Travel
S estfr Percentile Speed (MPH)
oc
Q Pe aV Amount ln Excess of Speed Limit
#"'0
sffi
Tr
Q4 ,\@ffi ffi
t&.
'/^
,'o$
q
4
t=
Fo
@@ s@ffi
(
oo m@
oO
oo
90 Mountain Home Rcl
r'ay Ln
Speed
Limit
(MPH)
906
3
t
sR 906
between Exit
52 and Guye
Peak Lane
SR 906
beiween Exit
53 and
Kearney Drive
sR 906
between
Tanner Way
and Exit 54
Hyak
Drive E
Lake
Mardee
Road
a
o
^tlru,t aoe Ln'
,f
m
)
., Crk
t'.1o*t A'_ lron Horse Trl Palouse to Cascades State Park Trl
,c
-@
'oJ
z
+
,s
e$$
A
+'
R oo-
p-
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h/
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q
i:i;rtr'ry
4
Miles
t
€
t ry
Priority Project Locations and Countermeasures
This chapter identifies prioriry locations in Snoqualmie Pass where targeted safety and
mobility improvements, also known as counterrneasures, are recommended. Each location
includes a description of the location context, concributing safecyconcerns, and a tailored
set of engineering counterrneasures 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 FHWAs Proven Safety Countermeasures
and the Safe System Approach, the proposed improvemenG
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.
The Federa I Highway Administration (FHWA) promotes
the use of Proven SafeffCountermeasures-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.
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 42
Location A Exit 52 Area
Location B: Summit West Area
location C: Exit 53 Area
Location D: Summit CentralArea
Location E: Silver FirArea
Location F: Exit 54 Area
Location G: Summit East Area
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.
I
I
I
I
I
I
I
What is a Safety Countermeasure?
A safeuy countermeasure is an evidence-based strategy or treatment designed to reduce the frequency and
severity of traffic crashesi
https://highways.dot.gov/safety,/proven-safety-countermeasures
Figure 24. Priority Locations
for Safety lmprovements
Sources: Fehr & Peers, 2025; Aerial
provided courtesy of Google Earth.
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 lmprovement 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 Cou ntermeasu res
forAll Locations
The maps associated with each priority
I ocati o n ( Fi gu res 26 -32) id entify "short-term "
countermeasures intended to relieve concerns while
more "long-term" countermeasures a re 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
ln each priority location, countermeasure cost
estimates are displayed as ranges rather than
absolute values to reflect the variability of
tra nsportation en gineeri n g. These ra nges 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
Figure 25. Countermeasures Toolbox Example
Source: Fehr & Peers, 2024.
Countemeasure
Dsription
LRSM ID
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 44
Median Barrier Counterm*sure
INTERSECTIONS T' ROADWAYS
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 ($ / $$ / $$$) Cost $$s
Low Cost / Quick Build alternative available
LRSM rD R03
Tler2 nerd Tler 4
Table 2. Countermeasure Cost Estimates
Title
lcon
Countermeagure
FHWA Manual torSelectnss:fetylmprcvemenb on Hish Rtsk Rural Roads
Safe System
Roadway D€slgn
Hierarchy
SAFE SYSTEM HIERARCHY
Tbr 1
Remove Severe
Conflicts
Timeline
. Near-Term: Countermeasures to implement
within one to three years, as resources allow.
. Mid-Term: Countermeasures to implement
within four to seven years, as resources allow.
. Long-Term: Countermeasures to implement
in eight or more years, as resources allow.
of potential investment needs. This approach also
su pports tra nspa rency a nd adapta bi lity d urin g
budgeting and prioritization discussions, especially
$
$$
$$$
$$$$
$$$$$
Low
Medium
Moderate
High
Highest
Less than $100,000
$100,o01-$5oo,ooo
$500,001-$1,000,000
$ 1,000,001-$5,000,000
More than $5,000,000
Source: SCJ,2025.
when comparing multiple locations with varying
cha racteristics. Approxi mate pla n ni n g-level costs for
each countermeasure are outlined in Table 2.
Typical Construction CostCost Level
45 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Maintaining Transportation lnfrastructure 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 safery,
mobilicy, 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
re gional 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 snovvy 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.
R,!\
--srF.l.
':..
I iil
s$'w
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.
Tech niq ues i nclude consolidatin g driveways, add i n g
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
ln a mountainous environment like
Snoqualmie Pass, shared-use paths play
a key role in connecting residents, visitors, and
recreational destinations throughout the year.
ln 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.
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 46
Roadway Reconfi guration
A separated parking lane can reduce stop-
and-go movements in through-lanes, andh
.a_ Roadway Lighting
[ ''- Proper placement of lighting outside ofI snow storage zone minimizes damage
during plowing and maintains reliable lighting for the
roadway.
#
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.
Crosswalks
Crosswalks must remain clear and visible
for pedestrian safety. Snow removal in
these areas should occur promptly after adjacent
roadways are plowed.
:r,-:F-ii.
)i t It
SR906 Corridor,West
of SummitWest
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.
. Completes the non-motorized
connection between Summit
Central to the Kendall Katwalk/
Pacific Crest Trail trailhead.
. Provides local non-motorized
trail connectivity between
Alpental and Lake Keechelus.
lmplement corridor access management
to improve trafhc 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
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).
Conidor lmprovement
Intersection of SR 906, NF-0941€/ the
I-90 Exit 52Westbound On-ramp
Construct a roundabout at the l-90 Exit 52 WB
on-ramp intersection. There are currently no active
plans to add an EB l-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 l-90 eastbound.
lntersection lmprovement
Intersection of SR 906 fi
SummitWest Entrance
Construct a roundabout as a long-term solution to
slow down drivers exiting l-90, provide an entrance to
the Snoqualmie Pass area, and maintain a continuous
flow of traffic to reduce congestion.
lntersection lmprovement
1r9irh*"1;$.\
r\,
\qs'
.o+?
..o_
-c<
,4
%v,
NF_9o41
47 SnoqualririePass Comprehensive Safety Plan I Kittitas County
A 40I
-$**"o*(--
fto.oo"u l"1rvpcTr C+ri*
Trailh^-
-o\
CrossingTreatments
Figure 26. Location A Safety lmprovements
Sources: Fehr & Peers, 2025; Aerial provided courtesy of Google Earth.
o Near-term/Mid-term Project
-
lq6g-fs1m Project
W3 Lot
W1 Lot
{----
W2 Lot
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 infonhation
about this crossing.
I
I
I
I
I
I
I
t
t
I
I
I
I
I
I
t
I
KING
Ao
200 ft
LocationA: Exit S2Area
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 Countermeasu res
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.
H i gh I i ghted ite ms a re FHWA Proven Safety Countermeasures.
Cost Estimates
Approximate planning-level costs for each countermeasure are outlined belowr
Table 3. Location A - Cost Estimates of Proposed Countermeasures
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 48
Collision History
Between 2Ot4 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.
3 Possible or minor
collisions T KSt
Collision
Of the 18 collisions:
8 *or",or."
lnvolved a driver
exceeding the
reasonably safe
speed limit.
I
"oor"ro'lnvolved a
vulnerable road
user,
Shared Use Path
Roundabout
Corridor
lntersection
Not available
82%
$$
$$$$
15
"on,"ror'"lnvolved a
vehicle going
straight ahead.
. Congestion on Exit 52 E off-ramp.
. Intersection confusion due to signs
that are out of sight, sight distance
issues, unclear pavement markings,
and size of the intersection.
. Lack of pedestrian
connectivity between Su m mit
West and Alpental.
. Wide roadway is challenging
for pedestrians to cross,
encourages illegal parking, and
encourages high speeds.
5ource: 5CJ, 2025.
It is important to note that due to snow-plow activitywithin 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,
httos://sisdata-wsdot.ooendata.arceis-com/datasets/wsdot-traffic-counts-aedt-current/
e\olore?loc {on=47.47798qa/"2c_12 1 4A9?860/^7 C1 6 35
t 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.
Non-Collision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
i,8, .F"e p, :i" i€ i: ll,e'ii isi,e r:s t6% 6%
Countermeasure Application Crash reduction factort Cost level+
Corridor Improvement
Alternate Tluck
RestStopArea
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 l-90.
Mid-block Crossings Between Yellowstone
Roadandl-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.
lnstall 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.
Crcssing Tr€atnent
SR9O6, North of Intersection
withYellowstone Road
Add a shared use path to provide non-motorized
transportation alternatives. This aligns with
walkway and blcycle lane FHWA proven safety
countermeasures and provides pedestrians and cyclists
with a dedicated space that reduces their interactions
with vehicles.
. Connect Yellowstone Road to
Summit West (0.5 miles).
' Provide 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.
. A left-turn pocket on SR 906 NB would
provide access to the parking lane.
. Narrowing the width of the travelled way for
through traffic will provide traffic calming and
help reduce speeds along the corridor.
. Exiting the parking lane, drivers would be
encouraged to use Exit 53 to access l-90.
. Consider snow storage and plowing operations
in selection of roadway section.
Reduce the speed limit to reflect appropriate speeds
for the reconfigured roadway.
lnstall lighting to improve roadway visibility at night.
Corridor lmprovement
49 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
B Figure 27. Location B
Safety lmprovements
Sources: Fehr & Peers. 2025: Aerial
provided courtesy of Google Earth.
I
\
-
Near-term/Mid-
term Project
Long-term Project
I
I
I
(
($o..
,r
.?eak
b'c
tu
WaY
g"a\
GuYe PeakLo {0s
250 ft
Intersection
Treatments
No intersection
improvements are proposed
as a part of this project area.
\\\
Summit lnn
Gu'{'\\
\.\\
\\
,tt st
\\
\\
\\I I rruck
i t Parkingiltl:*
^+'
9$s
x
o
Location B: SummitWestArea
Area Limits SR 906: Yellowstone Road to Summit West
Jurisdiction WSDOT
Summit West, downhill skiing, vacation
rentals, restaurants, and hotels
Speed Limit SR 906: 35 mph
AADT 2,700'
Proposed Cou ntermeasu res
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.ltems in bold are FHWA Proven SafetyCountermeasures.
Cost Estimates
Approximate planning-level costs for each countermeasure are outlined below:
Table 4. Location B - Cost Estimates of Proposed Countermeasures
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 50
Collision History
Between 2OI4 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.
1 Possible or minor
collision
Of the 3 collisions:
Land Use Context
Shared Use Path
Roadway Reconfi guration
Speed Limit Reduction
Roadway Lighting
Truck Stop
Pedestrian Hybrid Beacon
Crosswalk Lighting
Crosswalk Lighting
2
"oot"torr"lnvolved vehicle
backing.
Were
vehicle-only
collisions.
All
Non-Col lision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
All
Were related to
parking.
. Lackof pedestrian connectivity
between businesses on
either side of SR 906.
. Width of roadway makes it
challenging for pedestrians to
cross, and parking is inefficient.
. Driver confusion caused by unclear
pavement markings and unclear
access points to businesses.
. Trucks parked in roadway limit
sight distance for people pulling
out of driveways and reduce
available parking for people
patronizing area businesses.
. Friction and conflicts between
vehicles parked along roadway
and vehicles in travel lane and
pedestrians in roadway create
congestion along SR 906.
' High vehicle speeds during
summer when congestion is
reduced and roadways are clear.
. Lackof access to l-90 EB from
Exit 52leads to driver confusion.
Corridor
Corridor
Corridor
Corridor
Off-street
Crossing
Crossing
Crossing
Not available
Not available
Not available
28%
Not available
55%
40%
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://gisdita-wsdot.onendata-arcgis com/datasets/wsdot-traffic-countq-aadf-current/
evolore?locah on = 47 .477 9 89 oA2C- 1 21 4O9 2964/"2C1 6.3 5
t CRFSareapproximatedbasedonthedataprovidedbytheFHWAProvenSafetyCountermeasures.
f Costs are based on a preliminary engineer's estimate of magnitude.
33o/oT T c:-,,^..*".-:,i f' =.1.j".-;.^ """,-* .', ) 1..:'! r'/ e" \o/ r' .r...- r).1.'* . - !'
Application Crash reduction
factort Cost level*Countermeasure
lntersection lmprovement
Landscape or hardscape
buffer
Intersection of I-90 EB Off-
ramp SYellowstone Road
As a long-term solution, restrict left-turn
movements from the EB l-90 off-ramp to reduce
the length of backups on the off-ramp extending
to mainline l-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.
lntersestion lmprovement
,li::lti:
Intersection of SR 906 I 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.
lntersection lmprovement
lntersection lmprovement
Intersection of SR 906 ft
Yellowstone Road
lmplement a dedicated left-turn lane on SR 906
5B toward the l-90 EB and WB on-ramps to
address congestion at peak times.
lmplement a dedicated right-turn lane on SR
906 NB toward the l-90 EB and WB on-ramps
to address congestion at peak times.
lnstall 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:
. Stop bars at existing stop sign locations.
. Advanced warning signs
("Stop Ahead'i W3-1).
. Oversized stop signs.
. $noqualmie Pass Comprehensive Safety Plan I Kittitas County
90
c Figure 28. Location C
Safety lmprovements
Sources: Fehr & Peers, 2025; Aerial
provided courtesy of Google Earth.
Near-term/Mid-
\@
f
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. - term Project
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CORRTDOR IMPROVEMENTS
Fire r\
Station
Corridor improvements approaching
Yellowstone Road along SR 906 are
addressed in the Location D: Summit
Central and Location G: Summit West.
CROSSTNG TREATMENTS
There are no pedestrian or cyclist facilities
in this area that would necessitate crossing
treatments.
Aoqn
200 ft
Location C: Exit 53 Area
Area Limits lntersection of SR 906 & Yellowstone Road
Jurisdiction WSDOT
Access to downhill skiing, vacation
rentals, restaurants, and hotelsLand Use Context
Speed Limit SR 906: 35 mph, Yellowstone Road: 25 mph
AADT 2,700 (SR 906 southbound), 2,700 (SR 906 northbound)'
Proposed Cou ntermeasu res
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
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 52
Collision History
Between 2Ot4 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.
4 Possible or minor
injury collisions
Of the 22 collisions:
17"oo,",or,"12
"oo,",oo"lnvolved a driver
exceeding the
reasonably safe
speed limit.
2
"oot"tor,"lnvolved a
vulnerable road
user.
Dedicated Turning Lanes
Roadway Lighting
Roadway
Reconfiguration
Systematic Application
of Multiple Low-Cost
Countermeasures
at Stop-Controlled
Intersections
Roundabout
lntersection t9%
lntersection 82%
lntersection
lntersection
lntersection
2s-48%
42%
Not available
$-$$$$
$-$$$$
$$$$$
$$
$
Non-Collision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
Were
intersection-
related
. Congestion on Exit 53 off-ramp.
. lntersection confusion due
to signs that are out of sight,
limited sight distance, unclear
pavement markings, and
size of the intersection.
. Limited space due to spacing
between on-/off-ramps and SR
906/Yellowstone Road intersection.
' Lackof pedestrian connectivity
between Summit Central and
Summit West, connecting summer
and winter ski lift users to local
restaurants and businesses.
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,
eyolore?location=41.41 7 989/"2C-1 21 .409286/") C1 6.35
t CRFsareapproximatedbasedonthedataprovidedbytheFHWAProvenSafetyCountermeasures.
f Costs are based on a preliminaryengineer's estimate of magnitude.
t8%
Countermeasure Application Crash reduction factort Cost level+
SR 906, Summit CentralArea
Reconfigure the roadway to ease congestion, incorporate
pedestrian walkways, and separate parking from through
traffic.
. Narrowing the width of the travelled way for
through traffic will provide traffic calming
and help limit speeds along the corridor.
' Access to the parking lane would be from the
north only (from Exit 53) and encourage drivers
to use Exit 54 to access l-90 upon leaving.
. Consider snow storage and plowing operations
in selection of roadway section.
Reduce the speed limit to reflect appropriate speeds for
the reconfigured roadway.
lmplement congestion warning signs approaching Summit
Central from either direction as part of a systemic
application of low-cost cou ntermeasures.
Corridor lmprovement
LIMIT
25,r .e
SR9o6,Westof 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.
. Connect Summit Central to
Yellowstone Road (0.6 miles).
. Provide local non-motorized
trail connectivity between
Alpental and Lake Keechelus.
Corridor lmprovement
lnstall a re-painted crosswalk to provide
a crossing for pedestrians between
private parking lots and pedestrian
desfinations.
lnstall 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.
lmplement 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 traffrc flow.
lnstall pedestrian lighting, pavement
markings, and signage to enhance the
visibility of the crosswalk. This will
show drivers where to stop to provide
sufhcient stopping distance.
Crossing Treatment
SummitCentral
Location D: Summit CentralArea
Area Limits SR 906: Summit Central to Yellowstone Road
Jurisdiction WSDOT
Summit Central, downhill skiing
Speed Limit SR 906:35 mph
AADT Not available
Proposed Countermeasu res
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. ltems in bold are FHWA Proven SafetyCountermeasures.
Cost Estimates
Approximate planning-level costs for each countermeasure are outlined below:
Table 6. Location D - Cost Estimates of Proposed Countermeasures
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 54
Collision History
Between 2Ot4 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.
2 KSt
Collisions
Olthe 7 collisions:
Land Use Context
Shared Use Path
Roadway Reconfi gu ration
Speed Limit Reduction
Advance warning
signs and/or pavement
markings forcrosswalk
Pedestrian Hybrid
Beacon
Crosswalk Lighting
2 *o,",or,*
lnvolved a
parked vehicle.
Were
vehicle-only
collisions.
All
Corridor
Corridor
Corridor
Corridor
Crossing
Crossing
Not available
Not available
Not available
42%
55%
40%
40%
$$$
$$$$$
$
$$
Non-Collision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
6
"orrr"torr"lnvolved a
vehicle going
straight ahead.
. Pedestrians 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.
. Existing 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.
. Congestion 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.
. High speeds along SR 906 during
summer when congestion is
reduced and roadways are clear.
$$
$$
$$Crosswalk - -- ."9-ro-':irg-
Source: SCJ,2025.
It is important to note that due to snow-plow activitywithin 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 bythe FHWA Proven Safety Countermeasures.
t Costsare based on a preliminaryengineer's estimate of magnitude.
29%7 F c:c .-:!",.2'i- Cl:.,:":e'-15
Countermeasure Application Crash reduction factor" Cost levelt
Intersection of SR 9O6 I TannerWay
lmplement 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.
lntersection lmprcvement
Intersection of SR 906 €d TannerWay
lnstall 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.
lnstall pedestrian-scale lighting in advance of the
crossing^
lnstall 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
SPEED
LIMIT
25
Corridor lmprovement
SR 9O6,West of Intersectionwith
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.
. Connect the intersection of 5R 906 &
Tanner Way to Summit Central (0.6 miles).
. Provide local non-motorized trail connectivity
between Alpental and Lake Keechelus.
Reduce the speed limit to reflect appropriate
speeds for a revised roadway section.
Location E: Silver FirArea
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 Cou ntermeasu res
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 Prolen Safety Countermeasures.
Cost Estimates
Approximate planning-level costs for each countermeasure are outlined below:
Table 7. Location E - Cost Estimates of Proposed Countermeasures
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 56
Collision History
Between 2074 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.
1 Possible or minor
collision
Of the 5 collisions:e
m
@a
All3 *o,"rorr"
lnvolved a vehicle
going straight ahead.
2
"our"rorr"Were parking-
related.
Were vehicle-
only collisions.
Shared Use Path
Speed limit reduction
Access Management
Crosswalk pavement
markings
Pedestrian lighting
RRFB
Corridor
Corridor
lntersection
Crossing
Crossing
Crossing
Not available
Not available
Not available
40%
42%
47%
$$$
$
$$
4 *or"ror,"
Occurred on an iry
roadway surface.
High speeds:
. Curvature of roadway limits
stopping sight distance
at higher speeds.
Pedestrian Circulation:
. Lack of pedestrian access
throughout corridor.
2 *o*rorr"
Were single-vehicle collisions where
drivers collided into a snowbank.
Pedestrian crossing at Tanner Way:
. Private parking lot is separated
from the Silver Fir Lodge by SR
905, resulting in frequent crossings
of the highway for lift access for
skiing and mountain biking.
. Crosswalk striping is not visible.
. Crossing signs are not up
to current standards.
$
$$
$$
Non-Collision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
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.
i costs are based on a preliminary engineer's estimate of magnitude.
2oo/o
Countermeasure Application Crash reduction factor" Cost levelt
Corridor lmprovement
SR 906, North of Intersection
with HyakDrive 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).
SR 906 is classified as a County Rural
Arterial per the Kittitas County Code
and should consist of 72-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).
Corfidor lmprovement
SR 906 Spur, East of Intersection
with HyakDrive 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.
. Connect the intersection of 5R 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.
. Provide local non-motorized trail connectivity
between Alpental and Lake Keechelus.
Corridor lmprovement
SR 906, West of Intersection
with HyakDrive E
Add a shared use path to provide non-
motorized tra nsportation 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.
. Connect the intersection of SR 906 &
Hyak Drive E to Tanner Way (0.6 miles).
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 of SR 906 I Hyak Drive E
lmplement a dedicated left-turn lane on SR 906 EB toward the l-90
EB and WB on-ramps to address congestion at peak times.
lnstall 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:
. Stop bars at existing stop sign locations
. Advanced warning signs, including "Stop Ahead" (W3-
1) and Cross Traffic Does Not Stop" signs (W4-4P)
. Oversized stop signs.
lntersection lmprovement
lntersection lmprovement
Landscape or
hardscape buffer
lntersection lmprovement
Intersection of l-90 EB
off-ramp A SR906
As a long-term solution, restrict
left-turn movements from the l-90
off-ramp and require drivers to use the
roundabout crossing treatments.
Intersectionof SR9O6
fi HyakDriveE
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
vlsibllity enhancements to reduce
conflicts between pedestrians and drivers.
Crcssing Tr€atrnent
59 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Kendail Peak
Lake Trailhead
F Figure 33. Location F
Crossing Treatments
Sources: Fehr & Peers, 2025; Aerial
provided courtesy of Google Earth.
4
,%."/''e .
'L,a^
'.o'?
Near-term/Mid-
-term Project
- - Long-term Project
't^
\
Exit 54
WSDOT
Parking Lot
02
oo. b'ro
"%
e8
.da.tb
I
On-rarnp
Y6
4)i b il
SR 906 SPUR
Drru.
I
-
6
W"y t-0.2 mi--l
150 tt
Ao
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 5R 906: 35 mph, Hyak Drive E: 2O mph
AADT Not available
Proposed Cou ntermeasu res
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. ltems in bold are FHWA Proven Safe{Countermeasunes.
Cost Estimates
Approximate planning-level costs for each countermeasure are outlined below:
Table 8. Location F - Cost Estimates of Proposed Countermeasures
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 60
Collision History
Between 2074 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 allwere vehicle-only collisions.
2 Possible or minor
collisions
Of the 7 collisions:
Shared Use Path
Roadway Reconfi guration
Dedicated left-turn lane
Systematic Application of Multiple
Low-Cost Countermeasures at
Stop-Controlled lntersections
Roundabout
Roadway Lighting
Crosswalk
lntersection 79%
4
"onr",orr"Were intersection-
related.
' Congestion on Exit
54 E off-ramp.
. lntersection confusion due
to signs that are out of sight,
unclear pavement markings,
and size of intersection.
. Limited space between
on/off ramps and 5R 906/
Hyak Drive E intersection.
All
Were vehicle-only
collisions.
' lce on the roadway limits
stopping sight distance.
' Vehicle 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.
Corridor
Corridor
lntersection
Not available
Not available
25-48%
$$$$
$$
$
$
Non-Col lision Concerns
Additional concerns were identified in this area through public
comments, stakeholder feedback, and observation by the CounW
and consultants. Concerns include:
lntersection
lntersection
Crossing
82%
42%
$$$$$
$$
$
Source: SCJ,2025.
It is important to note that due to snow-plow activitywithin 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.
* CRFSareapproximatedbasedonthedataprovidedbytheFHWAProvenSafetyCountermeasures.
I Costs are based on a preliminary engineer's estimate of magnitude.
',7 3,e': ?':1;e: ?t.il;iSr.,i.i-,st 29o/o
Countermeasure Application Crash reduction factor" Cost levelt
HyakDrive E, South ot
Intersection with SR 906
lmplement corridor access management to
improve traffrc 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 lmprovement
Mid-block Crossing
Between Snoqualmie Drive
€d 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
refl ective crosswalk markings using
patterns (bar pairs, continental, or ladder).
lnstall 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
lntersection of Hyak Drive
East I Snoqualmie Drive
Systematically apply multiple low-cost
countermeasures at stop-controlled
intersections. Treatments include:
. Stop bars at existing stop sign locations
' Advanced warning signs, including
"Stop Ahead" (W3-1)
. lmprove corner radii in accordance with
Kittitas County Code I2.O4.O4.O7O
lnstall a mini-roundabout or traffic circle
to provide traffic calming and a continuous
flow of traffic, parlicularly during peak
periods.
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).
lntersection lmprovement
Location G: Summit EastArea
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: 2O mph, Snoqualmie Drive: 35 mph
AADT Not available
Proposed Cou ntermeasures
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. ltems 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
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 62
Collision History
Between 2Ot4 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.
3 Possible or minor
collisions
Of the 8 collisions:
All
Access Management
Sidewalks
Roadway Reconfi guration
Systematic Application of Multiple
Low-Cost Countermeasures at
Stop-Controlled I ntersections
Mini-Roundabout
Crosswalk
RRFB
lntersection t9%
4 *,,,",or,"
Were intersection-
related
. School busstop atthe
intersection of Hyak Drive
E & Snoqualmie Drive.
. lntersection confusion due
to signs that are out of sight,
unclear pavement markings,
and size of intersection.
. Overflow from private parking
lots onto Hyak Drive E.
Were vehicle-
only collisions.
. Vehicle 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.
. High speeds along Hyak Drive E.
Corridor
Corridor
Corridor
lntersection
Crossing
Crossing
Not available
65-89%
Not available
82%
40%
47%
$$
$$
$
Non-Collision Concerns
Additional concerns were identified in this area through public comments,
stakeholder feedback, and observation by the County and consultants.
Concerns include:
$
$$$
$
$$
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.
t CRF5 are approximated based on the data provided by the FHWA Proven Safety Countermeasures.
+ Costs are based on a preliminary engineer's estimate of magnitude.
38o/ot F el:,,t'::"*;ei:-.'?';..is "rl:as
Application Crash reduction
factort
Cost
level+Countermeasure
63 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
'{-+q*
ffi
il
,l
.d&f
i-.
l,un Fl
-t
4'i'
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ll).
i t'.ffi s
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iit
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.*r
rl I
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Ktri:.$eE
Long-Term Strategies
to lmprove Community
Mobility and Access
In addition to the prioritylocation improvements
described above, the stakeholder group supports
more transformative improvements that would
greatly improve communiry mobilicy and access in
Snoqualmie Pass.
Chief among these more transformative improvements include the
construction of an l-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.
Ai
l]\'
I
'{a
Oil
4
4
40
65 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Action Plan
This chapter outlines the strategies and actions to improve safety in
Snoqualmie Pass, alongwith 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 tst,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.
Cost Timeline
o
Low cost and minimal staff resources
required to implement.
oo
Moderate cost and staff resources
required to implement.
000
High cost and significant staff
resources required to implement.
. Near-Term: Countermeasures to implement
within one to three years, as resources allow.
. Mid-Term: Countermeasures to implement
within four to seven years, as resources allow.
. Long-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.
* hl-tnr'//hiehwalLs dot pov/safetv/nroven-safetv-.orrntermeaslr16s
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 66
Table 10. SafetyAction PIan
Recommended Actions Timeline Estimated Cost Agency or Partner
lntroduce carpool incentives during winter travel to the ski resort.
lncorporate quick build strategies and demonstration proiects for rapid rollout of
safety improvements for bicyclists and pedestrians. As funding becomes available,
convert temporary improvements into higher quality, permanent improvements.
Develop enhanced shuttle service to serve Snoqualmie
Pass during high demand tourist seasons.
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.
Launch comprehensive safety awareness campaigns targeted at motorists, motorcyclists,
and active transportation users to promote safety for all travelers in Snoqualmie Pass.
Reduce pedestrian crossing distances by adjusting roadway configurations,
reducing lane widths, and providing refuge islands, where appropriate.
lmplement appropriate countermeasures to improve pedestrian
crossings on multilane roads with higher speeds.
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.
Reference updated MUTCD guidance for setting appropriate
speed limits depending on the context.
Near-Term O
Near-Term O O
Near-Term
Mid-Term
Mid-Term
Mid-Term OO
Mid-Term OO
Mid-Term O O
' Kittitas County Public Works
r KinB County Metro
. Ski resort
. WSDOT
. Kitlitas County Public Works
. WSDOT
. Kittitas County Public Works
. King County Metro
r Ski Resort
. Stakeholders
' Kittitas County Public Works
. Kittitas County Public Works
. WSP/Sheriff
. Kittitas County Public Works
. WSDOT
. Kittitas County Public Works
. Kittitas County Public Works
'WSDOT. WSP/Sheriff
. Kittitas County Public Works
. WSDOT
o
o
o
Long-Term OO
67 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Recommended Actions Timeline Estimated Cost Agency or Partner
Establish an ongoing public-prirnte partnership for future parking garage development. Long-Term O O O
lncrease road users'visibility through roadway designs that routinely include lighting,
raised intersections, and daylighting corners that enhance yielding compliance.
lnitiate ongoing public-private partnership for frontage road
development that enhances multimodal access.
lncrease parking enforcement during peak travel times to address
illegal or unsafe parking behaviors in high-demand areas.
Restrict parking on one side of SR 905 in front of Summit Central during the
winter season to improve safety, visibility, and traffic flow for all road users.
Develop maintenance agreements between Kittitas County,
King County, and WSDOT for roadway configurations.
Source; Fehr & Peers, 2025.
Long-Term OO
Long-Term O O O
Long-Term OO
Long-Term O
Long-Term OO
. Kittitas County Public Works
. WSDOT
. Stakeholders
' Kittitas County Public Works
. Ski Resori
. Stakeholders
. Kittitas County Public Works
' Sheriff/WSP
. Kittitas County Public Works
. WSDOT
. WSP/Sheriff
' Ski Resort
' Stakeholders
. Kittitas County Public Works
' WSDOT
lmplementation
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 andAccountability @ nft"sing and Sequencing
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.
-3$ 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.
$I Communication
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 68
To see meaningful progress in road safety performance, sustained commitment
and investment is needed over different time horizons:
. Near-term implementation efforts may focus on successful
completion of ongoing safety efforts and lower-cost
improvements that can be constructed within three years.
. Mid-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.
. Long-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.
$ r,tttding
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.
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.
69 Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
Table 11. Transportation Safety Funding Sources
Program PurposeProgram Name
FEDERALSOURCES
Community Development Block
Grant (CDBG) Prosram
Safe Streets and Roads forAll
(SS4A) Grant Program
Better Utilizing lnvestments to Leverage
Development (BUILD) Grant Program
Active Transportation lnfrastructure
I nvestment Program 0{Tl lP}
Transportation Alternatives Program (TAP)
Federal lands Access Program (FIAP)
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.
The Safe Streets & Roads for All (SS4A) grant program is a Federal grant program established
by the Bipartisan lnfrastructure Law centered around the USDOT's National Roadway
Safety Strategy and its goal of zero deaths and serious injuries on America's roadways. lt
will provide $5 Uitlion in grant funding over 5 years to implement safety projects.
The Better Utilizing lnvestments 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.
The Active Transportation Infrastructure lnvestment Program (ATllP), 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.
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.
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.
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.
Rural Surface Transportation Grant Program
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 70
Program PurposeProgram Name
STATE SOURCES
Pedestrian & Birycle Program
Complete Streets Program (CSP)
Highway Safety lmprovement Program (HSIP)
Source: Fehr & Peers, 2Q25
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.
Financed by the Transportation lmprovement Board (TlB), the Complete Streets Program is a
funding opportunity for cities and counties that have an adopted complete streets ordinance.
The Highway Safety lmprovement 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.
I
7l Snoqualmie Pass Comprehensive Safety Plan I Kittitas County
To support this, the following performance
measures are recommended for review
every five years:
Ongoing Evaluation
Ongoing evaluation of progress in implementing the safety
action plan is essential for tracking progress toward safety
goals, informing furure investment decisions, and meeting grant
funding requirements.
. Average annual number of total collisions.
. Average annual number of KSI collisions.
. Average annual number of collisions
involving vulnerable road users
(people walking, biking, riding a
motorcycle, or using mobility devices).
Table 12. lnitial Safety Report Card
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 2074 to 2O23.
Safeff 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.
Performance Measure 2074 2075 2075 2077 2078 Annual Average
(for 5-year period)
Annual Average
(for 5-year period)2024 202s 2026 2027 20282079 2020 2027 2022 2023
TotalCollisions
KSlCollisions
Vulnerable Road User
Collisions
13107L715
01001
00007
71.2
o.4
8L2r27t2
o0100
O1I2I
ro.2
0.2
Source:2O74-2O23 WSDOT Crash Data, Fehr & Peers, 2025-
0.2 I
Kittitas County I Snoqualmie Pass Comprehensive Safety Plan 72
Appendices
APPENDIX A
Additional Prior Plans and Policies
APPENDIX E
Collision Analysis
APPENDIX I
Project Locations Cutsheets
APPENDIX B
Stakeholder Planning Group
Meeting Agendas
APPENDIX F
Traffic Volume Maps
APPENDIX .,
Countermeasures Toolbox
APPENDIX C
Summary of Online Engagement
APPENDIX G
Level of Service Analysis
Methodology & Results
APPENDIX K
Origin-Destination Analysis
APPENDIX D
Summary of Community Meeting
APPENDIX H
Level of Service Reports
APPENDIX L
Response to Final Public Comment
',r't,
/e>'
I
;/ ,t
F-ehr&Peers
Appendix A.
Additional Plans and
Policies
Appendix A I I
King County Target Zero Strategic Plan 2O24 - 2027 (2O24)l
The King County Target Zerof raffic 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 lhe 2O2l-2O23 strategy and integrates updated goals, performance indicators, and
tactics. lt 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. lt 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. lt 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 (2O24)g
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.
I FINAL Kino-Countv-Traffic-Safetv-Strategic-Plan 2024-2027.pdf
2 https:1/targetzero.com/wp-content/uploads/2Q2,!lll/Waslutglan Larqet Zero Plan FINAL l'i-94:
2024 Accessible.pdf
l--ehr&Peers
-com
nce-
Appendix A I 2
QUADCO Reg i ona I Transportation Plan n i ng Organization: Coo rdi nated
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 insuff icient 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 l-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.
l-90 Snoqualmie Pass East Project (2009)6
The l-90 Snoqualmie Pass East Project is a multi-phase effort to enhance safety, reliability, and
capacity along a lS-mile stretch from Hyak to Easton. Phases I and2 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 in2028, 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 httosl/www.ezview.wa.qoJ/Portals/ lBgB/Documents/OUADCO-
P I a ns I 2O 22%20 QU AD C O %2O HSf P %2OD r af r. o dl
.ellens FHFNSIVE_
6 https://wsdot.wa.gov/construction-planninq/maior-proiects/i-90-snoqualmie-oass-east-proiect
Fehr&Peers Appendix A I 3
l=ehr&Peers
Appendix B.
Stakeholder
Planning Group
Meeting Agendas
Appendix B I I
Snoqualmie Pass
Comprehensive Safety Plan
SS4A Stakeholder Planning Group
AGENDA
May 29,2024
2:00 PM - 3:00 PM
VirtualMeeting:
Microsoft Teams Need help?
Join the meetinq now
Meeting lD: 224 523 67 4 7 87
Passcode: wqEVox
Dial in by phone
+1 206-531-0324,,5289851 84# United States, Seattle
Find a localnumber
Phone conference lD: 528 985 184#
For organizers: Meetinq options I Reset dial-in PIN
1.
2.
3.
Welcome and lntroductions
Recap of March meeting
a. Kick-off meeting with Fehr & Peers/SCJ Alliance
Scope of Work Discussion
a. Key Next Steps
b. Contract being finalized Friday
Discussion
a. Recap of site visit with Fehr & Peers
Schedule
a. Next meeting July 31,2024 at 2:00pm
b. Virtual
4.
5.
DATE: May 291n,2024
Snoqualmie Pass
SS4A Planning Group Agenda Page 1 of 1
Appendix B l2
MeetingAgenda
Snoqualmie Pass CSP - Stakeholder Planning Group
Location:
Microsoft Teams
Join Here
Meeting lD:241 607 286 699
Passcode: JG93Re
Date:July 31,,2024
Time 2:00 pm to 3:30 pm
Agenda Details
l. lntroductions & lcebreaker
ll. Project Scope and Schedule Review
lll. Mapping Exercise
a. lntroduction to Mural (Mural How To Guide)
b. Activity Topics:
i. Key Destinations
ii. CapacityChallenges
iii. Safety Challenges
iv. Other Challenges
c. Open Discussion & Key Takeaways
lV. 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 at2 pm
Appendix B I 3
Key Destinations
$ Backcountry User Access: Visitors frequently park at
Summit West, cross the street, and ascend a snow
rarmp to begin their skiing or snowshoeing activities.
$ U.S. ttationat Forest service snowshoe Program
($ Xign-Votume Attraction: A market, coworking space,
and gear shop that draws many users, with numerous
visitors parking across the street and crossing over.
$ Parking Aea: For the snowshoeing program and trails.
($ Traveler's Rest Stop: Restrooms and Red Mountain
Coffee with heavy vehicle and pedestrian traffic.
($ Parking Area: Both on-street and in adjacent lot.
Q eedestrian Crossing: The only designated crossing
along SR-9O6 is located near the Summit Central main
area (and may only be available in the winter),
$ eroposeo New Development
G Gold creek sno-Park Provides access for snow play
and backcountry winter recreation, with high demand
but limited space.
$ Kendall Pek Lakes Trail
Q WSoOT Gravel Pile Popular for sledding in winter,
with visitors often parking on the roadside.
{$ cold Creek Pond (off-Map, East): A popular year-
round recreation spot, slated for closure from 2025
onward for restoration work which will likely redirect
recreational activities to other areas.
(p WsoOf ffyaf Maintenance Site: Experiences heavy
truck traffic, particularlyfrom snow plows.
Q lron Horse Trail
$ eublicwort<s Facilitf Dedicated to snow removal
operations.
I other Key Destinations: Points identined by
participants during stakeholder meeting but lacking
addifional informatrbn.
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Snoqualm;c Pass
Transportation Network Capacity Challenges
Winter ffi
@ Potential Additional Parking: Available in winter,
contingent upon the lot being plowed.
@ lnsufficient Parking for Snowshoeing Program:
During peak times, the area experiences a high volume
of snowshoeing users and lacks sufficient parking.
@ Backcountry Parking: The only parking available for
backcountry users is here, but most access points are
across the street on the other side of the overpass.
@ Winter Capacity lssues: During peak times,
Snoqualmie Pass often reaches full parking capacity,
leading to trespassing, blocked driveways, and
obstructed fire hydrants as people continue to search
for parking. When the Summit closes, a mass exodus
onto I-90 resulls in significant lraffic backups,
hindering the fire department's ability to respond to
emergencles.
@ Undesignated Parking Along SR-9O6: During peak
winter weekends, this stretch is frequently lined with
cars on both shoulders.
@ Summit Parking Poliry: Non-resort customers using
Summit parking are generally not favored by Summit.
@ Overcrowded Parking at Gold Creek Sno-Park:
Parking overflows onto road shoulders
@ Parking Limitation: Constraints on available parking.
@ Limited snow Park Parking Access: Restrictions on
available parking at snow parks.
Q Otner Capacity Challenges: Points identified by
participants during stakeholder meeting but lacking
additional information.
Summer -)9.1
@ Unauthorized Use of Private Road: Large numbers of
people use Alpental Road to access USFS lands for
hiking, despite the road being privately owned and
maintained beyond the ski area.
Q Other Capacity Challenges: Points identified by
participants during stakeholder meeting but lacking
additional information.
o124
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All-season'/s
@ Recreational Parking Shortage: lnsufflcient parking
opportunities around the area lead to a heavy
concentration of users at Snoqualmie Pass.
@ Underutilized Road: The wide road is not being fully
utilized and concern over truck usage of this area.
@ Truck Parking Concern
Washin8ton
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@
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@ Undesignated Parking: During atl seasons, this strel.ch
is frequently lined with cars parked along the roadway.
@ Congestion
Q Other Capacity Challenges: Points identified by
participants during stakeholder meeting but lacking
additional information.
-",1-l'bl
Snoqualmie Pass Hyak
K
&
Transportation Network Safety Challenges
winter #
@ Lack of Safe Pedestrian Crossings for Snowshoeing
Program: During peak times, the area experiences a
high volume of snowshoeing users and lacks safe
pedestrian crossings.
@ High-Speed Traffic 6nd Heavy Pedestrian Presence:
High-speed traffic merging onto SR-906 intersects with
heaw pedestrian presence. lndividuals cross SR-906
in ski boots to reach winter trailheads, and snowshoe
hike participants walk beneath the overpass on the
road.
@ Traffic Volume and Parking Proximity: High traffic
volume from the ramp, combined with frequent turns
and the short distance to the adjacent parking lot.
@ P.de.tri"n crossings to Access Backcountry Parking:
The only parking available for backcountry users is
here, so pedestrians frequently run across SR-906 to
travel from the parking lot to backcountry access
points.
@ Emergency Access lssues:
During peak recreation seasons, when most
emergencies occur, emergency services often face
difficulties accessing the scene.
@ unsafe Use of lnterstat€ Facilites: Limited parking
and recreational opportunities lead to parking at
interchanges and sledding on the side of l-90.
@ Pedestrians in Walking in Roadway: During peak
winter weekends, pedestrians are forced to walk in
roadway due to cars frequently parked in both
shoulders of this stretch of SR-906.
@ scnoot Bus stop Safety concern
Q Ottrer Safety Challenges: Points identified by
participants during stakeholder meeting but lacking
additional information.
All-season'ft
@ Undesignated Pedestrian Crossings along SR-9O6:
Multiple locations along SR-906 from the Summit to
Hyak where pedestrians cross without crosswalks or
crossing guards. There are no designated pedestrian
crossings along this stretch.
@ Hign-speed Vehicle Traffic: Fast drivers on Alpental
Road, despite traffic, curues, and potholes.
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@ t-imiteo Multimodal space: Restricted space for
various modes of transportation across the bridge.
@ Undesignated Pedestrian Crossing Area: Area where
pedestrians cross SR-906 with blind corners.
O O$er safety challenges: Points identified by
participants during stakeholder meeting but lacking
additional information.
t
o
5noqualmie Pass Hyak
Additional Areas of Concern
$ Limited transit Options: Minimal or no public transit
svailable to the Pass.
$ Sensitive Wtdlife Area: Home to subterranean
species that us€ tunnels under the snow. Recreation,
staging, or construction activities can impact these
species by crushing their tunnel systems, as even
stepping or placing items on lhe snow can be
dekimental.
$ Aging Bridge The bridge may require maintenance or
attention to ensure it remains safe before potential
issues arise.
S Sanitation and Dumping lssues: Problems with
sanitation and illegal dumping at the Gold Creek Pond
trailhead and Sno Park.
Q Omerereas otConcem: Points identified by
participants during stakeholder meefng but lacking
additional information.
Kir€County
Kcndall
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Destinations
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Snoqualmie Pass?
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Transportation
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What are capacity challenges
in Snoqualmie Pass?
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+lnstructions
Drag the dots to areas with capacity challenges.
Provide information aboutthe challenge in the dot.
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1. To add te)d to a dot, select and dot and start typing. Text will
auto adjust to fd on the note {we can us€ lnfinite z€om to read
fle te)c).
Z To copy a dot trtext, use Ctrl+C.
3. To paste a dot or telc use Ctrl+V.
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Snocrralmie Pass
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Transportation
Network Challenges
What are safety challenges in
Snoqualmie Pass?
a
King County
Kmdall
Katralk
TraflHead
+lnstrustions
Drag the dots to areas with safety challenges.
Provide information aboutthe challenge in the dot
Wnter S
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summer -!,i
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All-Seson /a
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PASS
HYAK
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State
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f rips
L To add te)d to a dot, selst and dot and st€rt typing. Te)d wil
auto adjust to fit on the note (we can us€ infinite zoom to read
the tsd).
2. To copy a dot or te"\t, 6e CtrFC.
3. To paste a dot or toft, use Ctrl+V.
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Snoqualnie Pass
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Hyak