Washington State Department of Transportation's six region boundaries are depicted as polygons.

Washington State Department of Transportation region boundaries depicted as polygons.

Polygons represent the Regional Transportation Planning Organizations (RTPOs) planning area boundaries, Metropolitan Planning Organizations (MPO's) Metropolitan Planning Area (MPA) boundaries, and MPO MPAs that are designated as Transportation Management Areas (TMA's). MPOs are responsible for transportation planning within the MPA. RTPOs are responsible for growth management compliance within their planning areas and the development and adoption of regional transportation plans.

The Washington State Department of Transportation (WSDOT) developed this data set in fulfillment of a grant from the Federal Highway Administration (FHWA) to test a conceptual climate risk assessment model developed for transportation infrastructure. WSDOT applied the model using scenario planning in a series of statewide workshops, using local experts, to create qualitative assessment of climate vulnerability on its assets in each region and mode across Washington. For the purposes of this statewide effort, managed assets were defined as sections of highway or railroad, and whole facilities (Ferry Terminal or Airport). Fourteen workshops engaged experts across all WSDOT regions, state ferries, rail, and aviation. The outcome of each workshop was a subjective evaluation of asset vulnerability agreed upon by participants. This feature class contains the results for WSDOT facilities. This study assumed 100% probability of climate change impacts previously identified in the University of Washington Climate Impacts Group's 2009 assessment. Types of impacts discussed in the workshops with local experts included: temperature changes, increase in extreme weather events, precipitation changes, sea level rise, fire risk, and high winds. The scientific community's understanding of climate impacts continues to evolve as the models and collective understanding of feedback systems improve. We do not have perfect information about exactly how, when, where, and to what magnitude climate changes will unfold in Washington State. After reviewing the extreme weather events and other impacts projected for their area, workshop participants defined sections of highway, rail, or specific facilities with consideration of the local geology, natural and constructed drainage and hydrology, elevation, slope, land use and operational maintenance issues. Once defined, each corridor or facility was then ranked for two variables: asset criticality and potential impact. Asset criticality (which was defined by the workshop participants) should not be confused with other measures such as highway functional class. Descriptions of potential impacts to the WSDOT facilities in this feature class were not rated for impact or criticality. 1) How critical is that site or corridor to overall transportation operations and public safety? The following scale guided the qualitative assessment of criticality: a. 1-3 = Low - facility/corridor with low daily traffic, available alternate routes, not part of the National Highway System b. 4-6 = Medium - facility/corridor has low to medium daily traffic, serves as an alternate route of other state corridors or facilities c. 7-10 = High - facility/corridor is an Interstate or other major highway, is considered a lifeline route or is the sole access to a population center or critical facility. 2) How might potential climate changes impact site or corridor operations? The following scale guided the assessment of climate impacts: a. 1-3 = Low - Reduced Capacity: facility/corridor partially open to use and full operations can be restored within 10 days b. 4-6 = Medium - Temporary Operational Failure: Facility/corridor closed for hours or days. Reopening or repair could be completed within 60 days. c. 7-10 = High - Complete Failure: facility/corridor likely to require major repair or rebuild with closures lasting more than 60 days. These qualitative rankings for impacts and asset criticality and some general descriptions were captured in spreadsheets that were later used to create GIS layers. This data is intended for use in statewide or regional planning and to assist in adapting maintenance and engineering policies and practices to protect our transportation infrastructure over the coming decades. The rankings here were based on our knowledge and understanding at the time of the study, and should only be taken as a best professional estimate for considering potential conditions that might put people or infrastructure at risk. Current information about projected climate changes and asset use and condition should always be taken into account, especially as time progresses.

Due to the unprecedented need for near real-time information, WDSOT is providing daily travel trend data from permanent traffic recorders as soon as it is available. However, this allows for the application of only minimal levels of quality assurance, and therefore the data should be used with caution. Additionally, this data feed will be terminated as soon as the current crisis has resolved, and users will be directed to traditional reporting system such as WSDOT’s Traffic Data Geoportal: https://www.wsdot.wa.gov/mapsdata/tools/trafficplanningtrends.htm.

The Regional Trend, PTR Site Trend, and Active Transportation PTR Site Trend tables have been populated with data from 3/1/2020 forward. Each morning at approximately 10:00 AM Pacific, data from the prior day will be added. At the same time, data from the two, three, and four days prior will be refreshed in order to address initial gaps (with the most significant initial data gaps usually occurring on Friday, Saturday, and Sunday).

Additional spatial reference datasets are also provided – PTR Site Location, Active Transportation PTR Site Location, Urbanized Area, WSDOT Region, and State Boundary. The Regional Trend table can be joined to Urbanized Area, WSDOT Region, and State Boundary using the Jurisdiction field. The PTR Site Trend table can be joined to PTR Site Location using the SiteID field. Finally, the Active Transportation PTR Site Trend table can be joined to Active Transportation PTR Site Location using the SiteID and LocationName fields respectively.

The WSDOT Traffic Volume Trend data is available for download from the Washington Geospatial Open Data Portal. Download the Regional Trend, PTR Site Trend, and Active Transportation PTR Site Trend tables as CSV and Esri File Geodatabase tables and the reference datasets as CSV, KML, Shapefile, and Esri File Geodatabase feature classes. Please refer to the metadata for attribute field definitions and additional information.

Please direct questions about the data to Joe.St.Charles@WSDOT.WA.GOV. If you are having trouble viewing the service, please contact WSDOT Online Map Support.

Highway Urban Areas, as defined by the Federal Highway Administration, are depicted as polygons. Please direct questions about this dataset to: TransportationGISDataSteward@wsdot.wa.gov.

Polygons represent the Regional Transportation Planning Organizations (RTPOs) planning area boundaries, Metropolitan Planning Organizations (MPO's) Metropolitan Planning Area (MPA) boundaries, and MPO MPAs that are designated as Transportation Management Areas (TMA's). MPOs are responsible for transportation planning within the MPA. RTPOs are responsible for growth management compliance within their planning areas and the development and adoption of regional transportation plans.

This feature class contains environmentally sensitive areas that front state highways, including wetlands, waterbodies, streams, and channel migration zones. Roadway segments within 300 feet of a sensitive area were located using GPS. The sensitive areas are represented by lines segments which have had their beginning and ending points buffered an additional 300 feet. Data has been synchronized to the LRS December, 31 2017.

Regional Maintenance Area boundaries of the Washington State Department of Transportation are depicted as polygons.

This data represents a statewide catalogue of avalanche paths. The paths are grouped by geographic regions across State and Federal transportation corridors within Washington. Data consists of individual path polygons and corresponding oblique photos. Attributes include frequency, magnitude, elevations, aspect, terrain characteristics, historical occurrences and other pertinent information. The data is updated and edited as needed. Ownership is shared by WSDOT Avalanche Forecasters and GIS & Data Systems Groups. Any questions can be directed to WSDOT Regional Avalanche Supervisors in North Central or South Central Regions as well as to HQMaintenanceTechnologyGroup@wsdot.wa.gov.

Regional Maintenance Area boundaries of the Washington State Department of Transportation are depicted as polygons.

Points depict the locations of the Washington State Department of Transportation's (WSDOT) buildings. GPS data was collected for both state-owned and leased facilities used by the WSDOT.Facility Type & Description - Headquarters/Region Headquarters FacilityStatewide or regionwide headquarters facility. Regionwide HQ typically includes auto, welding, carpentry, fabrication shops and supporting ancillary storage buildings as well as office space for project engineering and administrative functions.

Points depict the locations of the Washington State Department of Transportation's (WSDOT) buildings. GPS data was collected for both state-owned and leased facilities used by the WSDOT.Facility Type & Description - Area Maintenance FacilityPrimary maintenance facility centrally located to serve a designated Area within a Region. Typically includes auto mechanic shop, fuel service, and storage for vehicles and consumable inventory (e.g., gravel, sand, salt, paint).

The Washington State Department of Transportation (WSDOT) developed this data set in fulfillment of a grant from the Federal Highway Administration (FHWA) to test a conceptual climate risk assessment model developed for transportation infrastructure. WSDOT applied the model using scenario planning in a series of statewide workshops, using local experts, to create qualitative assessment of climate vulnerability on its assets in each region and mode across Washington. For the purposes of this statewide effort, managed assets were defined as sections of highway or railroad, and whole facilities (Ferry Terminal or Airport). Fourteen workshops engaged experts across all WSDOT regions, state ferries, rail, and aviation. The outcome of each workshop was a subjective evaluation of asset vulnerability agreed upon by participants. This feature class contains the results for airports. This study assumed 100% probability of climate change impacts previously identified in the University of Washington Climate Impacts Group's 2009 assessment. Types of impacts discussed in the workshops with local experts included: temperature changes, increase in extreme weather events, precipitation changes, sea level rise, fire risk, and high winds. The scientific community's understanding of climate impacts continues to evolve as the models and collective understanding of feedback systems improve. We do not have perfect information about exactly how, when, where, and to what magnitude climate changes will unfold in Washington State. After reviewing the extreme weather events and other impacts projected for their area, workshop participants defined sections of highway, rail, or specific facilities with consideration of the local geology, natural and constructed drainage and hydrology, elevation, slope, land use and operational maintenance issues. Once defined, each corridor or facility was then ranked for two variables: asset criticality and potential impact. Asset criticality (which was defined by the workshop participants) should not be confused with other measures such as highway functional class. 1) How critical is that site or corridor to overall transportation operations and public safety? The following scale guided the qualitative assessment of criticality: a. 1-3 = Low - facility/corridor with low daily traffic, available alternate routes, not part of the National Highway System b. 4-6 = Medium - facility/corridor has low to medium daily traffic, serves as an alternate route of other state corridors or facilities c. 7-10 = High - facility/corridor is an Interstate or other major highway, is considered a lifeline route or is the sole access to a population center or critical facility. 2) How might potential climate changes impact site or corridor operations? The following scale guided the assessment of climate impacts: a. 1-3 = Low - Reduced Capacity: facility/corridor partially open to use and full operations can be restored within 10 days b. 4-6 = Medium - Temporary Operational Failure: Facility/corridor closed for hours or days. Reopening or repair could be completed within 60 days. c. 7-10 = High - Complete Failure: facility/corridor likely to require major repair or rebuild with closures lasting more than 60 days These qualitative rankings for impacts and asset criticality and some general descriptions were captured in spreadsheets that were later used to create GIS layers. This data is intended for use in statewide or regional planning and to assist in adapting maintenance and engineering policies and practices to protect our transportation infrastructure over the coming decades. The rankings here were based on our knowledge and understanding at the time of the study, and should only be taken as a best professional estimate for considering potential conditions that might put people or infrastructure at risk. Current information about projected climate changes and asset use and condition should always be taken into account, especially as time progresses.

the data, we collected in this project were collected from the Washington State Department of Transportation (WSDOT) and Idaho Department of Transportation (IDT). The data were collected via requesting the crash data. For example, for WSDOT, the request is submitted via the Public Disclosure Request. The link is below: https://wsdot.mycusthelp.com/WEBAPP/_rs/(S(ll4rm04ddkqyjcdcanbmf01t))/RequestLogin.aspxsSessionID=&rqst=1&rid=14331&target=YpURA3m6cNU+N1K9kEqQhqz8yC2ZLKNdSdB4wnowVJ6/xD6YjS/oAhx8mHfjX2kILyedtFWcaxhGhI8edhYxQsQetu9mYKMX9XdJFeI7E2ROV4yH3EunFpG0fHiwoJiy. The “All Data and Data Analysis” file includes all the data collected as well as data analysis conducted in this project. The data processing is pretty straight forward as 1) counting total number of crashes, 2) counting fatigue-related crashes, then calculating crash rate per month and crash rate per month per 10,000 AADT on the road section. These crash rates were compared before, during, and after the Rest Area facility shut down.

Points depict the locations of the Washington State Department of Transportation's (WSDOT) buildings. GPS data was collected for both state-owned and leased facilities used by the WSDOT.Facility Type & Description -Safety Rest AreasEach Safety Rest Area is comprised of a network of buildings and major site utilities that support services to the travelling public at that location (e.g., a public restroom, wellhouse, and wastewater pump station).

Points depict the locations of the Washington State Department of Transportation's (WSDOT) sites. GPS data was collected for both state-owned and leased facilities used by the WSDOT.Facility Type & Description - Safety Rest AreasEach Safety Rest Area is comprised of a network of buildings and major site utilities that support services to the travelling public at that location (e.g., a public restroom, wellhouse, and wastewater pump station).

Per RCW 47.04.010, "population center" includes incorporated cities and towns, including their urban growth areas, and census-designated places in Washington State. The WSDOT Population Center dataset combines the WSDOT Incorporated City Limits dataset (May 2021) with the Office of Financial Management’s Census Designated Places (2020 Census) Dataset. Identification of Population Centers enables WSDOT to address the Complete Streets requirement under RCW 47.04.035 and to otherwise identify locations prioritized in the 2021 WSDOT Active Transportation Plan (ATP). WSDOT may also recognize other developed areas as exhibiting land use patterns consistent with the definition of population center, that are not currently captured by this data layer.This data layer assists WSDOT in prioritizing active transportation improvements in areas where people congregate and access destinations, and where travel distances between destinations align with typical distances travelled by users of pedestrian and bicycle modes. These areas are a priority because they serve the broadest range of users and potential users of the transportation system, including the very young, very old, and people with disabilities. In this dataset, each Population Center includes information for the “Place Name”, the “Place Type” (city/town, Urban Growth Area outside of city limits, or Census Designated Place), and whether or not the Population Center intersects a State Route (“yes” indicates that there is an intersection with a State Route, “no” indicates that there is no intersection.). The dataset will be updated as needed. Please direct questions about the Population Centers dataset to: Grace.Young@wsdot.wa.gov.

Habitat Connectivity Investment Priorities are represented by two completely independent ranks, Ecological Stewardship and Wildlife-related Safety, and a third, Maximum Rank, that is simply the highest value found in Ecological Stewardship and Wildlife-related Safety ranks. These ranks were developed for the state highway system by 1-mile highway segment. The Ecological Stewardship rank reflects a highway segment’s overlap with the ranges of select Endangered or Threatened wildlife and its proximity to connected networks of habitat identified by the Washington Habitat Connectivity Working Group. The listed species selected for inclusion in the ranking process were those species known to be most affected by highways, either due to road mortality or behavioral avoidance or both. Lacking overlap with listed species’ ranges, a base score could still be given to highway segments that overlapped an area of high landscape integrity as identified by the Washington Habitat Connectivity Working Group (WHCWG). If a base score for any of these factors was assigned, rank values were then subject to multipliers for traffic volume and nearby blocks of public land. Highways that carry greater traffic volumes generally have a greater harmful effect on wildlife, both in terms of mortality and the barrier effect caused by behavioral avoidance. Protected lands (many public lands and private lands held in preserves or under protective easements) tend to offer a stable habitat base into the distant future and WSDOT investments in durable infrastructure are more likely to have long term benefits where public lands are present on one or both sides of the highway. The Safety Rank is a reflection of carcass removal and wildlife collision rates or simple overlap with the range of one of Washington’s larger wild animals. Identified carcass removal or collision problem areas were given higher numerical ranks than areas within the ranges of species but without a documented problem. The Maximum Rank is simply the highest of the other two ranks. Rankings updated in January 2018.

WSDOT's Corridor Sketch Initiative is a set of planning activities that engages the agency's partners to determine the context and performance of state highway corridors and identify high-level strategies for addressing performance gaps. The initiative complements and supports regional planning processes around the state and serves as the foundation for practical solutions and integrated scoping. WSDOT uses the results of the Corridor Sketch Initiative to determine where the agency should do more in depth planning and analysis. For more information on the Corridor Sketch Initiative, go to https://wsdot.wa.gov/engineering-standards/planning-guidance/planning-study-guidance/corridor-sketch-initiative. WSDOT divided the state's highway system into 304 functional segments that serve communities, economic regions and regional networks. The agency considered traffic characteristics, Freight and Goods Transportation System classification, access management, roadway characteristics, seasonal closures, land use, and proximity to intermodal centers such as ports or transit centers.