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K‑5 modernization study flags high crash rates, prioritizes safety and connectivity
Summary
Consultants briefed the commission that K‑5 from 435 to K‑7 now operates mostly at LOS A/B but shows safety risks tied to narrow lanes, poor superelevation and curves; crash rates on K‑5 are several times expected norms and the draft purpose and need lists safety, connectivity and modernization as primary goals.
Consultants on the K‑5 modernization study told the commission they examined current traffic operations, physical constraints and a 25‑year horizon for demand and safety. Jacob Diner (program management consultant) said the study is in a discovery phase; Jeff McCarroll (Kimley Horn) presented data on existing conditions and risks.
McCarroll described the corridor as generally operating at Level of Service A or B today because volumes are moderate, but physical roadway constraints — lane widths of 10–11 feet, lack of shoulders, tight superelevation on curves and nearby sensitive land uses (cemeteries, prisons and rail lines) — create safety concerns. He said crash rates on K‑5 for fatal and serious injury crashes are roughly 25 per million vehicle miles traveled, compared with an expected 2.3 for a statewide highway or about 7.5 for a rural collector; "anywhere from 3 to 10 times what we would expect for this facility," McCarroll said.
The consultants summarized three primary objectives for the project: "1 is safety — we want to enhance roadway safety… 2 is connectivity — we want to improve connectivity to key regional destinations… and 3 is modernization — to support future growth and bring it to current standards," McCarroll said. Commissioners discussed the balance between safety improvements and an economic development focus advocated by some Port Authority members; one commissioner noted the county/port authority preferred emphasis south of McIntyre for economic benefit while safety issues concentrate north of McIntyre within Leavenworth's jurisdiction.
Next steps include five meetings with local officials, additional stakeholder outreach, and an open house in early next year to present alternatives and gather public input. Consultants also noted funding and scope tradeoffs: expanding the corridor for economic access would require larger funding commitments from multiple agencies and could push costs well beyond the $39 million referenced by participants.
Commissioners asked staff to coordinate with the National Cemetery (which has reported frequent run‑off incidents) and to weigh safety priorities for the Leavenworth portion of the corridor. The study remains in the data and alternatives stage; consultants invited additional input from local officials and the public before a preferred alternative is recommended.
