The state highway department continued work near the Snoqualmie and Blewett passes, including the staging of snow removal vehicles to allow for all-winter passage beginning in 1930-31 and a segment near Snoqualmie Pass being completely paved in 1933. The year-round access to Snoqualmie Pass led to a rise in local skiing, especially at the ski area operated by the Seattle city government. By the end of the decade, the entire Sunset Highway was paved with either asphalt or concrete. The state highway system was restructured once again in 1937, leading to the creation of primary and secondary highway designations. State Road 2 became Primary State Highway 2 (PSH 2), still retaining its concurrency with US 10; similar carryovers followed for State Road 7 and State Road 11, which became PSH 7 and PSH 11, respectively. A new highway, PSH 18, was created and ran from PSH 7 at Burke near Quincy and through Moses Lake to PSH 11 and US 395 in Ritzville. US 10 was rerouted onto the new Burke-Ritzville highway and a section of PSH 7 between Thorp and Burke, incorporating the original Vantage Bridge, in the early 1940s. The old alignment through Wenatchee, Coulee City, and Davenport, along with a new segment across Stevens Pass to Everett, was designated as US 10 Alternate in the early 1940s. US 10 Alternate itself was usurped by the extension of US 2 from Sandpoint, Idaho, to Everett in 1946.