The WSDOT Blog - Washington State Department of Transportation

Final pieces coming together on I-90 Sunset Creek fish passage project

2026-04-03T11:39:00.000-07:00

By: Casey Conley

Much like a jigsaw puzzle, large-scale construction projects take shape one step at a time. Each interlocking piece builds on the last.

Taking that metaphor a step further, the full picture of the I-90 Sunset Creek fish passage project in Bellevue’s Factoria neighborhood is starting to come together.

Construction began on this multi-step project in early 2023. The expectation was that work would continue into 2027. We’ve reached a lot of milestones during the last three years. There are just a few more to go, and they are planned through 2026.

The most significant achievement so far is the construction of four bridges across Sunset Creek. Our contractor, Guy F. Atkinson Construction, built these new spans along I-90 and Southeast 36th Street.

The fourth and final bridge, constructed along Southeast Eastgate Way, opened to traffic in October 2025.

Final touches

People driving across the new Sunset Creek bridges can be forgiven for thinking the project is mostly complete. After all, the most visible pieces of this puzzle are now in place. But there is plenty of activity happening beneath those new bridges.

Since construction began in early 2023, contractor crews have built four new bridges across Sunset Creek.

Contractor crews are building concrete walls extending up to 50 feet below the freeway. These walls hold the steep hillside in place. The first phase of these walls is done, and work is underway on the remaining walls.

Contractor crews are currently building concrete walls that extend up to 50 feet below the freeway.

Once that’s done, we will remove the maze of culverts that previously carried Sunset Creek beneath nearly a dozen traffic lanes. These culverts prevent fish from swimming upstream.

We’re also planning important upgrades within Sunset Creek itself. Crews will construct a new stream channel running north-south between the bridges. We will place woody debris and other habitat improvements, giving fish a shady place to rest and stay safe from predators.

Then, we will reintroduce the stream into its new, open-air channel. This is one of the final pieces in this project. Depending on weather and other variables, we expect this will happen in early or mid-2027.

More work remains

We designed this project to minimize congestion and delays for people who live or commute along this section of I-90. We’ve had a healthy number of overnight lane and ramp closures over the last three years, but these occurred when traffic volumes were lowest. We’ll continue to have occasional overnight lane and ramp closures throughout the year as work enters the final stages.

Last spring, our environmental crews counted 43 juvenile coho salmon and 16 cutthroat trout in Sunset Creek near Southeast Eastgate Way.

The eastbound I-90 HOV lane, which closed in spring 2023, will remain that way for much of the year. This closure makes space for crews to move construction material into the stream bed.

We’re planning more work along Southeast Eastgate Way in 2026. Crews began drainage and grading work in late March. We expect weekday single-lane closures on Southeast Eastgate Way near the new bridge to continue through much of 2026.

Improved fish habitat

The Sunset Creek drainage basin covers nearly 850 acres within the city of Bellevue from its source near Eastgate Park. There are chinook, coho, sockeye, steelhead and cutthroat trout in the stream.

Last spring, our environmental crews counted 43 juvenile coho salmon and 16 cutthroat trout in a small section of Sunset Creek north of I-90. The biggest fish was a cutthroat more than five inches long.

By the time we’re done, this project will open 1.65 miles of potential upstream habitat to salmon and resident fish.

More pieces to this puzzle

This project contains fish passage improvements bundled together into a single contract. Bundling work like this saves time and reduces construction costs.

Construction is now complete fish passage improvements along SR 203 south of Carnation, left, and SR 203 in Fall City.

Later this year, three culverts that block fish passage on SR 161 in Federal Way and Milton will be replaced along tributaries to Hylebos Creek. We expect work in these areas to resume in early summer and wrap up in early fall. This part of the project opens a combined 2.2 miles of potential upstream habitat.

And in 2024 and 2025, we completed fish passages beneath SR 202 in Fall City and SR 203 to the north and south of Carnation. Taken together, these projects in east King County built three new bridge structures and opened a combined 3.4 miles of potential habitat.

Like a good puzzle, this project has taken time for the pieces to come together. But once the work is finished, we believe you’ll like the finished product.

Landslide closes northbound I-5 in Bellingham and a look at the work it takes to reopen the highway

2026-03-25T07:36:00.000-07:00

By RB McKeon and David Rasbach

Landslide blocks all northbound lanes of I-5 near Bellingham

Update: 11 a.m. Friday, April 3

It's been two weeks since the March 19 slide that closed northbound Interstate 5 south of Bellingham. Though we do not have an estimate when lanes will reopen, our crews have been working seven days a week and will reopen northbound I-5 as quickly as it is safe to do so.

Earlier this week, we wrapped up scaling work on the top of the slope and began drilling holes to anchor 15- to 25-foot-long steel dowels. These dowels are placed in a pattern designed by on-site geotechnical engineers to help stabilize the slope. This work requires geotechs to constantly reassess the slope and adjust plans.

Near the bottom, crews are breaking up the largest boulders, including the "bus-sized" rock in the middle of the slope. On Wednesday, April 1, crews broke off a large section of that boulder using expansive grout and then used an excavator to break it up further. The boulder is so large, we'll have to repeat the process several times.

Geotechs still need to get a good look at what lies beneath the debris pile to develop plans to stabilize the bottom of the slope. Until we are able to do that work, northbound I-5 will remain closed at North Lake Samish Road (exit 246).

Update: Friday, March 27

The work on northbound I-5 just south of Bellingham is a top down operation, meaning that crews must first stabilize and secure the upper portion of the slope before working their way down. As they do that, the geotechnical engineers on site are continuing to assess conditions and define the full scope of work in real time.

This past week, specialized crews began rock scaling on Wednesday, March 25, removing loose rock and hazard trees that could fall and cause more of the slope to slide. They started on the west side of the slide area and are moving east.

As scaling crews move east, drilling crews will begin setting anchors for their equipment. They expect to start drilling holes for steel dowels that will further stabilize the slope by Sunday, March 29. Crews also began using expanding grout to break boulders Friday, March 27.

Northbound I-5 remains closed, and we do not have an estimated timeline for reopening, but we will continue to provide updates.

Freight traffic should continue to detour using eastbound SR 20, northbound SR 9 and westbound SR 542. All other traffic will be diverted at North Lake Samish Road (exit 246) and is encouraged to consider alternate routes, such as SR 9 or SR 11/Chuckanut Drive. We ask drivers to be patient and follow the speed limits and traffic laws on the roads they are using.

Original post:

A landslide has closed all lanes of northbound I-5 near Bellingham on, with large rocks, soil and trees across the roadway and an unstable slope.

Around 9:30 p.m. on Thursday, March 19, two landslides came down onto northbound I-5 near milepost 248, closing all northbound lanes between North Lake Samish Road (milepost 246) and Fairhaven Parkway (milepost 251). The slide brought about 2,000 cubic yards of rock, soil and trees onto the roadway.

Some of the rocks are the size of pickup trucks and several are larger than a metro-bus, tumbling from 60 to 80-feet above and are now unstable and unsupported. The debris stretches about 250-feet along the highway and is up to 65-feet tall in places.

What WSDOT is doing

Heavy machinery used to break apart large rocks along northbound I-5 near Bellingham as crews begin clearing debris from the landslide area.

This is more than clearing debris. It is complex, specialized work and safety is at the core of every decision.

Geotechnical engineers have been on site since shortly after the slide, working to understand what’s happening on the slope, not just what came down on Thursday, but what could still come down.

WSDOT executed an emergency contract on Saturday, March 21, selecting Interwest Construction, Inc. as the contractor to perform the work needed to reopen the freeway.

Here’s what that work looks like:

Assessing the slope: Engineers are evaluating conditions above and behind the visible rock face, including cracks that can’t be seen from the roadway.

Clearing what’s safe: Crews are removing some debris from the bottom of the slide and breaking apart larger rocks so they can be hauled away.

Scaling the slope: Specialty crews using hand tools and compressed air are beginning to remove loose rock from the hillside, working from the top down to reduce risk.

Stabilizing the slope: Crews will shift between scaling and rock bolting – the process of drilling deep into the rock face and securing it to help prevent additional movement.

In some areas, the debris is actually helping to hold unstable rock in place. Removing it too soon could trigger another slide.

Crews are working seven days a week, but some of this work can only happen during daylight hours and under certain weather conditions.

We are moving as quickly and safely as we can to return the freeway to normal operations.

Why is the road still closed?

We know one of the biggest questions is: Why can’t you clear road and reopen at least one lane? Right now, it is not safe to do that. There is still unstable rock above the roadway that is unsupported and could fall. Crews are actively working on the slope, and we cannot have traffic moving through an active work zone where rocks could come down. Also, some of the debris that is remaining on the road is acting as a buffer, helping to protect the road surface and prevent additional damage.

Until we understand and stabilize what’s above the highway, reopening, even partially, is not possible. We do not have an estimated timeline for reopening.

What travelers need to know

Northbound I-5 remains fully closed between North Lake Samish Road (milepost 246) and Fairhaven Parkway (milepost 251). Southbound I-5 is open and unaffected by this slide.

Detours and alternate routes are available:

SR 9 is the preferred route for freight
SR 11/Chuckanut Drive is available for passenger vehicles but not suitable for freight.
NB I-5 is being pushed off at exit 246 North Lake Samish

When a major highway like I-5 closes unexpectedly, drivers often follow directions from navigation apps, even onto roads that are not intended to handle that volume or type of traffic.

Traveler resources

Visit the WSDOT travel map for real-time travel and traffic conditions
Follow along on social media: X, BlueSky, Facebook, Instagram, Threads, and TikTok
Sign up for email alerts
Project page: Northbound I-5 Bellingham Slide – Emergency
Project photos: Northbound I-5 slide near Bellingham
Plan your route:

SR 9 is the preferred route for freight
SR 11/Chuckanut Drive is available for passenger vehicles

As a reminder, WSDOT does not control third-party apps like Google, Waze or Apple.

Why this area is prone to slides and what we do to reduce risk

layers of soil and rock are visible on the exposed slop above northbound I-5 near Bellingham, where geotechnical engineers are assessing stability following the landslide.

This stretch of I-5 runs along a steep hillside made up of layered soils, rock and glacial material. In places, those layers can hold water and shift over time, especially during periods of sustained wet weather.

That combination of steep slopes, complex geology and moisture means this area is naturally prone to landslides.

Our maintenance crews regularly:

Remove hazard trees and manage vegetation
Clear drainage systems to move water away from slopes
Inspect and maintain areas with a history of movement
Install features like catchment areas or barriers designed to capture smaller debris before it reaches the roadway

You can see some of that work along I-5, including barriers meant to catch smaller rocks and debris. Large-scale slides like this, where significant amounts of material come down from higher on the slope, are much harder to predict and prevent. That’s especially true when there is movement happening above the visible rock face.

That’s why the work happening now is focused not just on clearing what came down but understanding and stabilizing what remains above the highway.

🎶 I can see clearly now the rain is (almost) gone 🎶

2026-03-20T13:58:00.000-07:00

SR 99 from Lynnwood to Everett

You turned your clock back. The birds are singing. It's lighter later. And – dare to dream – the rainy season may soon be over. Spring is just around the corner, and so too is a new vision for SR 99 from Lynnwood to Everett. We are excited to share the final SR 99 Lynnwood and Unincorporated Snohomish County Pre-design Study report available on the study webpage.

Read on to learn about how and why we're trying to improve SR 99 for all travelers, what we've learned by talking to the community, and what's up next for our work.

Map showing the SR 99 study corridor from Lynnwood to unincorporated Snohomish County

🎶I can see all obstacles in my way 🎶

We know that this section of SR 99 has its challenges. Originally designed for cars and commerce, SR 99 through Snohomish County has room for improvement when it comes to providing comfortable, reliable options for all modes of transportation.

In 2023, we received grants to study how to improve SR 99 to meet Complete Streets requirements and to better integrate SR 99 into the local network. One way we assessed what improvements are needed is by looking at the key challenges of the area based on data and community and agency feedback. Challenges identified include:

Stressful conditions for people walking and biking.
Incomplete bike and pedestrian facilities and missing connections.
Large distances between controlled pedestrian crossings.
Between 2019 and 2023, there were more than 60 fatal or serious injury crashes.
Unreliable or lack of access to transit.
Balancing the needs of freight and local traffic.
Too few affordable, healthy travel options for everyone.

However, for all its challenges, this section of SR 99 has so many opportunities:

Three Community Transit Swift bus rapid transit lines run along (Blue line) or cross (Orange and Green lines) the corridor.
Link light rail is close by today, while a future unfunded Link station at SR 99 and Airport Road will serve the community.
Existing and future planned Business Access and Transit lanes between 148th Street Southwest and Airport Road to help prioritize buses over other vehicles.
Paine Field is just north of the area, serving as a major regional travel and employment hub.
New housing options are being developed right along the corridor.

New housing is being built along the SR 99 corridor in Snohomish County

🎶 Here is the rainbow I've been prayin' for 🎶

We wanted to hear what you, the community, thought about options to improve SR 99. And hear from you we did! We heard comments and feedback from nearly 1,000 people via tabling events, online open houses and surveys, and focus groups.

According to you, these are the most important investments we could make:

Theme	Summary of Community Feedback
Better Transit Service	Community emphasized the need for buses to be on schedule and reliable. Community requested easier access to bus stops.
Pedestrian‑Level Amenities and Lighting	Community highlighted the importance of better lighting and a more welcoming streetscape for pedestrians, specifically landscaping and trees.
Slow Traffic Speeds	Community requested slower traffic speeds in locations where speeding and walking frequently overlap.
More Frequent Controlled Crossings	Community identified areas lacking controlled crossing spots, particularly around commercial areas and activity centers.

Based on this feedback, we developed two types of recommendations.

The first type of recommendation was for corridor-wide concepts which show the details of a roadway like number of lanes, bicycle and pedestrian facilities and center median. There were two of these: separated bike lanes or shared-use paths.

Take a look at each of these:

Corridor-wide concept showing separated bike lanes and sidewalks alongside SR 99

Corridor-wide concept showing a shared-use path that combines walking and biking space behind a landscaped buffer

While similar in that each recommended corridor-wide concept offers separate travel lanes for cars and buses, landscaping closest to the sidewalk, and improved pedestrian lighting, the big difference is how people walking or bicycling travel: either in separated bike lanes and sidewalks, or traveling together in a shared-use path. The idea for these two concepts is that they are interchangeable, depending on which concept makes the most sense in specific places.

The second type of recommendation are spot treatment packages which consist of multiple spot treatments in different types of locations. There are four spot treatment packages.

Examples of spot treatments that can make crossings shorter, clearer, and more comfortable for people walking and rolling

The first spot treatment package, Enhancements at Traffic Lights, combines multiple spot treatments like crosswalks, pedestrian crossings and crossing islands that could be implemented where there is an existing traffic signal such as the intersection of SR 99 and SR 524/196th Street Southwest.

Package 1 combines multiple improvements that can be implemented at traffic signals to improve safety and comfort.

The third spot treatment package, controlled pedestrian crossing, adds a new signalized crossing for pedestrians in between roadway intersections, which combines crosswalks, a pedestrian island, pedestrian signals, and improved lighting spot treatments.

Dedicated bus lanes can improve transit reliability while the corridor is redesigned to better support all travel modes.

Check out our complete study to learn more about the corridor-wide concepts and the spot treatment packages plus where we might build them.

🎶Look all around, there's nothin' but blue skies 🎶

We're excited about the corridor-wide concepts and spot treatment packages you helped us develop. These will provide new and improved options for people to walk, roll, bike, take the bus or drive:

Walk, roll, or bike: More dedicated space. Better connections to Swift buses along the corridor. Bike facilities. Improved sidewalks and crossings.
Take the bus: Dedicated bus lanes mean more reliable arrival times and better connections to light rail.
Drive: Maintaining four vehicle lanes (two in each direction). Access to residences, local businesses and services is maintained. Expect some traffic congestion during rush hour.

🎶 It's gonna be a bright (bright), bright (bright), sun-shiny day 🎶

Even though we finished our study, in a way, our work is just beginning.

We're going to keep working with the community and our partners at the cities of Lynnwood, Everett, and Edmonds, Snohomish County, Community Transit and Sound Transit. Together, we can figure out how to make these concepts reality.

Our study is only the first step. We will need additional funding, partnership and engagement to finish our work and build the complete vision.

Read more information on our project website: SR 99 Lynnwood and Unincorporated Snohomish County Pre-design Study | WSDOT

Take a 3-minute break with Jimmy Cliff, who inspired the theme of this blog post: https://youtu.be/MrHxhQPOO2c?si=Z68HwsNEQqBWnyii

All Roads Lead to Bingen

2026-03-19T07:00:00.000-07:00

By: Sarah Hannon-Nein

Where a Mill Town Meets a Modern Need

The small town of Bingen sits quietly along the Columbia River in Klickitat County. For years, the town has relied on the lumber industry and on the river to stay connected and thriving.

But for travelers, workers, and emergency responders, one barrier has stood in their way.

To reach Bingen Point and the Port of Klickitat, drivers must cross railroad tracks that run along the south side of State Route 14. When trains pass through, or stop on the tracks, traffic backs up—causing long delays. For some, these delays can be frustrating. In an emergency, they can be critical.

The City of Bingen has grown quickly in recent years. As the town has grown, traffic on SR 14 has also increased. That makes this project even more important. It addresses today’s traffic concerns and prepares the community for future growth.

But there’s good news. A long-term solution is now underway.

The new roundabout at the intersection of Juniper Street and SR 14 will improve traffic flow and safety for drivers, pedestrians, and cyclists.

Keeping Bingen Moving

Late last year, construction started on the SR 14 Bingen and Port of Klickitat Access Improvements project. The key feature is a new underpass beneath the railroad tracks. This allows drivers to travel between SR 14, Bingen Point, and the Port without stopping and waiting for trains.

The underpass under construction on SR 14 in Bingen, allowing traffic to pass beneath the railroad tracks.

The underpass will create a safer and more reliable connection while improving traffic flow. But this project does more than save time. It helps keep people and goods moving safely and smoothly, without unexpected delays.

A Street Named by the People

Before construction began, project designers studied the area near the train tracks. Their goal was to improve travel, reduce congestion and delays and increase safety. They decided that building a new road next to the underpass would give the community more direct access to the port.

In 2023, WSDOT and the City of Bingen attended the annual Huckleberry Festival. Keeping with Bingen's tradition of naming streets after trees, they invited residents to help name the newest street.

The winning name: Juniper Street.

The Roundabout Difference

At the intersection of Juniper Street and SR 14, another key feature is taking shape: a new roundabout.

Roundabouts help keep traffic moving smoothly. They're safer and more efficient for drivers, pedestrians, and cyclists. By slowing down, yielding, and moving when its safe, drivers reduce backups, lower the risk of serious collisions, and improve travel time.

At the center of this roundabout, a special feature tells the story of Bingen.

The Story at the Center

Located within the heart of the roundabout, a historic pond boat will be displayed as public art. The boat was once used by SDS Lumber Company to move logs along the Columbia River. It was donated to the city of Bingen for this purpose and to honor the town's legacy as a lumber community.

Historic pond boats once used by SDS Lumber Company to move logs, now displayed as public art in the roundabout center

The display is a reminder that while Bingen is growing, it hasn't forgotten its roots.

From Timber to Today

Bingen takes pride in its working-class spirit, cultural and economic diversity, and strong connection to outdoor recreation. This project reflects key parts of Bingen's vision as a rural town along an important transportation corridor.

Safety: Improving traffic flow and access for first responders and reducing crashes.
Connectivity: Providing easier, faster access to businesses and recreational opportunities on Bingen Point.
Community: Inviting residents to help plan the project and name new streets.
Heritage: Honoring the town's history through meaningful public art.

In Bingen, progress means honoring the past while building a safe, connected, and livable future for everyone.

They’re back -- FREE overnight high school transportation summer camps

2026-03-04T07:30:00.000-08:00

By Lisa Walzl

Are you a high school student passionate about a career in transportation? Or just curious about the rapidly evolving industry? Ever want to take a behind the scenes tour of a bridge or other parts of our state transportation system? Do you know a teenager who would?

If so, we have an adventure-filled summer camp experience for you. Back by popular demand, we're offering high school students a chance to spend a week exploring the transportation field. Students will do hands-on projects and get university-led instruction. They'll get to experience real-world applications in planning, engineering and technology. You'll find this all at our Washington Transportation Camp 2026 hosted by PacTrans and WSDOT.

Students touring the WSDOT Transportation Management Center in Shoreline.

We're offering two free immersive camp experiences this summer. Both camps include lodging at a state university. One is a six-day camp at Washington State University in Pullman from June 21-26. The second is a six-day camp at the University of Washington in Seattle from Aug. 2-7. Students will stay on campus in university dormitories during the camp. Sponsors cover all lodging and meals. There are no costs for students.

We are currently accepting applications. The deadline to apply for both camps is Friday, April 10. To be considered, applicants must be entering 10th, 11th or 12th grade at a Washington state school for the fall 2026 semester. They also need to be able to attend the entire session. You don't need previous experience in engineering or transportation – but curiosity is a must!

To learn more about these programs and to apply, visit the camp website.

Students meeting with the WSDOT Incident Response Team.

Both camps offer students the chance to:

Take field trips. Professionals will take students to transportation facilities like the Northwest Region Transportation Management Center. You'll gain insight into their inner workings.
Showcase their knowledge in collaborative group projects.
Make new friends and experience life on a college campus.
Explore the potential for a future career in transportation – whether it's in engineering, planning or beyond.

Students creating transportation models at the Washington State University camp.

This could be the start of a career in transportation, engineering, planning or a whole host of other fields. But even if it's not, participants will learn more about the transportation systems they use every day. And they’ll have some pretty good stories to share with friends and family about the unique experience they had over the summer.

We hope to see you there!

Community Voices Helping Shape the SR 900 Corridor

2026-03-03T15:59:00.000-08:00

By: Nick Menzel

Your input helped shape this project

In late summer and early fall 2025, we asked for your input, and you answered. Thank you for sharing your thoughts on the State Route 900/57th Avenue South to 135th Street Pedestrian Safety Improvements project. Now, we’d love to show you how we put that feedback to use.

Project Vicinity Map

Community engagement and feedback

Our online engagement included an open house and a survey that was open for 29 days, from Aug. 12 to Sept. 9, 2025. During that time, our project page welcomed 377 visitors. We received 50 survey responses. We mailed more than 3,700 postcards to residents and businesses within a half mile of the project area. The survey was available in eight languages: Amharic, Chinese (Traditional), English, Spanish, Somali, Tagalog, Ukrainian and Vietnamese.

We wanted to reach the whole community, so we also brought the conversation into the neighborhood. We attended meetings with the West Hill Community Association and Skyway Coalition. We also connected with apartment complexes to help share information. And we invited people to join the conversation at community events.

WSDOT staffing a table at the West Hill Community Association Trunk-or-Treat event.

What we heard and how it informs the project

We heard from people who know SR 900 well. They shared their thoughts about how much they use the corridor. They also shared safety concerns and ideas for improvements. Below are some of the main themes:

Frequent corridor users:

Most respondents travel along SR 900 between 57th Avenue South and South 135th Street daily or many times per day
Travel modes include driving, transit, walking, biking, and mobility devices
Driving is most common; transit is second, followed by walking and biking

Top concerns:

Fast-moving traffic (primary concern)
Missing sidewalks
Insufficient crosswalks
Limited lighting
Lack of bike facilities

Most requested improvements:

Slower vehicle speeds (top priority)
More medians/traffic separators
Improved lighting
More benches and amenities
Safer, more frequent crossings
Wider sidewalks for comfort and accessibility

Preliminary alternatives feedback: Participants noted that they preferred Alternative 1, of the options presented.

How community feedback informed the project

Feedback on needs, priorities and preferences guided the project team. Based on your feedback, we selected Alternative 1 as the preferred alternative for SR 900. The project design will use this option to improve safety, accessibility and comfort.

Alternative 1 showing narrower lanes and no lane reduction. The westbound shoulder has been removed.

What’s next?

The project team is moving into the next phase of work. We'll work on design and right-of-way acquisition for Phase A. We'll also complete a construction cost estimate. Construction of Phase A is not funded, so we’ll seek funding once that work is complete.

An environmental justice assessment is also an important part of this project and will begin soon. Throughout this next phase, we’ll continue to engage with the community. We'll also stay in close communication with our agency partners. We’re moving ahead thoughtfully and collaboratively.

Learn more and stay informed

We are committed to transparency throughout this process, and your feedback and voice make a difference. Thanks for helping to make this community driven.

Project webpage

Visit the project page for the latest updates and detailed information. You can also find recordings/presentations from our Advisory Group meetings.
Email updates: Sign up for news and study updates.

Contact Info

Amber Stanley - Community Engagement Lead
Phone: 206-817-8833
Email: amber.stanley@wsdot.wa.gov

A new spin in Kirkland: Northeast 85th Street roundabout opens this spring

2026-03-02T13:40:00.000-08:00

By: Julie Moon

This spring, Northeast 85th Street in Kirkland is getting a fresh look!

Drivers will start using the new oblong roundabout at the new lower street level. This work is part of the I-405/Northeast 85th Street and Inline BRT Station Project.

New Northeast 85th Street configuration this spring.

The roundabout will be on level one, which is the lowest level of the new three-level interchange. Right now, local traffic on Northeast 85th Street is using level two. This setup was temporary while crews dug down to build level one. Once it opens, level one will become the new permanent street for Northeast 85th Street.

Design visualization of the new three-level interchange on I-405 in Kirkland.

Level one is Northeast 85th Street, the lowest level of the new interchange.

Roundabout besties with Northeast 132nd Street

If you've used the roundabouts at Northeast 132nd Street, this one will feel similar. It works the same way and helps traffic keep moving with fewer stops and delays.

The driving rules are the same as all our roundabouts:

Slow down to the posted limit as you approach.
Drive counterclockwise.
Yield to vehicles already in the roundabout on your left.

Closures in March and April

Coming up in March, crews will close the northbound I-405 off-ramp to Northeast 85th Street (Exit 18) for paving and ramp realignment. In April, Northeast 85th Street will close for one weekend between 120th Avenue Northeast and 114th Avenue Northeast for a traffic shift. All ramps to and from I-405 at Northeast 85th Street will also close. Signed detours will be in place to get around Northeast 85th Street. When the road reopens Monday morning, drivers will use the new roundabout.

Aerial view of the work zone taken in January.

Plan ahead!

These closures are needed to keep workers and drivers safe. Please plan for:

Extra travel time. Use alternate routes and travel during non-peak hours if you can.
Signed detours and flaggers to guide drivers around construction.
Slower speeds and careful driving through work zones.

Looking ahead

After the roundabout opens, work will continue on level one. Crews will build walls, install utilities, and get the road ready for new ramps to level two. On level two, crews will place large bridge beams for the new Stride bus rapid transit station and the Sound Transit 2 Line platform. This middle level will serve multimodal users – bus riders, light rail riders, carpoolers, toll lane users, cyclists, and people walking and rolling.

Design visualization of the multimodal platform on level two, still under construction.

Check out the WSDOT real-time travel map for up-to-date information. If you have any questions or would like to sign up for project updates, please email I405SR167Program@wsdot.wa.gov. Stay informed by subscribing to WSDOT updates for King County.

Judkins Park and I-90: Based on analysis, the recommended alternative is Alternative 2!

2026-02-23T17:42:00.000-08:00

By: April Delchamps

What a game! The Seahawks are the Super Bowl Champions!

Congratulations to the Seahawks!

We also have another milestone. The I-90 Judkins Park Station – Reconnecting Communities Study team has a recommendation for the Interstate 90 ramps at Rainier Avenue South. After months of coordination, traffic modeling and analysis, we are recommending Alternative 2.

Map of Judkins Park area with the on-ramp and off-ramps.

Alternative 2: the recommended alternative

Alternative 2 removes the westbound I-90 to northbound Rainier off-ramp (Ramp 4) and reroutes traffic to Ramp 5. (This option used to be called Concept 2 from the 2019 SDOT study.)

Here’s what could change with Alternative 2:

Removes one of the I-90 ramps, Ramp #4 (westbound to northbound off-ramp). This traffic will be moved to Ramp #5.
Adds a pedestrian signal crossing Rainier Avenue South, just north of I-90.
Reduces Rainier Avenue South from six lanes to four lanes under I-90 (one vehicle lane and one dedicated bus lane in each direction). This will allow more space for bikes and pedestrians under I-90. Note: Any changes to Rainier Avenue South under I-90 will be developed in consultation with the Seattle Department of Transportation, community and agency partners. That includes any changes to the number and type of lanes and the bike and pedestrian facilities. These changes can only happen if there is more funding to design and construct the improvements identified in this study.
Improves the separation between vehicle and non-vehicle traffic.
"Tees up" Ramp #2 (northbound to eastbound on-ramp).
"Tees up" Ramps #3 (southbound to eastbound on-ramp) and Ramp #5 (westbound to southbound off-ramp) at one controlled intersection (traffic signal or roundabout) near Bush Place.

"Tee-ing up" a ramp

Tee-ing up a ramp means creating T-shaped intersections with traffic signals or roundabouts. Vehicles must slow down and stop, creating controlled crossings for pedestrians and bikes to cross the ramp

Alternative 2 is the best value

We evaluated the performance of all four alternatives on the seven criteria.

Learn about the other alternatives in our December blog post.
Learn about the seven criteria in our January blog post.

Alternative 2 is the winner with the best performance at a relatively low cost. It’s the top performing choice in these criteria:

Improvement to access for people walking, biking and using transit
Reducing people’s exposure to vehicles
Slowing down vehicles using the on- and off-ramps
Improving the spacings of crosswalks on Rainier Avenue South
Minimizing queuing on I-90 off ramps

It scores second best on:

adding parks and green space in the area
reducing impacts to transit speed and reliability

Overall, Alternative 2 scored the best across all seven criteria when we added them all up. That means improved conditions for people who walk, roll and bike, while reducing vehicle speeds. This alternative also:

enhances safety
provides more space for people to move through the area
improves access to the new light rail station
supports transit

If you live, visit, shop, work or own a business

Everyone can walk, roll, bike, take the bus or drive to access home, work, services, destinations and more. Things like better transit access, sidewalks and bike lanes mean that everyone has more options to travel.

Walk, roll, or bike: More dedicated space. Better connections to light rail. Bike facilities. Improved sidewalks and crossings.
Take the bus: Dedicated bus lanes mean more reliable arrival times and better connections to light rail.
Drive: Two lanes (one lane in each direction). Access to residences, local businesses and services is maintained. Expect some traffic congestion during rush hour.

What happens next

Just as the Seahawks prepare for next season, our project team is developing the game plan for Alternative 2. This spring and summer, we'll work with SDOT, King County Metro, Sound Transit, the Federal Highway Administration and other partners to verify and refine the details of Alternative 2. After that, we'll:

Finalize and document the study recommendation
Develop a report
Start our preliminary design along with the Advisory Group, community and agency partners

Our I-90 Judkins Park Station – Reconnecting Communities is only funded through preliminary design. More funding is needed to finish design and construction.

This is a team effort

The Seahawks rely on players, coaches and the 12s all working together. Alternative 2 represents collaboration between the WSDOT, Judkins Park community and other agencies. It also includes everyone who has helped by engaging in the Study. We’ll spend the next few months engaging with agency partners, submitting documentation and advancing the alternative design. We’re excited to engage the community and the advisory group on the preliminary design later this year. Thank you for being part of this process. And go Hawks!

Go Hawks!

Study webpage: I-90 Judkins Park Station – Reconnecting Communities

Email updates: Sign up for Seattle area news and study updates.

Contact:

Amber Stanley - Community Engagement Lead
Phone: 206-817-8833
Email: amber.stanley@wsdot.wa.gov

Charging Ahead: Building the infrastructure for hybrid-electric ferries

2026-02-20T09:31:00.000-08:00

By: Kurt Workman

Over the last year, we’ve made big strides in our work to rebuild and modernize our fleet. The Wenatchee returned to service in July. It’s the largest hybrid-electric ferry conversion in North America. Having the Wenatchee in service helps us restore full domestic service. Then in August, we finalized a contract for three new ferries.

In November, we reached another milestone. We selected the vessel charging system, or VCS, that will power our hybrid-electric fleet. This decision moves electrification from planning into implementation.

Plugging into the future

Each new ferry will operate with two diesel engines and two electric motors. These engines and motors are supported by battery banks holding more than 13 megawatt-hours of storage. That is substantial capacity – roughly equivalent to the batteries in 828 Toyota RAV4 Plug-In Hybrid vehicles.

While design work continues, the system will resemble an overhead charging arm mounted on a platform near the terminal. Once a vessel is secured at the dock, the arm will connect, deliver power, and disconnect before departure.

A current riders won’t feel

Vessel charging is designed to fit within normal operations. Ferries will recharge each time they dock at a charging terminal, using our typical 20-minute loading and unloading window. Riders should see little to no change in schedules or boarding processes.

We also expect minimal change to the overall look and feel of terminals. The charging equipment will sit on a platform in the water near the terminal. They deliver power through the overhead charging arm.

A snapshot of the infrastructure that will provide shore charging at our terminals.

Modernizing the fleet, port by port

Over time, we plan to add charging infrastructure to up to 16 terminals. Each location will use the same charging system so that vessels can charge where needed. That flexibility makes our system more reliable and our service more responsive across routes.

Shore power on the horizon

Next up is improvements to electrical systems at Colman Dock. In July, we will begin the process of selecting a contractor for that work. A request for qualifications will be issued this spring, followed by a request for proposals in the summer.

Details on contracting opportunities can be found on the WSDOT contracting site.

Terminal and new vessel electrification schedule through 2030

Charting the course ahead

Modernizing the fleet requires more than new vessels. It requires durable, systemwide infrastructure.

Investments in shore charging are central to rebuilding the fleet and reducing emissions. These improvements also deliver long-term fuel and maintenance savings for Washingtonians. This work positions the ferry system for dependable service in the decades ahead.

Why so much construction in Puget Sound? What to know about I-5, I-405, SR 520 and more through 2028

2026-02-19T11:59:00.000-08:00

By RB McKeon

What the next two years of construction in Greater Puget Sound mean for travelers

Over the next two years, travelers across Greater Puget Sound will see an unprecedented level of construction activity. This is not the result of a single project, but the cumulative effect of major efforts moving forward at the same time.

From I-5 and I-405 to SR 520, I-90 and key freight and commuter routes, major corridors across the region will have overlapping construction. This isn't so much a temporary spike or a single busy season as it is a sustained construction era.

Map of 2026 major WSDOT projects in the greater Puget Sound region

And we know what you may be thinking: You've been saying "This year will be worse than the last" for years now.

Yes. We've consistently emphasized that construction impacts would intensify year over year, and they have. What makes 2026 different is the baseline we're operating from. Sustained lane reductions on northbound I-5 through downtown Seattle are in place for an extended duration, and that work zone underpins everything else happening across the regions.

The region's transportation system is at a tipping point. Much of the infrastructure is old, overstressed, and operating beyond what it was designed to handle. Meanwhile, our region's population continues to grow. We need to support that growth safely and strategically. That means adding capacity to our roads, improving access and strengthening transit connections.

When you step back and look at the full picture, a clear pattern emerges: there is no single "big project." The next two years represent a coordinated effort to preserve, maintain and improve our most vital corridors.

Revive I-5 underpins everything

At the center of all of this construction is Revive I-5, the largest active preservation project in the state. I-5 is Washington's most heavily traveled corridor. It carries hundreds of thousands of trips a day, supports regional transit and freight and has very few true alternatives.

Birds-eye view of the I-5 Ship Canal Bridge deck

When something happens on I-5, the impacts ripple across the entire system. That's why keeping I-5 functioning is not just one project among many: it underpins nearly every other major effort in the region. That's also why so much of the region's construction strategy is built around keeping I-5 operational, even while other corridors are under construction.

Most of our current and upcoming work is designed around that reality: preserving aging pavement and bridges, while maintaining enough flexibility to keep the system balanced during simultaneous construction.

Why is construction happening year-round?

Keeping Washington's highways and bridges in good working order takes year-round planning, coordination and effort. While summer brings the most visible construction, work doesn't stop when the seasons change.

It may feel like closures show up at the worst possible time. But behind every closure is a careful plan that weighs the cost and benefits and tries to get the job done as safely, efficiently and as smoothly as possible.

Why do you close roads on weekends?

We don't choose weekends to make life difficult. We choose them because experience shows they're often the best option. Over time, we've learned that while weekend detours are frustrating, weekday commute disruptions are even harder for people to manage. Keeping weekday commutes moving matters.

Weekends also give us longer work windows, sometimes 50 hours straight, which allows crews to make meaningful progress. If we tried to do this work only overnight, it would stretch on for months. And travelers have told us clearly: they don't want that, either.

This isn't just about speed. It's about doing the work correctly. Concrete needs time to cure. Materials must be tested to safely carry daily traffic. And it's why much of this work must happen during limited weather windows. Long weekend closures allow crews to stay on site and work more safely. They also reduce how often work zones need to be set up and taken down, a process that takes hours each time and adds up quickly.

Safety comes first

Safety drives every decision we make. When you see closures that extend well beyond the immediate work area, longer tapers or multiple lanes closed, that space isn't arbitrary. It's there to protect the people doing the work and the people driving through it. Work zone collisions happen nearly every day. And behind each data point is a real person with a real family and a life that can change in an instant. Behind every cone is someone's coworker, someone's parent, someone's friend. Our goal is simple: everyone gets home safely. Many of our work zones also include the use of a work zone speed camera.

Work zone speed cameras in an active work zone

Making the most of every hour of a road closure

When we have limited work windows, crews use every minute. Projects are carefully sequenced, and when possible, work is bundled (like paving, striping and drainage) to reduce the need for future closures.

But resources are stretched thin. Across Washington and the country, there's a shortage of skilled workers and specialized equipment. Crews and tools move from one job to the next. We can't simply add new teams when one project finishes early.

Weather adds another layer of complexity. A rainy weekend can shift an entire sequence of work, creating a domino effect across multiple projects. That's the reality of building and maintaining a live transportation system.

The overall effect: everything feels congested

When major highways are under construction, traffic doesn't disappear. People still need to get where they're going: for work, school, appointments, events and time with family and friends. Freight keeps moving too.

When we close a corridor like I-5, I-405 or I-90, traffic shifts onto other highways and local roads that weren't built for that volume. Even with signed detours and coordinated signal timing, traffic spreads. A short cross-town trip can take much longer during major closures.

At the same time, WSDOT is not the only agency doing construction. Cities, counties and transit agencies across the region are delivering major projects of their own from new transit lines and trail connections to interchange rebuilds and local bridge work. These investments are essential, but together, they mean much of the region's transportation network is under construction at once.

You still have options

Even in a system under construction, travelers have choices. Those choices matter even more during extended construction periods like the one we're in now. Transit, park and rides, flexible schedules and real-time information can make a meaningful difference, especially during major closures and busy event weekends. Using transit for part of your trip, or driving to a park and ride and then transferring, can help avoid parking costs and inner-city congestion while still keeping flexibility.

We know these next two years of construction will be tougher than previous years. Planning ahead makes a difference. Here are some resources that can help:

Community Transit – Plan My Trip
King County Metro – Trip Planner
Pierce Transit – Trip Itineraries
Sound Transit – Schedules and routes

Another helpful tool is Flip Your Trip, which brings together biking, scooting, walking, transit and rideshare options to help people get around Seattle safely and easily.

The bottom line

Construction isn't just something we do. It's how we keep Washington's roads, bridges and highways strong, reliable and ready for the future. Much of this work reflects what travelers have been asking for: improved safety, smoother roads, resilient bridges and an investment in our infrastructure.

A victory emerges from December’s historic flooding

2026-02-17T08:00:00.000-08:00

By Antonio Estrada

December storms are nothing new in Washington, but their effects can be. In December 2025, a series of powerful atmospheric rivers hit the state. They dumped over 10 inches of rain in some areas. The result was catastrophic flooding, landslides and widespread damage to homes, businesses and roads. However, there were a few areas that got a lot of rain but didn’t flood.

For decades, the stretch of southbound Interstate 5 near the Fife curve was known as a trouble spot for chronic flooding. During heavy rainstorms, it was inevitable that lanes would close due to flooding. That disrupted freight, daily commutes and emergency response. This year, despite intense rainfall and closures on other state routes, all lanes of I-5 in this area stayed open. So, what changed?

I-5 near the Fife curve is in a unique landscape. Long before the interstate existed, this area was a natural wetland and floodplain. Over time, development routed Hylebos Creek into irrigation channels and changed the floodplain into farmland. That limited where floodwater could go. During prolonged and heavy rainfall, water from a swollen Hylebos Creek and highway runoff would pool where it didn’t belong – on the freeway.

For years, the result was predictable: heavy rain meant flooding, and flooding meant closures. It was a recurring problem with real consequences for the region’s economy and mobility.

The storms that hit in December 2025 delivered a lot of rainfall in a short period of time – exactly the kind of conditions that have caused problems for this section of I-5. But this time, all lanes stayed open.

Since 2022, crews working on the SR 167 Completion Project have been restoring former wetland areas and streams on either side of I-5 in Fife. The project revitalizes over 150 acres of land. It establishes new stormwater control in the area by giving flood water a place to go rather than the freeway. Streams were widened and realigned to create more natural channels. These channels reconnect the active stream with restored wetlands which act as a storage place for flood water.

In other words, the area was intentionally re-shaped to once again function like a floodplain - a place where flood water goes so it can slowly seep into the soil and streams instead of overwhelming stream banks and pooling on the road.

Aerial photo of I-5 near the Fife curve, looking south, during the December 2025 storms across Washington.

The result of December’s storms was clear: floodwater moved through the restored floodplain wetlands and stream systems as intended, and traffic kept moving too.

Photos from past storms show parts of I-5 underwater. When compared with images from December, the contrast is striking: the same location, the same type of storm, but a very different outcome.

Aerial view of historic flooding at I-5 near the Fife curve, looking north, due to heavy rainfall. The right lanes of southbound I-5 (on the left) and the left lane of northbound I-5 (on the right) are closed because of water on the road.

These pictures tell the story clearly. What was once a weak point in the system is now a strength.

Keeping lanes open on a major interstate during a major storm isn’t just convenient, it’s critical. Freight deliveries continue, commutes stay reliable and emergency services can move when they need to.

This project shows how long-term planning and investment can pay off when conditions are toughest. It supports infrastructure that’s built not just for average days, but for extreme weather events that are becoming more common.

The December 2025 storms caused real damage across the state, and recovery work continues. But as we take stock of what needs fixing, it’s just as important to recognize what’s working well.

The floodplain wetland and stream restoration near I-5 in Fife shows how a long-standing flooding challenge can be transformed into a lasting solution. Through thoughtful design, environmental restoration and strong partnerships, the project has created infrastructure that is more resilient and better equipped to meet future demands.

Making the I-90 Interchange Work Better for Rainier Avenue South

2026-02-05T13:30:00.000-08:00

By: April Delchamps

Playing smart, not just playing hard

The Seahawks are heading to the Superbowl! Whether you're preparing for gameday or watching highlights from past games, one thing stands out: winning is not just about effort; it is about strategy and teamwork. The best teams make smart decisions. They adapt to changing conditions and use every part of the field effectively.

You do not win games by doing the same thing over and over when it is not working. You adjust. You read the situation. You make choices based on what is actually happening, not just what you wish would happen.

That is exactly the approach we are taking with Rainier Avenue South as part of the Judkins Park Station – Reconnecting Communities Study.

Map of the Judkins Park area with the I-90 ramps endpoints shown as orange dots.

What is this study about?

WSDOT is studying ways to change the Intersate-90 ramps. Our goals are:

Improving safe travel for all, especially pedestrians and people biking at I-90 ramp termini.
Increasing community connectivity and access to the Judkins Park Link light rail station for those who ride transit, walk, bike and roll.

To learn more, check out the webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT

Our study follows a clear seven step process to find the best solutions for reconnecting the community. Check out our September 2025 blog post to learn more about the process.

Community input: strategy based on local knowledge

We heard you loud and clear: you want to prioritize walking, rolling and biking, while keeping vehicle access to businesses, homes and services. In response, we are modeling the total number of lanes (driving lanes and bus lanes) from six to four. Learn more about your feedback on our September blog post.

Understanding the playing field

Interstates are designed for moving vehicles efficiently and quickly. The vision for Seattle is that moving around city streets should be safe, equitable and sustainable. All people and businesses can access their daily needs and feel connected to their community.

What Rainier Avenue South looks like

Currently, there are six traffic lanes where the I-90 ramps meet Rainier Avenue South in Judkins Park, including two bus priority lanes.

Today's Rainier Avenue South under I-90 has six lanes.

We are modeling different options for the total number of lanes to include options between four and six lanes at this location.

This matters to your daily life because it affects how you get around. Whether you drive, take the bus, walk or bike, this decision shapes your experience traveling through Judkins Park.

Testing different traffic scenarios

Good coaches do not just show up on game day and hope for the best. They study films, run practice scenarios, and test different formations. Our key question: How many lanes do we need on Rainier Avenue South at the I-90 interchange?

We fully acknowledge that Seattle is growing. The population is increasing, and people will be making more trips than ever. But here is the key difference: not everyone will be driving a car to do it.

To expand travel options and continue moving people and goods throughout a growing city without the need to widen roads, our region is investing heavily in travel options: new light rail routes, RapidRide bus service and improved walking and biking routes. The logic is simple but powerful: when people have high-quality, reliable travel options, they actually use them. By diversifying our transportation network, we protect the character of our city while ensuring everyone can get where they need to go efficiently.

We tested two main scenarios for traffic between now and 2050:

Scenario A: Flat growth of traffic - Traffic volumes stay similar to what we see today. Even if the same number of cars keep using Rainier Avenue South between the I-90 ramps, four lanes can continue to support traffic moving with congestion during the busiest times of the day.
Scenario B: Reduced growth of traffic – Traffic volumes decrease because more people shift to transit, walking, rolling and biking. With fewer vehicles on the road, four traffic lanes with (one lane for vehicles and one lane for buses (outside lane) in each direction) can keep people and goods moving.

Both scenarios support reducing the number of lanes in three out of the four alternatives.

Why four lanes: working smarter, not bigger

We coordinated with SDOT to model scenarios that would potentially reduce Rainier Avenue South to four lanes at the I-90 interchange to improve conditions for people walking, biking and rolling. Modeling these scenarios will help us identify our preferred option for changing the I-90 ramps. Here's what we found:

Four lanes is the minimum number of lanes we need to keep traffic and freight moving and support reliable bus service. It also supports better facilities for people walking, rolling and biking. Four lanes allow buses to stop in a dedicated bus lane, rather than merging in and out of traffic, improving transit reliability.

Remember that this is just what we've studied – any actual changes to Rainier Avenue South would be determined by SDOT working closely with community and other agency partners.

Much like a football game, using available space is important when designing pedestrian and bike improvements.

Dedicated transit lanes, bike lanes and pedestrian options – the key to making this work

How we use the field matters. Bus lanes, bike lanes and pedestrian improvements are key pieces for this area. We are prioritizing the modes that move the most people most efficiently.

Why dedicated transit lanes matter:

Transit moves more people: One bus with its own lane replaces dozens of cars.
Reliability changes behavior: When buses arrive on schedule because they have dedicated lanes, more people choose transit. SDOT recently completed extension of the northbound bus lane on Rainier Avenue South from South Walden Street to South State Street in summer 2025 and Route 7 riders have already seen an average saving of up to 5 minutes per trip during the busiest morning hours.
Access for everyone: Reliable transit serves the communities that depend on it most. For people who cannot drive, cannot afford a car or choose not to drive, it is how they get to work, school, medical appointments and everywhere else.
Increased ridership and connections: Rainier Ave South is an important transit corridor, serving tens of thousands of daily riders on King County Metro bus routes 4, 7, 9, 48, 50 and 106. Route 7 alone serves an average of 12,000 daily weekday riders (as of September 2025). Bus lanes facilitate better connections with other transit options in the Rainier Valley, such as Mount Baker Transit Center, Mount Baker Light Rail Station, and the soon-to-open Judkins Park Light Rail Station.

Why bike lanes and pedestrian improvements matter:

When walking, rolling and biking are comfortable, more people can use them for everyday trips. Features like protected bike lanes and protected crossings make these options work for people of different ages and abilities. This is especially important near the new light rail station, where many people will arrive this way, including families, students, and seniors.

The Study's recommended configuration: One bus lane and one vehicle lane in each direction, plus dedicated space for people walking, rolling and biking. This balances multiple needs while prioritizing what works best for the most people.

What does this alternative mean for you?

If you drive

Two lanes will remain for cars (one lane in each direction).
Expect some congestion during rush hour.
You will still be able to access local businesses and services.

If you take the bus

Your bus will have its own dedicated lane.
Buses will not get stuck in traffic.
More reliable arrival times: you can plan your schedule with more confidence.
Frequent buses, especially during rush hour.
Better connections to the new light rail station.

If you walk, roll or bike

More crossings with fewer lanes of traffic to navigate.
More space dedicated to walking, rolling and biking.
Better connections to the light rail station.
Separated (protected) bike lanes where possible.
Improved sidewalks and crosswalks.

If you own or work at a local business

Customers can still drive to your business.
Better transit access brings more potential customers.
People walking, rolling, and biking are more likely to stop at local shops.
Deliveries and loading zones will still be accessible.

Team coordination: WSDOT and SDOT working together

The best teams in football are not just talented, they work together.

Many agency partners are working together in this area: Seattle Department of Transportation (SDOT), Seattle Office of Planning and Community Development, Seattle Parks and Recreation, King County Metro Transit, Sound Transit and more. We work together, with approaches that support each other.

Rethinking the I-90 ramps will impact Rainier Avenue South. Because of this, we are working with SDOT on details for Rainier Avenue South:

SDOT and WSDOT have already made near-term improvements in the area. These are quick changes that address some current conditions. Learn more at their I-90/Judkins Park Station Near-Term Crossing Improvements webpage.
WSDOT is working on long-term solutions to rethink the I-90 ramps with this study.
SDOT has a paving project on Rainier Avenue South between South Jackson Streets and South Walden Street funded by the 2024 Seattle Transportation Levy. SDOT will engage with the public agency partners on how to modernize this segment of Rainier Avenue South to improve safety, equity, and sustainability.
WSDOT and SDOT meet regularly, share data and align our approaches. When one of us does something, the other is participating and ready to support, as much as possible.

What is happening now

The engineers are evaluating the four alternatives. Learn more about all four alternatives in our December blog post.

In the coming months, we will share draft results from our alternatives analysis and select the preferred alternative and move forward with detailed design work. The specific design details will depend on which alternative we select. Each alternative has different implications for how the street will function.

Working in partnership with other agencies and by continuing to collect input from the public, we will figure out the specifics: exact locations for bus stops, crosswalk designs and locations, bike lane configurations, sidewalk improvements and stormwater management solutions. These details matter because they affect how the final design actually works in your daily life.

Timeline and funding

Final design and construction of WSDOT's preferred option for the I-90 interchange will depend on future funding. Later this year, SDOT will begin engaging the community on how to modernize Rainier Avenue South between South Jackson Street and South Walden Street with their levy funded paving project.

Learn more and stay informed

We are committed to transparency throughout this process. Just like the Seahawks' Twelves, your feedback makes a difference. Thanks for helping to make this community driven.

Study webpage

Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.
Email updates: Sign up for Seattle area news and study updates.

Contact Info

Amber Stanley - Community Engagement Lead
Phone: 206-817-8833
Email: amber.stanley@wsdot.wa.gov

GO SEAHAWKS!

Ramp removal at the I-405/SR 522 Interchange will be “Olympic” feat over four weekends

2026-01-23T10:59:00.000-08:00

By Lauren Penning

UPDATE Feb. 10: Due to the complexity of the ramp removal, the team identified the need for more time to analyze the final removal plans and earlier construction dates were postponed. We are ready to start ramp removal Feb. 20. See below for schedule updates.

Crews are ready to begin removing ramps at the I-405/SR 522 Interchange starting Feb. 20. This “Olympic” feat will bring the project one step closer to widening

I-405 in Bothell as part of the I-405/Brickyard to SR 527 Improvement Project.

While you’re watching the wrap up of the games, our contractor crews will begin working hour by hour to remove these ramps. This is careful and complex work. To do it safely, we must fully close roads during removal. Here is the current schedule:

Feb. 20-21: partial weekend closure of westbound SR 522 at I-405
Feb. 27 – March 2: weekend-long full closure of eastbound and westbound SR 522 at I-405
As early as March 6-9: weekend-long full closure of northbound and southbound I-405 through Bothell
As early as March 13-16: weekend-long full closure of northbound and southbound I-405 through Bothell

These closures will have region-wide impacts. Best case scenario we estimate there will be one hour-long backups. This is your notice to plan ahead, use alternate routes and allow extra travel time.

Why do we need to remove the ramps?

We need this space to build a new northbound I-405 bridge through the interchange. Some of the existing ramps we’re removing sit right where the new bridge and ramps need to go. This work will allow us to add one new express toll lane (ETL) in each direction and build direct access ramps to the ETLs.

Completing the dual express toll lanes and direct access ramps in this area will:

Improve speed and reliability for Bus Rapid Transit and HOV users.
Give drivers an additional choice when they need it.
Benefit all lanes by helping us better manage the system.

Looking north at the I-405/SR 522 Interchange. We will remove the ramps highlighted in orange to create space for expanding the center of I-405.

Why do we need full weekend closures of roadways?

One of these existing ramps spans both I-405 and SR 522 and is sandwiched between three bridges. There is an interchange ramp above it that we are keeping. There are also the northbound and southbound I-405 bridges below it. Bridge columns are also close and in between the northbound and southbound lanes. For public safety, we must close roadways during removal. We also have to protect the bridge deck underneath. This means as we work, crews will strategically remove pieces of the bridge deck and carry them away so we don’t add extra weight or impact the roadway below. The complexity of removing sections means the removal will take time so we have sequenced work over four weekends.

Here is a view of the sections of ramp that will be removed each weekend. Crews will use specialized heavy equipment and follow a detailed schedule to complete the work safely.

What about traffic impacts?

These weekends will be difficult for travel. Detour routes can’t smoothly handle the normal amount of traffic from SR 522 or I-405.

At the same time, northbound I-5 through Seattle remains reduced to two lanes with the express lanes running northbound for Revive I-5 work. This limits northbound travel options across the region.

Please plan ahead and expect longer travel times or consider staying local. You can find real-time travel information on the WSDOT mobile app, the WSDOT Travel Center Map or by signing up for WSDOT's email updates.

How are we keeping traffic moving?

We will apply lessons learned from previous closures to help keep traffic moving as much as possible. That includes a significant temporary change to traffic during the two weekend closures of I-405. We will temporarily reconfigure the northbound I-405 ramps at SR 522 to move as much traffic as possible through the northbound I-405 detour. Drivers should expect changes to the northbound I-405 off-ramp to eastbound and westbound SR 522 during this time as we prioritize traffic traveling north.

The northbound I-405 daytime detour route will be temporarily restriped to include two lanes through the intersection. Drivers should anticipate delays of at least an hour to get through the detour route.

We will also station uniformed police officers on detour routes to help manage traffic and access to local streets. The southbound I-405 detour will be challenging as many Bothell residents live along the main southbound detour route. We will post signs reminding drivers not to block driveways to help.

Even with these measures, we know this work will be disruptive, but we need to complete this work now to keep the project moving forward. The work itself will be as impressive as it is rare. We rarely remove major highway structures – it’s like our version of the Olympics – and we will share video highlights of this work as it progresses. Once complete, we can continue working at the interchange without major traffic disruptions in the near future.

Change means progress for the I-405/SR 167 corridor

We also know people are still adjusting to the changes made on Nov. 24, 2025. On that date, we added two new intersections with traffic signals on SR 522 and changed how drivers reach Bothell and Woodinville from northbound I-405. These signals were the first step in opening the interchange for expansion.

Some people have asked why we added traffic signals instead of a roundabout, or why we needed to make changes at all.

First, there is not enough space for a roundabout at this location due to the close proximity of the ramps at the interchange including the future direct access ramps to the ETLs. Also, freeway columns block sight lines needed for safe roundabout use. The Sammamish River and a pedestrian trail also limit space.

Second, this project supports a long-term plan for a more connected corridor for drivers, transit users, pedestrians, and cyclists. Thanks to local and regional partner support, this project brings us one step closer to delivering the vision of the I-405 Master Plan in this area.

While traffic signals alone are not an improvement, they are necessary to make larger improvements possible. We also looked for ways to reduce traffic delays. For example, we added a lane to the heavily traveled northbound I-405 ramp towards Woodinville.

We appreciate everyone’s patience while we work to deliver the long-term improvements to this 4.5-mile stretch of I-405. We are on track to deliver these improvements in 2028.

How neighbors are helping us choose the best plan for Judkins Park

2026-01-20T14:23:00.000-08:00

By: April Delchamps

There is nothing more relaxing than a day at the beach, playing in the sand or looking for shells. Think about using a screen at the beach to find shells. The screen filters out sand and keeps the beach treasures like shells, sea glass or agates. That is how we are looking at different ideas for rethinking the Interstate 90 ramps at Rainier Avenue South. We are filtering out what will not work and keeping the ideas that best serve the community.

Studying ways to change the I-90 ramps

Our goals are:

Improve safe travel for all, especially pedestrians and cyclists at the ends of the ramps.
Increase community connectivity and access to the Judkins Park Link light rail station for those who ride transit, walk, bike and roll.

Map of the Judkins Park area with the I-90 ramps endpoints shown as orange dots.

To learn more, check out the webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT

Our study follows a clear seven step process to find the best solutions for reconnecting the community. Check out our September 2025 blog post to learn more about the process.

Using a filter to find the best ideas

Just like a screen at the beach, we use a filter to sort through different ideas for the I-90 ramps. As we screen the improvement ideas, those that will not work fall through. Good ideas stay on top. We keep the designs (also called concepts or alternatives) that best match what the community wants and needs.

We use two rounds of screening, Level 1 and Level 2, to pick the best design. We call this the "preferred alternative." Each round assesses how well each design meets the needs of the community. We use specific criteria to compare ideas and find the best one.

Criteria

The criteria are based on the study goals.

In this study, there were six criteria for the Level 1 screening.

For Level 2 screening, community members and agency representatives, collectively called the Advisory Group, worked with our team to add a seventh criterion. These seven criteria help us compare the four alternatives for the I-90 ramps at Rainier Avenue South. The Advisory Group also helped develop different weighting schemes to reflect community priorities.

Learn more about these community members and agency representatives, called the Advisory Group, and their meetings on our webpage: I-90 Judkins Park Station – Reconnecting Communities | WSDOT.

Curious about what needs each criterion addresses and how we measure it?

Here's a breakdown:

Improve active transportation access: To make it easier for drivers and those who walk, bike, roll and access transit to see and predict the movement of each other. This is measured based on how visible and predictable pedestrian and bike crossings are for drivers.

Reduce exposure: To minimize (or eliminate) the time and space in which those who walk, bike, roll and access transit must interact with vehicles. This is measured based on physical and time separation between vehicles and pedestrians or bikes.

Reduce vehicle operating speeds: To slow down motor vehicle speeds to enhance safety for people who bike, walk, roll and access transit. This is measured based on expected reduction in vehicle speeds.

Optimize spacing of Rainer Avenue South crossings: To add more opportunities to cross Rainier Avenue South, with protected marked crossings in locations that support pedestrian and bicycle travel needs. This is measured based on how well crossings match pedestrian and/or cyclist travel patterns.

Enhance parks, green space and frontage: To minimize impacts and make it easier to reach parks and green spaces from sidewalks and bike paths on Rainier Avenue South. This is measured based on potential to increase or decrease park, green space and/or frontage.

Minimize off-ramp queue length: To ensure improvements to the ramps do not create hazards on I-90. This is measured based on the level of impact to I-90 caused by ramp traffic backing up.

Minimize transit speed and reliability impacts: To ensure better bus service and travel times on Rainier Avenue South so that riding transit is convenient and reliable. This is measured based on the level of travel time impacts on transit routes.

How the community has weighed what matters most

Not all rules are equally important. Some matter more than others. For example: Is safety more important than traffic flow? Should we focus more on pedestrians and people who bike or on keeping buses on time? The Advisory Group worked through these tough questions together and prioritized what matters most to them.

We asked Advisory Group Members to give each criteria a "weight," by assigning points based on what matters most to them. Think of it like grading in school—if a test is worth more points than homework, it counts more toward your final grade.

The group did not all agree on everything, and that is okay! Their input created two different weighting schemes by combining similar responses. Our project team, including engineers, planners and environmental experts, also weighted the criteria, independently.

This created three weighting schemes described and illustrated in the table below. The three columns show the different weighting systems that will be used to evaluate the alternatives.

	Active transportation*	Balanced multimodal*	Project Team
Access	21.4%	17.0%	23.2%
Exposure	22.7%	15.8%	17.9%
Speeds	17.7%	13.3%	23.2%
Crossings	14.6%	10.4%	14.3%
Green space	8.5%	14.5%	3.6%
Queue length	6.6%	12.5%	7.1%
Transit impacts	8.5%	16.5%	10.7%

* Indicates criteria schemes that were decided by the Advisory Group.

Why we are using three different criteria weighting schemes

Finding the best alternative is not just about how well each performs. It is also about which criteria matter most. We use different criteria schemes to respect different community values: two reflect the input from Advisory Group members, and one reflects the judgments of the Project Team’s subject matter expertise based on experience on similar transportation projects. By testing all four alternatives against all three criteria schemes, we get a complete picture of how well each alternative serves the neighborhood under different value frameworks.

The engineers are evaluating the four alternatives using the three criteria schemes. We are in the final screening phase, shaking the screen to see which alternatives rise to the top. We will share the draft results in early 2026.

What is happening now

Colorful beach stones and pebbles of varying sizes.

Learn more about all four alternatives on our December blog post: Judkins Park and I-90 – choosing the best alternative for the ramps.

After a preferred alternative is chosen

Right now, we have money to study alternatives, pick the best one and complete early design. After we choose, we will know how much it costs to complete the design and build it. We will need to seek funding to finish the design and pay for construction. This means we do not know yet when construction will start. We will continue to keep the community updated.

Learn more and stay informed

We are committed to transparency throughout this process. Your voice matters in this project. Thanks for helping to make this community driven.

Study webpage

Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.
Email updates: Sign up for Seattle area news and study updates.

Contact Info

Amber Stanley - Community Engagement Lead

Phone: 206-817-8833

Email: amber.stanley@wsdot.wa.gov

Managing the Flow: A Revive I-5 Update

2026-01-16T06:00:00.000-08:00

By: RB McKeon

Update: 3 p.m. Tuesday, Jan. 20, 2026

Revive I-5: Week one in review (follow-up update)

On Friday, Jan. 16, we shared some early observations just a few days into Revive I-5 construction on the Ship Canal Bridge. We’ve now had the opportunity to review a full week of traffic data and operational information. Here’s what we’re seeing after the first full week of lane reductions.

Early in the week, Monday, Jan 12, saw the heaviest delays as people encountered the new lane reduction pattern for the first time. As the week progressed, traffic conditions began to stabilize as drivers adjusted routes, schedules and travel choices. This is similar to what we observed during the 2025 Revive I-5 work.

Traffic patterns Jan 12-16 and the weekend of Jan. 17-18:

Regional shifts: Drivers redistributed to alternate routes like SR 99, I-405, SR 520 and I-90 as the system absorbed reduced northbound capacity on I-5.
Improving throughput: Despite two lane reduction on northbound I-5, the total number of vehicles moving across the Ship Canal Bridge increased from Monday to Friday in both directions.
Travel times trending better: Southbound travel times that were notably above normal early in the week improved by Friday. Northbound travel remains most congested in afternoon peaks.
Weekend looked more typical: Weekend travel volumes and travel times were nearer to typical weekend conditions than weekday commute peaks.

These patterns follow the expected adjustment curve we first saw in the summer 2025 Revive I-5 work, where travel behavior evolved as people settled into the new configuration of lanes and closures.

Express Lanes: Continued role after week one

As noted previously, the I-5 express lanes are operating northbound, 24 hours a day during this phase. This isn’t a like-for-like replacement of the capacity lost on the mainline. It’s an operational tool to help keep the system balanced when room for error is limited.

With the northbound mainline reduced from four lanes to two, even a single collision or disabled vehicle can quickly cause severe congestion. Keeping the express lanes available northbound gives traffic operators flexibility to respond to incidents and helps prevent a full shutdown of the corridor.

We understand it can be frustrating to see express lanes that don’t appear to be full, especially for southbound travelers. That visual contrast is real. During construction, however, the value of the express lanes is measured by how they absorb surges, incidents and breakdowns over the course of the day, not how they look at a single moment.

As weekday travel returned after the weekend, use of the express lanes increased and they helped maintain northbound throughput which is evidence of people incorporating the lanes into their travel patterns despite the unfamiliar configuration.

This express lane operation is temporary and tied to construction phases. When work shifts to the southbound lanes in 2027, express lane operations are expected to shift southbound for the same reason: to help restore capacity where it has been reduced.

Partner coordination during week one

Week one also included a Seahawks playoff game at Lumen on Saturday, Jan. 17, adding additional travel demand in and out of downtown Seattle. WSDOT worked closely with the City of Seattle, King County Metro, Sound Transit, and regional traffic operations teams to support game-day travel and provide reliable travel options, especially transit, which helped move large numbers of people while taking pressure off the highway system.

Looking ahead

Revive I-5 is long-term preservation work on a critical structure that carries hundreds of thousands of trips every day. While the early days of construction are often the most disruptive, the region saw measurable improvements over the first week as travel patterns shifted and drivers adjusted.

After completing the refreshed striping at the 45^th/50^th Street shoofly, our crews are ready to begin milling the bridge this week. This process allows us to remove the top layer of the bridge deck to prepare the surface for repairs. Using a large milling machine with a rotating drum covered in cutting teeth, the machine grinds off a precise depth of material, in this case, one inch to expose the underlying condition. This also helps create a clean and even surface and expose areas that need additional repairs.

We will continue monitoring traffic conditions closely and making operational adjustments where possible as work progresses. Travelers can help by planning ahead, checking real-time conditions before heading out, and considering transit, carpools, or trying one of the many available alternate routes.

Original blog:

Seahawks game on Saturday and weekend construction

It’s game week in Seattle, and with a Seahawks home game this Saturday, Jan. 17, a lot of people are focused on one thing: How do I get to kickoff without missing the action, and how do I get back home? With Revive I-5 construction already affecting travel around the Ship Canal Bridge, game-day traffic adds another layer to an already busy weekend.

If you’re heading downtown to cheer on the Hawks, transit is strongly encouraged and continues to be the easiest and most reliable way to get to and from the stadium during construction. Transit avoids the most constrained parts of the highway system and helps keep traffic moving for everyone.

In addition to the lane reductions on northbound I-5, this weekend, there is also work planned on northbound I-405 in Bellevue this weekend, which means we have construction on one of the routes people may opt to use instead of I-5.

Up to two lanes of northbound I-405 will be closed from Southeast Eighth Street to Northeast Fourth/Eighth Street from 11 p.m. Friday, Jan. 16, to 4:30 a.m. Monday, Jan. 19, with additional nightly lane closures north of I-90.

The following on-/off-ramps will be closed:

Southeast Eighth Street on-ramp to northbound I-405
Northbound I-405 off-ramp to Northeast Fourth/Eighth Street (Exit 13 A/B)

Signed detour routes will be in place for the ramp closures.

Game-day tip: plan ahead, check conditions before you go, and consider transit to get to kickoff and home again with less stress.

We’re Reviving I-5

If you’ve been traveling through Seattle this week, you’ve likely felt the impacts of Revive I-5 in real time. Lane reductions, slower speeds and longer travel times in and around the Ship Canal Bridge have changed daily routines for thousands of people. We know this hasn’t been easy.

The impacts are real. The delays have been long. Commutes have changed. That disruption is felt differently by every driver, and we don’t take that lightly. At the same time, we know from doing this work before that traffic patterns evolve. As people adjust routes, schedules, and expectations, the system does find a new rhythm even if it takes time.

We want to share some updates on what crews worked on, what the early traffic data is showing and what’s coming up next so people can plan with the best information available.

What happened over the full closure weekend

Over the weekend of Jan. 10–11, WSDOT’s contractor, Atkinson Construction, completed the work needed to set up the long-term work zone for the Revive I-5: Ship Canal Bridge Preservation project. This required a full closure of all northbound I-5 lanes across the bridge.

Crews place barrier that will create a safe workzone during the construction on Revive I-5.

During that weekend, traffic patterns shifted across the entire region:

Saturday traffic volumes were higher than a typical weekend, while Sunday volumes were lower, reflecting normal weekend travel behavior.
Alternate routes including SR 99, I-405, SR 520, and I-90 all saw increased use as drivers adjusted.
During the full closure weekend, the northbound express lanes were utilized and carried a share of northbound traffic while the mainline lanes were closed.
A Sunday afternoon collision in the northbound express lanes briefly reduced volumes, underscoring how sensitive the system can be when capacity is constrained.

What crews accomplished behind the scenes

While drivers were adjusting to closures and detours, crews were laying the groundwork for long-term preservation work.

Over the weekend, crews:

Pinned traffic barriers to lock in the long-term work zone
Paved a new through lane and restriped traffic across the bridge

Lane diagram of traffic shift at NE 45th/50th Street off-ramp

Since traffic reopened with lane reductions, crews have continued critical preparatory work, including:

Installing debris shields to protect vehicles traveling near active work
Sealing expansion joints to prevent water intrusion ahead of hydro-demolition
Chipping the bridge deck to assess underlying concrete conditions
Moving specialized equipment into place for upcoming phases

This early work may not always be visible, but it’s essential to preserving the bridge deck and extending the life of a structure that carries hundreds of thousands of trips every day.

What we’re seeing now that weekday travel has returned

As weekday commuting resumed on Monday, what we have seen in these first few days are traffic patterns resembling what we saw during summer 2025, the first time this corridor experienced sustained Revive I-5 lane reductions.

So far, we’re seeing:

Earlier commute start times
Morning backups on southbound I-5, sometimes stretching north toward the King/Snohomish County line
Increased use of SR 99 and I-405 as alternate north–south routes
Continued pressure on SR 520 and I-90 as part of the regional adjustment

These changes are expected. During summer 2025, it took several weeks for traffic patterns to settle as people adjusted routes, schedules, and travel choices. What we’re seeing now follows that same pattern.

It’s also important to note that some alternate routes include tolls, and WSDOT continues to collect tolls on toll roads where tolling is in place.

Why the express lanes operate northbound only

One of the most common questions we’re hearing is why are the I-5 express lanes operating northbound 24 hours a day during this phase of Revive I-5?

During construction, several factors guide how the express lanes operate, including safety, traffic flow, and overall system reliability. With northbound I-5 reduced from five lanes to two across the Ship Canal Bridge, even a single collision or disabled vehicle can significantly disrupt traffic. Keeping the express lanes operating northbound helps reduce the risk of a full northbound shutdown and gives traffic operators greater flexibility to respond to incidents as they occur.

We understand how frustrating this is for people traveling southbound especially when you’re sitting in traffic and see express lanes that may appear lightly used at a given moment. That frustration is real. While the lanes may not always look full, they are being managed as a system-balancing tool, available to absorb surges, incidents, or breakdowns in the northbound lanes as conditions change throughout the day. Their value isn’t measured only by how full they look at one point in time, but by the reliability they provide to the entire corridor over the course of the day.

As weekday travel has returned, the express lanes have continued to play a key role in absorbing peak-period demand and providing flexibility when conditions change throughout the day. They are being managed as part of a regional transportation system, helping balance traffic across I-5, I-405, SR 99, and east-west routes.

View from WSDOT’s traffic camera at NE 45th Street on Wednesday, Jan. 14

It’s also important to note that this express lane operation is tied to specific construction phases and is not a permanent change. Express lane operations are aligned with where capacity has been reduced. When construction shifts to the southbound lanes in 2027, the express lanes are expected to operate southbound for the same reason; to help return capacity where it has been reduced due to construction.

Changing the direction of the express lanes is not as simple as flipping a switch. Each change requires closing the lanes, clearing vehicles, resetting gates and signs, and completing safety checks before reopening in the opposite direction. If an issue is identified during that process, the changeover can be delayed, which can add congestion and create additional challenges.

Traffic patterns also differ by direction. Southbound congestion often builds quickly but typically recovers. Northbound congestion tends to build more gradually, but once it forms, it can persist longer and affect more travelers over the course of the day. Operating the express lanes northbound during this phase helps limit those longer-lasting impacts and maintain balance across the corridor.

Staying informed

We encourage everyone to:

Check the WSDOT mobile app or Travel Center Map for real-time conditions
Explore options through Flip Your Trip, Sound Transit, and King County Metro

We’ll continue to monitor traffic daily and share updates weekly as this work continues. Thank you for adjusting, planning ahead and helping keep everyone moving safely while this critical preservation work gets done.

Holding back the tide: How the SR 105 Graveyard Spit project protects a community and its coastline

2026-01-14T17:08:00.000-08:00

By: Celeste Dimichina and Chelsey Martin

Every winter, storms hit the coast near North Cove. Residents watch nervously as waves creep closer to the only road that connects them to the rest of Pacific County. State Route 105 is more than pavement — it’s a lifeline. It links the Shoalwater Bay Indian Reservation and Tokeland to Grayland, North Cove, cranberry farms, and popular places tourists visit. It’s how kids get to school, how goods reach businesses and how emergency crews respond when every second counts.

But the Pacific Ocean never rests. Each tide pulls more sand from the shore. Storms send walls of water crashing over the beach, spraying salt and foam across the dunes as waves reach for the road. What was once a wide beach has worn down to a narrow strip between land and sea. With each wave, the ocean pushes closer, threatening homes, businesses, and the road itself.

For people living along this coast, it’s not just about losing sand. It’s about protecting their only road and their way of life. If SR 105 washes out, the closest detour adds a 75-mile roundtrip drive, leaving this remote area even more isolated.

Historical shoreline map shows the slow erosion of the shoreline. Photo credit: North Willapa Bay Shoreline Erosion and Dune Restoration Graphics.

A Nature-Based Solution to a Big Problem

For decades, strong storms have battered this coast. Some years storms have washed away more than 100 feet of shoreline. Since 1996, several projects have tried to protect the beach. Large rock and other hard barriers were installed, but the ocean always found a way through.

The latest effort, the SR 105 Graveyard Spit Dynamic Revetment and Dune Restoration, takes a different approach: nature protecting nature. Instead of hard barriers, crews place tons of small rocks to absorb the ocean’s energy. They also rebuilt dunes that can shift and roll with the wind and the waves. These “living shorelines” take in the ocean’s force, protecting the road and the community instead of fighting it.

Graphic shows the history of projects aimed at preserving the shoreline alongside SR 105 near Willapa Bay in Pacific County

So far, the results are promising. Wetlands and salt marshes are returning. In 2024, hope arrived with new life: the first Western Snowy Plover chicks were documented on Graveyard Spit. These small, speckled shorebirds, protected under the Federal Endangered Species Act. The restored dunes now give them a safer place to survive.

That same year, the project won the Environmental Excellence Award for promoting resiliency. It’s proof that protecting people and caring for nature can go hand in hand.

Environmental Excellence Award 2024

Adult Snowy Plover and two chicks

People, Partnerships and Persistence

This project succeeds because of the people who care about this place. The Shoalwater Bay Indian Tribe has been central, guiding decisions and watching over the wildlife.

Each year, WSDOT maintenance crews face harsh winter storms. They close the road and clear debris to keep travelers safe and moving. Scientists from Washington State Departments of Ecology and Fish and Wildlife, along with other agencies, study how the restored dunes handle the ocean and affect wildlife. They share what they learn to help other communities.

Funding from partners like National Oceanic and Atmospheric Administration (NOAA), the Federal Emergency Management Agency (FEMA), the National Fish and Wildlife Foundation, and the State of Washington makes this work possible. Their support ensures this is not just a short-term fix—it’s a lasting investment.

Looking Ahead

Construction will finish in 2026, then the focus will shift to long-term care. Over 50,000 tons of cobble rock will be stored nearby, ready to reinforce the revetment after major storms. A Site Area Management Plan, created with input from all project partners, will help the project adapt as the shoreline changes.

For this community, the Graveyard Spit project is about more than protecting a road—it’s about protecting a way of life. It’s a promise to safeguard the coast, honor the people who have cared for it for generations, and ensure that future residents can stand on this rugged shore and watch the waves crash—not in fear, but with pride in the preserved coastline.

A quiet stretch of rocky coastline where the ocean meets the land—wind, waves, and driftwood shaping the shore under an endless blue sky.

Next steps for addressing the SR 165 Carbon River Bridge closure

2026-01-08T12:58:00.000-08:00

In April 2025, we closed the 104-year-old State Route 165 Carbon River/Fairfax Bridge. At the time, our most recent inspections revealed one of the bridge's support columns was bent and buckling. We also saw advanced deterioration in the gusset plates at numerous locations across the bridge. These plates connect the bridges' truss members to other portions of the bridge.

The decision to close the bridge was difficult, but necessary. And it left residents south of the bridge with no way across the Carbon River Canyon. We have a temporary bypass route in place for access, but it's not a long-term solution. Since closing the bridge, we have finished a planning study that addresses access across the Carbon River. The following information is meant to bring people up to speed on what we've done so far, and what's to come.

Permanent barrier was placed in front of the SR 165 Carbon River/Fairfax Bridge, following the closure of the bridge.

Planning Study

To help guide a long-term vision, we do what's called a planning study. Think of it like a road map. It's a deep dive into an issue where we can look at many different options and measure the costs of those options. We put a lot of work into moving this study along as fast as we could. We evaluated options that addressed access across the Carbon River Canyon. Those options fell into the following categories:

Replacing the bridge in the same vicinity.
Re-routing SR 165 in a new location east or west of the canyon.
Keep SR 165 closed and remove the bridge.

SR 165 Carbon River/Fairfax Bridge Planning Study Open House held at Carbonado School on June 2, 2025.

An online open house and two in-person open house events were held in May and June. We received 2,837 comments. Themes from the public feedback included:

Restore access to Mount Rainier National Park and surrounding recreation areas.
Rebuild in the vicinity of the current bridge.
Avoid the highest cost alternatives.
Minimize local community and business impacts.
Keeping the bridge closed permanently was the least preferred alternative.

Community meeting held in Buckley on Aug. 21 to share the two alternatives being advanced from the planning study.

In August, we held a community meeting to share which two alternatives are advancing from the planning study into design and environmental review. Those two alternatives are:

Replace the SR 165 Carbon River/Fairfax Bridge just north of the existing location.
Keep SR 165 closed and remove the Carbon River/Fairfax Bridge.

Next up: design and environmental review

We allocated $7 million in preservation funding from the 2025-27 biennium Transportation Budget to move these two alternatives from the planning study into design and environmental review.

A couple things are occurring to get things rolling. We need geotechnical (soil and rock) information about the area. To access this location, we have to obtain right-of-way permits from landowners. We also must obtain environmental clearances before the work occurs. The Carbon River Canyon is heavily forested, and the hillsides are steep. It's not easy or cheap to place a drill rig in this area to take coring samples to see if the ground is strong enough to place a bridge foundation. That's the kind of data our survey crews need to gather to help determine the type, size and location of a new bridge.

It takes six to twelve months to collect this information. This timeline is dependent on securing environmental permits to remove some trees in this scenic canyon area for drilling. Our environmental team has identified the location as habitat for Spotted Owl and Marbled Murrelet. There are only certain times of the year we can remove trees to avoid nesting for both species. This early engineering work is used to start environmental review for the project.

View looking north of the existing Carbon River/Fairfax Bridge, in an area where a new bridge potentially could be built.

The option of keeping SR 165 closed is also being evaluated. By keeping SR 165 closed, we may need to compensate the lost access for those who currently have access to SR 165 south of the bridge, if reasonable alternative access is not otherwise provided.

NEPA, known as the National Environmental Policy Act, is a federal process that will look at the environmental impacts of each alternative. It focuses on the effects on the land, water, air, wildlife, habitat loss and human health. We are responsible for collecting and analyzing environmental impacts. Then we hand off the findings to other agencies for further review and comment.

The other agencies involved include Federal Highway Administration, US Fish and Wildlife, National Marine Fisheries Service, Department of Archaeology and Historic Preservation, Tribes and others. Each reviewer is given time to review and comment on WSDOT's work, ranging from 30 to135 days or more. Altogether, WSDOT is planning for a 24-month NEPA evaluation and review timeline.

The environmental review addresses something known as Section 106, the National Historic Preservation Act. The law established a national policy for the protection of important historic buildings and archeological sites and the responsibilities for federal and state governments to preserve our nation's heritage. The SR 165 Carbon River/Fairfax Bridge is listed in the National Register of Historic Places.

The public will have opportunities to provide input during environmental review.

The planning study outlined a preliminary six-year timeline to get a new bridge built. As we do more engineering, this timeframe will likely be revised.

We've read a resolution recently passed by the Town of Wilkeson asking WSDOT not to remove the bridge. The bridge will not be removed without environmental review and until the NEPA process is complete.

SR 165 Bypass route

Following the bridge closure, we took immediate steps to ensure people living south of the bridge had a way to get to and from town. This meant issuing keys to a privately owned bypass route. This nine-mile route is not open to the general public. It's a winding, narrow, gated gravel logging road that we don't own. The route is owned by five private property owners, as are the gates at either end of the route. We negotiated emergency permits and rights of entry with each property owner so people living south of the bridge had a way to get to and from their homes across the Carbon River. This route was established in late summer 2024 when the bridge was severely weight restricted. We appreciate the willingness of the bypass route's five property owners to work with us on this issue.

We recently signed an agreement with the Department of Commerce to help cover funding for automatic gates on the bypass route. The gate hardware is being ordered and will be installed in the coming months. We also recently initiated a new lock and key system to the gates on the bypass route to address security issues.

Our crews maintained this bypass route last winter and will continue to do so in 2026. The bypass will be maintained at the same level as SR 165 was prior to the bridge closure. Our state-wide priority plow route maps are available on our website.

We've heard from people who want to open the bypass road, but that's not possible. The route is privately owned. Under the terms of the agreement we have with the owners, we can't open it to the public.

The bypass route is owned by five property owners. The route is gated and cannot be opened to the general public.

How did we get to this point?

We are frequently asked why the bridge didn't get painted. The short answer is funding. The Carbon River Bridge is competing for available preservation funding with many other aging bridges across the state. We receive funding through the state's Transportation Budget every two years by the state Legislature. We are given limited funding for preserving infrastructure like bridges, and our repair and replacement needs far exceed the funding levels provided through the Transportation Budget. This work has been underfunded for decades, and we can't overspend our budget.

WSDOT maintains 3,481 bridges in its current inventory. 342 WSDOT-owned bridges are 80 years old or older, which exceeds WSDOT's expected service life of a bridge. Bridges are designed for a 75-year life. Many of them desperately need preservation work.

You don't have to look far to see another example of this. SR 162 Spiketon Creek Bridge just a few miles away was closed in 2018 then reopened in 2019 with a temporary bridge structure. The bridge was 82 years old when it closed in 2018. The Spiketon Creek Bridge is one of 33 in the state that currently needs replacement. Over the next 10 years, that number will jump to 80 bridges that need replacement.

We will continue to work with lawmakers, state leaders and partners to share these needs and seek solutions.

The loss of this bridge has affected local property owners, outdoor enthusiasts and local communities alike. We regularly hear from people who miss escaping to the Mowich area of Mount Rainier National Park. It has created challenges for our own crews maintaining a section of SR 165 south of the bridge. We are committed to keeping people updated on next steps and any opportunities for feedback on the two options being advanced.

A view of the 104-year-old Carbon River/Fairfax Bridge closed to all travelers. The bridge opened to traffic on Dec. 17, 1921, and was originally named the Fairfax (O’Farrell) Bridge. Historylink.org has more details on this bridge.

Judkins Park and I-90 – choosing the best alternative for the ramps

2025-12-18T11:01:00.000-08:00

By: April Delchamps

Finding the right fit for the community

It is that time of year in Washington when choosing the right outfit feels impossible. You leave home layered up with rain boots and jacket. And, an hour later, you are sweating while carrying all that gear around town.

Deciding on a winter outfit can be tricky. Good luck out there, all! Choosing the right street layout changes for a WSDOT project is far more complex. These decisions affect neighborhoods, local businesses and community organizations. At Rainier Avenue South and I-90, they affect everyone who walks, rolls, bikes or drives.

We take this responsibility seriously. We know past decisions have had a big impact on overburdened communities. For every study and project, we must find a balance. We have to work within the physical limitations to find the best access and safest options, while avoiding negative impacts on the community. Learn more about WSDOT’s best practices as it relates to community impacts.

The Judkins Park challenge

The Judkins Park Station – Reconnecting Communities Study demonstrates this careful balance. We are studying how to improve where the I-90 ramps meet Rainier Avenue South. We now have four options, or alternatives, to consider. You could say we are “trying on” these four different alternatives.

The community has played a central role in coming up with these four alternatives. You have shared what you love about your neighborhood and how you want to see it improve. Passionate people in the Judkins Park area have joined us, imagining a new design for these I-90 ramps.

What exists today

Here is what the ramps look like today:

Map of Judkins Park area with the on-ramp and off-ramps.

Our goal is to enhance safety and connectivity for those who walk, roll and bike. This will be even more important when the Judkins Park Link light rail station opens. Like choosing the right winter outfit, we are thinking about benefits and tradeoffs. We want to understand the human experience, as well as what the traffic models predict.

What we are considering

1. Community input

Community feedback is at the center of decision-making. Read our first blog post about this study for more details about what we have heard from the community.

2. Current data and assumptions

We are testing the four alternatives with these assumptions:

There will be increased transit, biking, and walking or rolling in the Judkins Park area.
There will be no increase in vehicle traffic.
Changing the ramps provides opportunities to reduce the number of lanes along Rainier Avenue South, in the study area, from six lanes to four lanes.
- Important note: A follow-up test will be done to check if the number of lanes at the intersections can be further reduced by using lower traffic volumes along Rainier Avenue South.
Vehicles cannot turn right on a red light at a traffic signal.

3. Physical limitations

We are balancing these realities:

We cannot get rid of vehicle access. People need to access social services, schools, work and other activities.
Community places must stay connected. This includes parks, trails, businesses, schools and services.
Space is limited. We have to think about things like hills and slopes, stormwater systems, sound walls and other projects (like the Judkins Park Station and RapidRide).

The four alternatives

We have narrowed our options down to four alternatives, or options. Each one has a different way of enhancing safety and connectivity for people walking, biking and rolling. Think of it like trying different outfits. Your warmest coat is the heaviest to carry, and your rain boots might not be ideal for walking long distances. No option is perfect, which is why we are carefully studying how each one may work in real life.

Important note: Our engineers are evaluating each option. They are verifying the number of vehicle lanes, how bus stop areas work and how the intersections are designed. We are sharing what we know so far, and once these options are refined, we will share more.

In every option, we are thinking about how the ramps meet Rainier Avenue South. If we use T-shaped intersections, with angles closer to 90-degrees, vehicles will have to slow down or stop. This means vehicles will not be able to flow freely from the ramps to Rainier Avenue South.

Alternative 1

This option keeps all existing ramps. This allows vehicles to access the Judkins Park neighborhood services and destinations. Here are some other things we are considering for this alternative:

A single traffic signal or roundabout would be added to Ramp #3 and Ramp #5, and a new traffic signal would be added to Ramp #4. This would force vehicles to slow down or stop. They would not flow freely between Rainier Avenue South and the ramps.
This option also reduces Rainier Avenue South to four lanes under I-90. Buses would stop in the regular travel lane to pick up and drop off passengers. In this design, buses spend less time pulling out of and merging back into traffic.

A map of Alternative 1. The ramp changes are shown in orange.

Alternative 2

This option closes the westbound I-90 off-ramp to northbound Rainier Avenue South (Ramp #4, shown with red hatching). Here are other things we are considering for this alternative:

Adding a traffic signal or roundabout to Ramp #5. This would serve vehicles travelling from westbound I-90 to both southbound and northbound Rainier Avenue South.
A pedestrian signal is added just north of I-90. This would allow people to cross the street at a controlled marked crossing.
This option reduces Rainier Avenue South to four lanes under I-90. It would use in-lane bus loading, similar to Alternative 1.

A map of Alternative 2. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

Alternative 3

This option is the opposite of Alternative 2. Alternative 3 closes the I-90 westbound off-ramp to southbound Rainier Avenue South (Ramp #5, shown with red hatching). Some other things we are considering for this alternative are:

Adding a traffic signal to Ramp #4. This will serve vehicles travelling from westbound I-90 to both southbound and northbound Rainier Avenue South.
A traffic signal or roundabout would also be added to Ramp #3. This would allow people to cross the street at a controlled marked crossing.
This alternative also reduces Rainier Avenue South to four lanes under I-90. It would use in-lane bus loading, similar to Alternative 1.

A map of Alternative 3. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

Alternative 4

This option makes the most dramatic changes. It would close both the westbound off-ramp (Ramp #4) and the eastbound on-ramp (Ramp #2) (both shown with red hatching). The vehicle movements served by Ramp #4 would be added to Ramp #5, and the vehicle movements for Ramp #2 would be added to Ramp #3. Other elements of this alternative are:

A single new traffic signal or roundabout would serve both Ramp #3 and Ramp #5, north of I-90.
A pedestrian signal is added just north of I-90. This would allow people to cross the street at a controlled marked crossing.
This alternative requires six lanes under I-90. There would be four vehicle lanes and two bus lanes. The buses would load in their own lane, which requires the buses to merge back into traffic.

A map of Alternative 4. Ramp changes are shown in orange, and proposed ramp removals are shown in red.

What’s next

As winter continues, Seattleites will continue the daily winter outfit debate. Meanwhile, our engineers will be using special software to review each alternative. They will be looking for a sweet spot. They want to enhance safety and comfort for people who walk, roll, and bike, without making it harder for drivers.

A graphic showing our study process and how community engagement is incorporated into our decision-making process.

Where we are in the study

We are using a clear process for our study. We want to improve access to the light rail station and reconnect the community. We are currently in the middle of Step 4, shown below.

Here's how it works

See the graphic on the right for more details on the study process, the questions we’re asking at each step, and how we’ll arrive at the final result.

After step 4, analyzing the four alternatives, we will talk about the results. We'll share these in a future blog post.

Throughout this whole process, we are working closely with both our Advisory Group and the community to get their input.

Learn more and stay connected

We are committed to transparency throughout this process.

Study webpage

Visit the project page for the latest updates, detailed information and recordings/presentations from our Advisory Group meetings.

Email updates

Contact Info

Amber Stanley - Community Engagement Lead
Phone: 206-817-8833
Email: amber.stanley@wsdot.wa.gov

Safety, teamwork and heart: Recognizing the life-saving efforts of ferry employees

2025-12-15T11:29:00.000-08:00

By: Brian Vail

Our ferry crews and terminal staff respond to many emergencies on any given day. They show courage and calm under pressure. Whether they’re rescuing people from the water, helping passengers with medical issues or supporting first responders in urgent situations at our terminals or on our vessels, our teams always put safety and our customers first.

Each incident is a reminder that our ferry employees are trained and ready to act fast. They handle extreme situations by quickly deciding what’s needed, launching a rescue boat, getting people out of the water, bringing them back to the ferry and working with local emergency services to help those in trouble.

The following highlights some of the more significant moments since we last recognized our Life Ring Award winners in October 2024 when quick thinking and teamwork saved lives. The staff members involved in these rescues have all been presented with a Life Ring Award to recognize their efforts. This list of 18 events demonstrates the very best of Washington State Ferries.

Emergencies in the water

Our crews regularly save people who have fallen in the water. Especially in colder months, time is vital in these rescues.

Oct. 16, 2025
Wenatchee crew

Just after leaving Seattle, our crew saw an overturned kayak in Elliott Bay. They immediately launched a rescue boat and pulled two people from the water. The kayakers were cold but not hypothermic. Our crew brought them aboard the ferry and gave them blankets and hand warmers.

Sept. 4, 2025
Tillikum crew

As the Tillikum approached Lopez Island, the crew coordinated by phone with the sheriff’s department about a medical emergency on a boat in Blind Bay. After landing, they quickly launched the rescue boat. They reached the scene at the same time as the sheriff’s boat Knot Guilty. The crew stood by to support responders until the sheriff’s department and EMS released them.

July 26, 2025
Salish crew

While arriving in Coupeville, the Salish was alerted that two kayakers needed help near Admiralty Head. The tide was pulling the kayakers away from shore and they were struggling in the current. After docking, the crew launched a rescue boat and picked up one kayaker. The other was able to reach shore on their own and was already being checked by Whidbey EMS. The rescued kayaker was taken to the public boat launch, where EMS was waiting to help.

July 10, 2025
Kaleetan crew

The crew noticed Kitsap Transit’s fast ferry Lady Swift sitting still in Rich Passage. They then spotted a person in the water clinging to a daymark. As the Lady Swift crew members pulled the kayaker from the water, our team launched a rescue boat. This allowed for a quick and smooth transfer to shore on Bainbridge Island, where the local fire department took care of the kayaker.

June 17, 2025
Spokane crew

A car fleeing police broke through a gate and drove into the water at the Edmonds terminal. Terminal staff and law enforcement reacted quickly, helping two people who escaped the vehicle. As the Spokane approached the dock, its crew slowed the boat, stopped safely and launched a rescue boat that found and save a woman. Another person was rescued by the Kingston Water Rescue Unit. The Spokane crew returned to Kingston to safely unload and reload passengers.

June 13, 2025
Walla Walla crew

The U.S. Coast Guard got reports of people in the water near Blake Island after their canoe swamped. They asked Walla Walla to assist, so our crew quickly changed course. They launched a rescue boat and pulled two individuals from the water. Along with passengers with medical training, our crew members treated them for signs of hypothermia. Emergency medical staff met the ferry in Bremerton, checked the people and released them.

May 18, 2025
Walla Walla crew

A passenger reported seeing a kayaker in distress and out of their kayak near Rich Passage. The crew launched a rescue boat and reached the person. They brought the kayaker safely to land, where the person said they didn’t need more help.

March 30, 2025
Issaquah crew

Upon seeing a person in the water, our crew members quickly launched a rescue boat, bringing the person on board. Our Anacortes terminal staff contacted emergency medical services so that help would be ready when the Issaquah arrived.

Oct. 26, 2024
Oct. 27, 2024
Kitsap crew

The Kitsap crew saved lives on back-to-back days. First, they pulled a woman out of the water near the dock at Mukilteo with help from local police and fire departments. Then the same crew launched a rescue boat to save a distressed kayaker near Mukilteo.

Able-Bodied Seafarers Anthony Adams and Allegra Archer help with the transfer of the kayakers from our rescue boat to Seattle Fire Department's Fireboat 1 for medical checks and transport back to land. Photo courtesy Mike Caudle.

Medical emergencies

Our ferry crews, terminal staff and Eagle Harbor Maintenance Facility workers saved many people with medical emergencies on our boats and at our terminals. Their quick actions saved lives this past year.

June 16, 2025
Kittitas crew

Shortly after the ferry arrived at Vashon, crew members found an unresponsive passenger in the men’s restroom. They immediately called for help, and more crew arrived to assess the situation and declare a medical emergency. First aid supplies were brought to the scene, and the crew worked together to provide care. The crew provided the medication naloxone, or Narcan, which helped the passenger wake up and breathe normally. The crew moved the passenger to a wheelchair and stayed with him until paramedics arrived and took over.

Thank you to everyone for their incredible work saving lives at a moment’s notice. When people are in danger in and around the Salish Sea, Washington State Ferries is ready to respond if called on to help.

June 13, 2025
Issaquah crew

While sailing near Orcas Island, the engine room reported a medical emergency. Crew members responded with medical equipment. Recognizing the seriousness of the situation, EMS was dispatched to meet the vessel upon its expedited return to Orcas. The crew assisted with oxygen administration and communications. The patient was safely transferred to the care of Orcas Fire Department and transported for further medical evaluation.

May 24, 2025
Colman Dock terminal staff

Staff at Colman Dock responded to a collapsed person inside the terminal. A staff member retrieved the AED and helped revive the person. EMS arrived to further support the person.

May 17, 2025
Colman Dock terminal staff

Terminal staff recognized a person in distress and took steps to help. EMS was called and arrived in time to begin treatment. The person was stabilized and transported to the hospital.

April 8, 2025
Eagle Harbor Maintenance Facility staff

With the Chelan docked at our Eagle Harbor facility, a person fell and suffered a head injury. The staff worked together to give care and support EMS and local police.

Colman Dock security guard Luke Goergen was presented a Life Ring Award by Seattle Terminal Supervisor Matthew Perry in July. Luke was one of five people recognized for their work in a medical emergency at Colman Dock.

March 23, 2025
Walla Walla crew

During offloading, a crew member saw a driver who wasn’t responding and opened the car door to check on him. He had a weak pulse and was barely breathing. Offloading was stopped and the crew brought down an automated external defibrillator and trauma kit. After 15 minutes, they got a pulse and EMS took the man to the hospital. Following 11 days in the hospital, the man and his wife surprised our crew with a visit to say thank you.

March 2, 2025
Colman Dock terminal staff

Upon finding a person unresponsive in the Colman Dock women’s restroom, our staff assessed the situation and administered Narcan. The staff coordinated with emergency services and ensured that the person was stabilized before first responders arrived.

Feb. 4, 2025
Colman Dock terminal staff

Our terminal staff received a call about a person in distress on the elevated pedestrian walkway. Staff assisted in giving the person Narcan and keeping the individual alert until emergency responders arrived.

Renton to Bellevue project update: New timeline

2025-11-24T12:19:00.000-08:00

With this year's busy summer construction season behind us, we're taking stock of the progress made on the I-405/Renton to Bellevue Widening and Express Toll Lanes Project – and what's still ahead. And that includes a revised timeline.

Summer is the most productive time of year for construction in our region. Dry weather creates the right conditions for paving, pouring concrete and other activities that don't mix well with rain. Many types of work simply can't happen during the wet and cold months, so summer is when significant progress is made on much of our work.

For some time, we've been sharing that this project could be ready for use as early as the end of 2025, based on the contractor's contractual date. At this point, while there is no updated construction schedule from the contractor that we have approved, we do know that the end of 2025 is no longer achievable.

Unfortunately, the contractor is not delivering on schedule. WSDOT is doing everything possible to hold the contractor accountable, including taking them to court. That litigation is ongoing.

Based on this summer's progress, we've updated our forecast. We're currently targeting summer 2027 to open the project to traffic. Construction has moved slower than planned, and the contractor has not met key milestones in the contract. At this time, we're continuing to work closely with them to find ways to speed up the schedule while ensuring the project is completed safely, and to the high standard the public deserves.

The improvements from this project will offer more reliable travel choices – helping drivers, transit riders and freight move more efficiently through one of the state's busiest corridors. We know this is disappointing news for those who've been waiting for construction to wrap up and the project's benefits to be realized.

What happens next?

The Renton to Bellevue project is a design-build contract where we hire one company to design and construct the finished product all under a single contract. We are in active litigation with the design-build contractor following delays to the project's completion and claims by the contractor for additional payment that we don't believe are allowed under the contract. Our lawsuit asks the court to determine whether the contractor's claims are valid and seeks compensation from the contractor for failure to complete the project on time.

We do not take the decision to go to court lightly, and it rarely happens. Legal action is never our first choice. We aim to resolve issues through collaboration whenever possible, but we also have a responsibility to safeguard public resources and ensure accountability. We're committed to making sure all contractual obligations are met and the public interest, including financial accountability, is protected.

We will keep the community, and our public agency partners, updated on any new schedule information as it becomes available. Stay informed by subscribing to I-405/SR 167 Program email updates.

Answering your questions about the SR 167 Completion Project

2025-11-20T11:00:00.000-08:00

By: Lizzy Buechel

Heading into winter, the SR 167 Completion Project in Pierce County is showing no signs of slowing down. Through summer and early fall we spoke about the project with people who attended local fairs and festivals. Thousands visited our online open house. We also received great questions through our construction hotline and project email. Keep reading to review information and responses to some of the most frequently asked questions we’ve heard.

Tolling the SR 167 Expressway between Puyallup and Tacoma

When complete, you can take the SR 167 Expressway from SR 509 near the Port of Tacoma to SR 167 where it currently ends at North Meridian Avenue in Puyallup. All lanes on the new SR 167 Expressway will be tolled using two electronic toll points. One toll point will be located just west of I-5. The other will be just east of I-5.

On the east side, between North Meridian Avenue and I-5, you’ll notice that toll rates will change throughout the day—ranging from $1.20 to $3 during peak travel hours. The toll rate on the west side between I-5 and SR 509 near the Port of Tacoma will be $1 at all times.

Although the new portion of SR 167 between Puyallup, Fife and Tacoma will be tolled, rest assured that no existing local roads will be tolled. The SR 167 Expressway offers a new, tolled choice for travel and more reliable trips. If you prefer not to pay a toll, you can still use your existing non-tolled local routes to get to your destination.

Paying for tolls

You can pay for tolls using your Good To Go! pass or through the mail if you don’t have a Good To Go! account. Review more details about how to pay for tolls through our tolling website. As a reminder, we never send toll bills through text messages – please stay safe from scams and don’t click unknown links in emails or texts.

Setting toll rates

Did you know that toll rates are set by the Washington State Transportation Commission? In spring 2025, the commission conducted a public process to set toll rates on SR 167 between Puyallup and Tacoma.

During that process, the Washington State Legislature directed the Commission to develop a system-wide low-income tolling program that would include discounts for qualifying drivers. The Commission will develop this program with WSDOT before it begins in 2026 on new tolled highways like the SR 167 Expressway.

If you’re interested in learning more about the rate setting process for the SR 167 expressway between Puyallup and Tacoma, check out the Washington State Transportation Commission’s webpage.

Why tolls are needed

The Legislature decides if a state highway will be tolled. Often this happens as part of the planning process for building a new road or bridge. That’s why you typically see tolling when new roads and bridges are built, like the Tacoma Narrows Bridge, the SR 520 bridge and now, the upcoming SR 167 Expressway. As Pierce County grows and more highway projects are needed to keep up with that growth, the Legislature will continue to make decisions about whether tolls are needed to pay for those highway projects.

The SR 167 Completion project is a good example of how tolling can help generate the funding needed to support the construction and maintenance of a new road. Tolling will contribute about $213 million to the Puget Sound Gateway Program, which oversees the SR 167 Completion Project. The tolls collected on the SR 167 expressway will be deposited into the Puget Sound Gateway facility account and will be used to help pay for the construction of the highway and for ongoing maintenance.

How tolls differ from the RTA tax

The Regional Transit Authority tax, also known as the RTA tax, is used to fund Sound Transit projects like the light rail expansion, Sounder commuter rail and the express bus system. The RTA tax is not used to fund WSDOT projects. However, sometimes there is overlap when Sound Transit and WSDOT work on projects in the same area—such as when road improvements are needed where the light rail is expanding—which can cause some confusion. If you want to learn more about what RTA funds cover, check out Sound Transit’s website.

Commute changes on North Meridian Avenue in Puyallup

As we build the new diverging diamond interchange and SR 167 bridge at North Meridian Avenue in Puyallup, our goal is to minimize traffic interruptions like frequent lane closures as much as possible. To keep traffic moving at this busy intersection, contractor crews shifted traffic slightly east on North Meridian Avenue in early October. This shift created a bypass for travelers and an uninterrupted work zone for construction crews. If you travel through this area, you can expect to use the bypass lane through early 2027, while we complete the new interchange and bridge.

Selecting an interchange design

We selected a diverging diamond interchange at North Meridian Avenue after studying traffic volumes in the area, costs and design options that would work best within the space we had to build. In this case, a diverging diamond interchange provided the safest and most efficient option to meet all design needs.

Diverging diamond interchanges help traffic flow better and improve safety. They are safer because there’s no need to turn left across traffic when entering or exiting the expressway. They also make traffic flow faster because there are fewer signal changes where you have to wait for a red light. And as a bonus, they have been found to be less expensive to build than other intersection types that require a larger structure, wider roads or extra turn lanes.

Using the new interchange at North Meridian Avenue when it opens in 2028

We know that diverging diamond interchanges can seem confusing when you see them on paper, but, believe it or not, they are very intuitive to use. The interchange uses the same rules of the road as everywhere else in Washington, so there’s nothing new for you to learn. The lanes direct drivers where they need to go, and there is only one route to take through the traffic signals with well-marked and easy to follow entry and exit points.

If you need to walk or roll through one of these intersections, don’t worry! They work well for pedestrians because there is a dedicated route with a wide path protected from traffic by a concrete barrier. Bicyclists can choose to ride with traffic or follow the pedestrian path.

Check out the videos and graphics below that show how you can use the new interchange when it partially opens to travelers in 2028.

North from Puyallup toward Edgewood and Milton

Motorists can travel north on North Meridian Avenue from Puyallup toward Edgewood/Milton using the center through lanes of the new North Meridian Avenue interchange.

South from Edgewood and Milton toward Puyallup

Motorists traveling south on North Meridian Avenue from Edgewood and Milton will use either the center or right lane heading toward Puyallup.

Northeast from Puyallup toward Sumner

Drivers travelling from Puyallup toward Sumner will use the right lane to access the on-ramp to northbound SR 167.

Southeast from Edgewood and Milton to Sumner

Drivers traveling from Edgewood and Milton toward Sumner will use either the center or left lane to access the on-ramp to northbound SR 167.

Northwest from Sumner toward Edgewood and Milton

Drivers exiting southbound SR 167 toward Edgewood and Milton will use either of the right lanes.

Southwest from Sumner toward Puyallup

Drivers exiting southbound SR 167 to downtown Puyallup will use either of the left lanes.

More diverging diamond interchange resources

For additional resources, review WSDOT’s YouTube channel for a video showing how drivers navigate a diverging diamond interchange, or reach out to our project team through the contact information listed at the end of this blog.

Safety on the future spuyaləpabš Trail

Excited for the new 12-mile trail we’re building as part of the SR 167 Completion Project? We are too! As we build the new trail, we’re working closely with each city it passes through. This includes local public works departments, social service providers and law enforcement to help with trail maintenance and monitoring for the safety and well-being of all users.

Environmental evaluations

In order to move forward with the SR 167 Completion Project, WSDOT and the Federal Highway Administration completed a Final Environmental Impact Statement in 2006 as part of the National Environmental Policy Act. The Final Environmental Impact Statement studied many aspects to help reduce effects of the project on environmental resources and local communities.

As the project moved forward into final design phases, we reviewed all design adjustments against the original environmental documentation and 2006 Final Environmental Impact Statement to confirm no new or additional resulting effects.

If you’re interested in reading more about the SR 167 Completion Project’s original Environmental Impact Statement, please refer to the “Environment” tab on our Puget Sound Gateway Program website.

Sound walls and traffic noise barriers

We worked with noise experts who studied a large area within the project footprint where people could be affected by traffic noise. Our study included residential and recreational areas in Edgewood, Fife, Milton, Puyallup and unincorporated Pierce County. Using guidelines set by the Federal Highway Administration and WSDOT, our study determined whether a sound barrier could be built that would meet both feasibility and reasonability criteria.

Ultimately, we determined that no noise barrier could be built to provide enough noise reduction at enough qualifying locations to justify the cost.

For more information about how we makes noise wall determinations, please visit the noise wall and barrier page on our website.

More project updates

Sign up for travel advisories and the SR 167 Completion project’s quarterly newsletter through this sign-up link. You can also review the SR 167 Project webpage for monthly updates about major road and lane closures.

Contacting the project team

You can contact us through email at SR167CompletionProject@wsdot.wa.gov or by phone through our construction hotlines. For information on SR 167 construction between I-5 and SR 509, call (253) 220-5009. For information on SR 167 construction between SR 410 and the Puyallup Recreation Center, call (253) 343-1440.

Smooth operators: Paving isn’t just a summer fling for our highways

2025-11-20T10:14:00.000-08:00

By: Angela Cochran and Adrienne Hatmaker

When you think about what makes a good thirst trap, hot asphalt may not be at the top of your list (each to their own). But one thing most of us can agree on is the love of a smooth ride. And the way we get that smooth ride? Paving projects.

If the video doesn’t convince you, just think about all the fresh, sparkly black asphalt along I-5, US 101 and State Routes 16, 3, 512 and 410. Our paving contractors repaired 82 miles of pavement in Thurston, Pierce, Kitsap and Mason counties within a short summer timeframe. We have to pave in summer because asphalt requires warm, dry weather to form properly. Also, the permanent pavement markings we apply to the roadway will not stick if it’s raining too much. This is why you may still see work happening on some highways. We are getting the job done whenever there’s a window in the weather.

Traffic is reduced to a single lane on US 101 while construction crews prepare to grind and pave the left lane near Kamilche.

Preserving our highways

Paving projects are part of our preservation work that helps keep people moving. So, what exactly does that mean? Preservation projects provide the long-term and longer-lasting work required for the overall life of a roadway. It’s one of our top statewide transportation policy goals. These goals guide our daily work. The conditions of our roadways are deteriorating faster than we can repair or replace them. And it is true the needs and costs for preservation outpace current funding.

Construction crews repaved sections of I-5 between Maytown Road and Plum Street in summer 2025.

Specific to state highways, 40% of lane miles across the state are overdue for new pavement.

When you travel on these highways, you may notice that some lanes were repaved, but others were not. We have a set amount of funding we can spend on preservation every two years. We are not legally allowed to over spend that budget. This means we have to be very strategic on where we pave. For these paving projects, we analyzed each highway and focused on the lanes in most need of repair. We use software that tracks the age and condition of the pavement. It helps determine the best time to do a preservation project and maximize the life of the pavement.

Types of pavement

Pavement preservation is broken into three main types of pavements: concrete, asphalt and chip seals. Asphalt makes up nearly half of our highways (48% of state highways – statewide number). The rest are divided between concrete and chip seals. You may remember some chip seal projects in summer 2024. This year, we focused on asphalt.

The big difference between the types of pavement is how long they last. Asphalt typically has a lifespan of 10-15 years in our area. That doesn’t mean we should only repave every 10-15 years though. In fact, the longer we wait, the more materials and time are needed to restore the pavement, which makes the cost go up.

Construction crews operate paving equipment at night on SR 16 near Gig Harbor.

Being able to restore 82 miles of pavement in four counties this summer is one small step in bringing our highways into a state of good repair. We appreciate travelers help in keeping crews safe during this work. If you would like to get updates on highway projects happening in your area, sign up for email updates. We also have real-time travel information on our app and statewide travel map.

Get to know the US 2 trestle system

2025-11-13T10:01:00.000-08:00

By: Eric Zackula

We're back with another post in our blog series to breakdown the technical stuff in the US 2 Trestle Planning and Environmental Linkages study. This post picks up where our wellness check left off. In it, we'll take a closer look at the US 2 trestle.

First, let's get familiar with the study area. What we call the US 2 trestle is actually series of bridges and structures that connect communities across the Snohomish River and Ebey Island, traveling east and west. On the east side, you'll find Lake Stevens and Snohomish, with connections to State Routes 9 and 204 and local roads. On the west side, you'll find Everett and Marysville, with connections to the Interstate 5 corridor, SR 529 and local roads.

Expanded study area that includes the US 2 trestle and other connecting highways, including I-5

Now let's zoom in on the trestle system of structures and roadways across the Snohomish River and Ebey Island:

Westbound trestle – consists of three bridge structures, with two travel lanes open to all and limited shoulder space.
Eastbound trestle – consists of five bridge structures, with two travel lanes open to all and one right-side shoulder that is open to vehicles during peak times.
Westside connections – I-5 ramps and interchanges to California and Walnut Streets, Hewitt Avenue
Eastside connections – State Route 204 to the north, 20th Street Southeast to the east and US 2 to the south

The US 2 trestle system, including the westbound trestle, eastbound trestle, eastside connections, and westside connections

There are also some local structures and roadways within the trestle system. What's called the "lower roadway" is a split road that runs both directions just below the eastbound and westbound trestles. On the east end of Ebey Island, just before it crosses the Ebey Slough Bridge, it becomes one-way eastbound. Additionally, 20th Street Southeast is a one-way local street that runs beneath parts of US 2 and includes a bridge over Ebey Slough.

So how is this study different?

In past studies, we only looked at parts of the trestle system, but not the whole. The 2021 PEL study, for example, looked at the westbound trestle and the eastside connections. Not the connection to I-5. With the current PEL study, we are looking at improvements to both directions of the trestle. We are also looking at the connecting roads, highways, and trails for bicycles and pedestrians on both sides of the trestle.

As we described in the September blog, improvement concepts developed for Level 1 evaluation considered how people can move from east to west and west to east in cars, trucks, buses, bikes and even on foot. With the Level 1 results, we combined the best improvement concepts for the east side, west side and the trestle into system level alternatives. We are currently rating these alternatives in a more detailed, numbers-based way to see how well they are meeting the Purpose and Need, called the "Level 2 evaluation."

What's coming?

We plan to share the results of the Level 2 analysis with the public in early 2026. In the meantime, we'll be back with a November blog focused on car-less trestle crossings. This will be a look at how we are considering public transit and active transportation (think bicycling, walking or other non-vehicle forms of traveling) improvements in the current PEL study.

Please stay tuned for all this and more! To follow along with the study, consider signing up for the WSDOT Snohomish County Newsletter email updates. We also regularly update our study web page and document library.

Previous blogs

Wellness Check on the US 2 Trestle Study - Sept. 5, 2025
Updates on the new US 2 Trestle PEL study - Oct. 1, 2024

New traffic signals on SR 522 to open space for I-405 expansion in Bothell

2025-11-12T10:18:00.000-08:00

By: Lauren Penning

UPDATE - Nov. 14, 2025: This post has been updated to reflect the new anticipated open date of the northbound I-405 ramp and signal turn on to Nov. 24. Also, when this new traffic configuration opens, there will be an additional lane added to the northbound I-405 ramp to eastbound SR 522 to address congestion for drivers headed to Woodinville.

ORIGINAL: If you drive on State Route 522 near the I-405 Interchange in Bothell, get ready — some big changes are coming your way! Crews are making great progress on the I-405/Brickyard to SR 527 Improvement Project, and the next step is opening a new ramp and traffic signals to help make room for future improvements.

So far at the interchange, crews have built about 3,500 feet of walls along the hillside to support the I-405 expansion and the new northbound off-ramp to SR 522.

Construction progress on the new northbound I-405 off-ramp to SR 522 in October 2025. The ramp will carry traffic headed to eastbound and westbound SR 522.

What’s happening soon

Crews are about to turn on two new traffic signals on SR 522 and move traffic onto the new northbound off-ramp. Once traffic switches over, they’ll remove the old ramps and open up space in the middle of the interchange. Later on, that space will be used to add express toll lanes (ETLs) and new direct access ramps in both directions.

What drivers should know

We are almost ready to turn on the traffic signals. Crews need good weather to complete the remaining ramp build and striping to make the traffic switch as early as Nov. 24. Keep an eye out for new signs, lane lines, and traffic signals — things will look a little different!

Crews will add traffic signals at the I-405/SR522 interchange at two new intersections between Bothell and Woodinville.

How the new setup will work

If you’re coming from southbound I-405 to eastbound SR 522, you’ll turn right at a new traffic signal instead of just merging into eastbound SR 522 traffic.

If you’re heading from eastbound SR 522 to northbound I-405, you’ll now turn left at a new traffic signal instead of using the old loop ramp.
Drivers going from northbound I-405 to westbound SR 522 will also turn left at a new signal — replacing the old flyover ramp.
If you’re going from northbound I-405 to eastbound SR 522, you’ll use the new ramp but still merge with traffic like you do now.
For drivers who experience congestion heading east to Woodinville, when the new northbound ramp opens there will be an additional lane on the ramp heading eastbound to SR 522.

Everything else at the interchange will stay pretty much the same.

Expect slower traffic at first

When the new traffic signals and ramps first open, things might move a little slower while drivers get used to the changes. Also, crews will still be finishing construction, so there will only be two lanes open on eastbound SR 522 and one fewer lane on the northbound off-ramp. Crews will focus on building out the roadway and ramp in the next few weeks. This will add capacity so drivers will see an improvement soon.

Once the full project is done in 2028, there will be three traffic signals along SR 522. The third and final signal will connect traffic directly to the new express toll lanes.

Why add traffic signals?

It might seem strange to add signals near a freeway, but this design actually helps save budget and time. This design configuration allows the project to keep much of the existing bridges and roadway helping to minimize cost. The decision was made after many discussions about tradeoffs and close coordination with our partners including the City of Bothell and Sound Transit.

The new signals will be timed to work together, so traffic should keep moving with very little waiting. Even during rush hour, we expect the new setup to add only about a minute to your trip on SR 522.

We know this is a big change, but it’s a good one! Once everything’s complete, the improvements will make travel more efficient for drivers, transit riders, and everyone moving through the area.

What’s coming next

Looking ahead, in January 2026, crews plan to remove the old flyover and loop ramps. That work will require two weekend closures of SR 522 and two weekend closures of I-405 near the interchange. We’ll share more updates as those dates get closer.

Behind the scenes of Workman Wednesday

2025-11-12T07:00:00.000-08:00

By: Lauren Padgett

Every day, WSDOT’s Incident Response Team patrols highways, clearing crashes, helping stranded drivers and keeping traffic moving safely. Most of the time, their work goes unnoticed – unless something goes wrong. But on a recent Wednesday, the flashing lights and sirens were out for a different reason: to give a curious 4-year-old named MJ a closer look at what they do.

MJ, who lives with his family in Yelm, is on a mission to meet “workmans” of all kinds – like plumbers, electricians and construction workers. His mom, Jessica Lee, shares them on TikTok series called “Workman Wednesday.”

4-year-old MJ Lee is interested in meeting "workmans" of all kinds, and was interested in learning about how Incident Response Teams help drivers on the road.

A former communications manager for WSDOT follows Lee’s TikTok account and suggested that WSDOT reach out for a collaboration. When he was approached by the social media team, Northwest Region IRT superintendent Dennis Smith knew it was an opportunity to highlight IRT, who perform a critical service.

“Statewide, IRT spends most of their day handling unpleasant situations ranging from helping driver’s who have run out of gas or need their tire changed, to complex fatality collisions, of which our IRT are often first on scene. They are interacting with the public on one of their worst, if not the worst, day of their lives,” Smith said. “Having the opportunity for my team to interact with this youngster reminded us of why we all got into this profession to begin with: to do our best to provide safe passage and ensure the members of our community and beyond get to where they are going.”

IRT drivers Brian Downing, Michael Hedquist and Justin Backes, gave MJ a tour of their trucks. They showed him how to talk on the dispatch radio and how the lights, sirens and loudspeakers work. They even showed him how they use sand to clean up after a spill, drag a chain and put gas in a car.

Watch MJ's "Workman Wednesday" on TikTok!

“These are hardworking people who don’t get the same recognition that others get, and we appreciate the jobs you don’t see or know much about,” said Lee.

For a child fascinated by “workman” jobs, it was a dream come true, and for the NWR IRT, it was a sweet way to share a meaningful message.

From left, Dennis Smith, Brian Downing, MJ Lee, Justin Backes and Michael Hedquist pose in front of the IRT trucks.

“IRT is a special breed, and responding to a collision or disabled vehicle in the center lane is not for the faint of heart. My entire crew means something to someone. We all do,” Smith said. “So slow down, move over and let us do what we do, so we can continue to ensure that we get people like MJ and his mom out of a travel lane and to a safe location or on their way.”

WSDOT social media manager Rachel Terlep said that participating in MJ’s “Workman Wednesday” series was a way to help share the IRT story with more people.

WSDOT NWR IRT Superintendent Dennis Smith fixes 4-year-old MJ Lee's hat as he gets ready to tour the Incident Response trucks for "workman Wednesday."

“We talk about our crews’ great work all the time, but this collaboration was unique. People expect WSDOT to praise its own crews, but when that message comes from someone they already recognize, it carries more authenticity and impact,” said Terlep.

In all, this simple meet-and-greet reached over 160,000 views online, through WSDOT and Lee’s social media posts.

“This is delightful! And many thanks to the IRT for helping me when I was in an accident on busy I-5 in the dark! It is dangerous work but so appreciated,” one user wrote.

Other viewers agreed.

“I love how these guys are taking the time to show him everything. Thank you, Washington State DOT! We love you and appreciate you, and we learned a lot! WSDOT Incident Response are like superheroes ... my heart needed this today.”