The WSDOT Blog - Washington State Department of Transportation

Shaping the future of Paradise Lake Road at SR 522

2026-05-29T14:54:54.116-07:00

By: Zack Howard

Your input helped us understand your active transportation priorities for Paradise Lake Road around the new SR 522 Interchange.

Spring is a season of growth. That is also true for our state routes. With your help, we are “planting the seeds” for road improvements. These changes will reflect how you use these roads every day. The State Route (SR) 522 project includes:

Widening SR 522 to two lanes in each direction.
Building a new eastbound bridge near Fales Road and Echo Lake Road.
Replacing the Paradise Lake Road intersection with an interchange and bike and pedestrian pathways.
Installation of four roundabouts along Paradise Lake Road to help transition between highways and local streets
Removing barriers to help fish swim through local streams.

Community engagement over the last year has focused on active transportation - person-powered ways of getting around, such as walking, biking or rolling - on SR 524/Paradise Lake Road near the new SR 522 interchange. When we launched our online open house and survey in October 2025, the community showed up in a big way. Nearly 1,800 people shared their feedback, helping us better understand what’s working, what’s challenging, and priorities for active transportation.

Project Vicinity Map showing SR 522 between Paradise Lake Road in Maltby and the Snohomish River

Reaching the community

We asked for your feedback to help improve active transportation on SR 524/Paradise Lake Road at the new SR 522 interchange.

Our online open house and survey were open for public participation from October 1 to October 27, 2025. We received 1,788 responses We appreciate everyone who took the time to share their ideas.

To spread the word, we mailed more than 4,500 postcards to local homes and businesses. We also used social media, email newsletters, and our website to reach as many people as possible near the project.

Below is a summary of what we heard and how your feedback shaped our plans.

What we heard: How people travel through this area

Survey responses indicate that about 70% of respondents walk, bike or roll through the area daily, multiple times per day, or on a weekly basis.

Travelers also shared what would make them feel more comfortable, walking, biking or rolling. Many people asked for wider sidewalks and more places to cross the street. Others suggested adding bike lanes and better lighting. These ideas show exactly what we need to help people feel more confident moving through the community.

What we heard: Where people would like to access as a pedestrian or on a bike

Open-ended survey questions helped us better understand where community members would like to go by walking, biking or rolling but currently feel unable to because of lack of existing infrastructure. Responses revealed four main themes:

Access to nearby cities such as Woodinville, Snohomish, and Monroe.
Access to specific destinations such as Paradise Valley Conservation Area, the Maltby Café, and local schools.
General access improvements, such as better connections to trails or improved infrastructure that would allow them to walk or roll to a wider range of places.
More general concerns, with bike and pedestrian safety being the most frequently mentioned issue.

Overall, we heard that people wanted more space for walking, biking and rolling so that they could access these and other destinations.

How community feedback informed the recommended corridor vision

Feedback from our survey and meetings helped the team choose a preferred design for active transportation.

Feedback and our analysis showed that two designs were the top choices:

Separated directional bike lanes at the sidewalk level
Separated two-directional bike lanes at the sidewalk level

Survey results showed that people who live, work and attend school in the area prefer these two options. Local school families told us that walking and biking to school are important ways for students to get around.

Many people shared thoughts on “shared-use” paths. They noted that these paths mix people walking with people biking at higher speeds. This can be difficult for younger children or large families. By keeping walkers and bikers in their own spaces, we provide a better experience for those going to and from school. This design helps everyone move through the area more smoothly.

What’s next?

This project is not currently funded for construction. In the meantime, WSDOT will continue advancing the design phase, along with environmental permitting and right-of-way acquisition. We’ll continue to work with partners and the community to finish the design. This ensures the project will be ready when construction is funded.

We’ll keep the project webpage updated throughout the process. The community input we receive continues to be a valuable part of this process and ensures a strong path forward for the corridor.

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, detailed information and recordings/presentations from our Advisory Group meetings.

Email updates: Sign up for news and study updates.

Contact Info
Danielle Morgan
Communications
206-482-2282
Danielle.Morgan@wsdot.wa.gov

Detours ahead: Fish frenzy brings two highway closures to south Kitsap County

2026-05-27T12:23:24.483-07:00

By Angela Cochran and Mark Krulish

Q: What is black and white and rolls around the Puget Sound but is definitely not a soccer ball?

A: An orca.

This wasn’t a very good joke (we made it up). But we wanted to tie in fish passage with this summer’s big soccer championship. You know the one. We can’t say the name for legal reasons, but it’s in Seattle. Athletes from around the “world” are going to be there. The title includes another word for a beverage container.

We spotted a pod of orcas playing near the Tacoma Narrows Bridge last September.

Anyway, one of the benefits of removing barriers to fish is feeding orcas! We’re doing our part to appease our marine overlords (well, at least they might see it that way).

If you live in Kitsap or Mason County and plan on attending any of the games, you’ll want to plan extra travel time.

Although the matches don’t start until June, we’ve already started work at two fish passage projects. One is in the Gorst area. That project ultimately will remove barriers to fish at five locations along State Route 3, SR 16 and SR 166. The other fish barrier is south of Port Orchard under SR 160, known to most as Sedgwick Road.

Fish passage projects will close two highways on the same day in Kitsap County. SR 3 will close near Sunnyslope Road, and SR 160 will close near Long Lake Road.

Double red card

We plan on closing both SR 3 and SR 160 (Sedwick Road) on the same day, Saturday, June 13. We know that any road closure is at the least inconvenient. The closures will allow crews to remove and replace the highway in a relatively short time. SR 3 will be closed for 16 days so crews can install a new culvert that allows fish migration. Sedgwick Road will close for about four months while crews build a new bridge over Salmonberry Creek.

For both locations, closing the road means faster construction time and reduced environmental effects from building roads in wetlands. For the SR 3 location, it also comes with a cost savings of about half a million dollars.

Please note that we’re well aware of what’s happening in Seattle and the number of tourists who’ll surely visit this side of Puget Sound. We’ve done a lot to limit construction effects in the Greater Seattle area due to the tournament that we can’t legally name (rhymes with pearled pup). At the same time, we have a limited time period that we can work in a stream. This is determined by the Washington Department of Fish and Wildlife when fish are less active, and it varies by location. Plus, we’re under a federal court injunction to remove hundreds of barriers to fish by 2030, and that isn’t too far away.

SR 160/Sedgwick Road closure near Port Orchard

Travelers will see two signed detours for the SR 160 closure.

If you’re headed towards the Southworth ferry, be prepared to take a short detour around a closure on Sedgwick Road (SR 160). In the late evening on Saturday, June 13, the highway will close between Blackberry Hill Lane and Long Lake Road until the end of October.

Drivers will use Jackson Avenue, Salmonberry Road and Long Lake Road to get around the closure.
People who walk, roll or bike will use Phillips Road, Salmonberry Road, Long Lake Road and Lakeview Drive.

Once the roadway reopens, work will stop until crews return in summer 2027 to remove the culvert and recreate the stream. The work at Salmonberry is one part of a larger fish barrier removal effort. A second location at Blackjack Creek on SR 16 near the Sedgwick Road interchange is scheduled to be complete in fall 2026.

SR 3 closure near Gorst

The morning of Saturday, June 13, we’re planning on closing a section of SR 3 between Belfair and Bremerton. The highway will remain closed around the clock for 16 days.

SR 3 travelers should plan extra time for the detour route. Signed detours will be available for people who drive, walk, roll or bike.

During the closure, our contractor will remove a section of the roadway near Sunnyslope Road Southwest. A new 150-foot-long box culvert will replace the smaller, outdated culvert under the highway.

SR 3 will remain open to residential and business traffic just north and south of the construction work zone. We’ll also have signed detours so you can still get to your destination with a little advanced planning.

While SR 3 is closed, travelers will see three signed detour routes:

Drivers will use Sunnyslope Road Southwest and Southwest Lake Flora Road.
People who walk, roll or bike can use Northeast Old Belfair Highway/West Belfair Valley Road.
Commercial vehicles will be routed to SR 16 and SR 302.

Crews will work double shifts to make sure the work is completed on time.

While we are pretty sure that the SR 3 closure will happen on June 13, the schedule may change for a couple of reasons. The new culvert is being assembled off-site. If there are any issues with the assembly process, the closure could happen later. We are also waiting for the creek to dry out. Gorst Creek is a seasonal stream. This means that at some point during the warmer months, there is very little to no water in the stream. If we get a lot of rain between now and the closure date, we may need to divert the water, which can take more time to set up. We will continue to monitor the culvert assembly and weather for changes. We’ll update the project webpage and real-time travel map as schedules are finalized.

A larger concrete culvert will replace the current one under the highway. The blue flags mark the corners of the new culvert.

Why we remove fish barriers in seasonal streams

Some streams have seasonal flow, which means they may be dry at times, but they are still important to fish. For example, chum and pink salmon fry migrate directly to saltwater shortly after emerging from gravels in the spring. So, a stream that dries during the summer is not a concern for their life cycle. These streams can also sustain young or juvenile coho salmon. According to researchers, this is because there are often residual pools scattered through watersheds where they can wait out the dry periods. In these situations, young fish can benefit from using seasonal streams. It has been documented in studies linked on the Washington State Department of National Resources and on the Forest Service and U.S. Department of Agriculture websites, juvenile coho using seasonal streams are larger and have a greater chance of survival than streams with year-round flow. Researchers think that this may be due to reduced competition for food resources compared to year-round streams.

Gorst Creek potentially supports chum, coho, steelhead, sea-run cutthroat and resident trout.

SR 16 construction

Work is underway on SR 16 near Tremont Street West. People will see nighttime lane closures for early work and into construction as crews start building a temporary bypass road. The temporary bypass road will have two lanes in each direction. Travelers will also see detours for people who walk, roll and bike. Once the bypass road is in place, crews will start work digging up the highway. Travelers will see the speed limit temporarily reduced from 60 mph to 45 mph. A bridge will replace the outdated culvert under the highway. We expect this site to take two years to complete with work pausing for winter.

During work on SR 16, a signed detour via SR 16 Spur, Feigley Road and Southwest Old Clifton Road will be available for people who walk, bike or roll.

Future work

Work is also planned at three other locations: SR 16 in Gorst, the intersection of SR 3, SR 16 spur and West Sam Christopherson Avenue in Gorst, and Southeast Mile Hill Drive (SR 166) near Veterans Memorial Park in east Port Orchard. We are still working through some details on start dates and how traffic will move through these work zones. We do know that travelers will see lane closures as well as detours for people who walk, roll or bike.

Travel tools

No matter which work zone you need to navigate through this summer and beyond, we will get you where you need to go. It just may take a little longer than usual.

Make sure to check our online open house for the latest updates. You can also sign up for email alerts on state highway projects happening in Kitsap County. Download our app for real-time traffic information and alerts.

Improving safety along US 395 north of Pasco

2026-05-22T07:00:00.000-07:00

Safety is our top priority. We know many people in the Tri-Cities have concerns about safety along US 395 north of Pasco. We want to share the improvements already made and why. We also want to share how we’re continuing to work with the community to improve safety.

Understanding the safety challenges

The section of US 395 from south of Foster Wells Road to just north of Eltopia has seen more crashes in recent years. Between 2020 and 2025, there were 293 crashes. That includes:

12 fatal crashes
19 fatalities
10 serious injury crashes
18 serious injuries

We take every crash seriously. We’ve reviewed locations along US 395 to identify patterns. That has helped us decide if safety improvements could help reduce crashes.

Our review found many of the fatal crashes shared similar characteristics. Most happened during daylight hours and in clear weather conditions. These crashes often involve drivers entering US 395 from side streets onto a high-speed highway. The Washington State Patrol also helped us to better understand the factors behind these recent crashes. Their investigations showed that a key issue was that drivers have a hard time judging the speed of vehicles already on US 395.

Safety improvements completed

In 2020, we completed a $15 million project to improve safety at several intersections, including these roads:

Foster Wells
Vineyard
Phend
Crestloch
Sagemoor
East Elm
Eltopia West

Improvements included new acceleration and deceleration lanes, upgraded lighting and enhancing warning and directional signs.

Recently, we added signs along this road to warn drivers about vehicles entering and exiting. This is part of our ongoing efforts along US 395, not a result of recent legislation. These changes give drivers more time and space to safely merge, slow down, and react to traffic conditions.

Why the speed limit change

Following our review of the corridor, we reduced the speed limit from 70 mph to 65 mph in key areas earlier this year. Speed limits aren’t set randomly. We evaluate roadway design, traffic conditions, access points, and crash history when deciding on speeds. Lower speeds give drivers more time to react and can help make the crashes less severe if they do happen.

Education is the next step

As we reviewed crashes along the corridor, one common theme stood out. Drivers didn’t know how to use the acceleration and deceleration lanes. This makes the need for driver education even more important.

When you are driving on US 395, stay alert for vehicles entering from side streets. Be prepared for traffic slowing near intersections and businesses. When entering the highway, use the full length of the acceleration lanes to reach traffic speed before merging. When exiting the highway, move into the deceleration lane early and use the lane to slow down after leaving the main travel lanes. Slowing down in the through lane can create unexpected conflicts for drivers behind you.

The Washington State Patrol and the Washington Traffic Safety Commission helped us make a driver education video on entering and exiting the highway. We are giving safety information to local businesses. We’ll also be at community events with information to help drivers better understand the corridor.

Looking ahead

We are still tracking crash trends. We will evaluate future safety options. There are currently no funded projects planned, but more improvements may be considered if funding becomes available.

Improving safety on US 395 requires a combination of engineering, education, enforcement, and community partnership. We appreciate the community’s continued engagement as we work together to make this corridor safer for everyone.

The End of the “Rough Road” in Southwest Washington

2026-05-06T17:41:00.000-07:00

If you drive in Southwest Washington, you’ve seen the signs.

Rough Roads.
Slower speeds.
A bumpy ride.

In Clark County, two stretches along Interstate 5 and State Route 14 have “Rough Road” signs displayed. Years of increased traffic, aging pavement and tough weather have taken a toll. The result: cracked surfaces, potholes and temporary fixes.

But that’s about to change.

Both locations are getting the long-term attention they need this summer, leading to smoother, safer trips.

Like many preservation projects across the state, these improvements depend on available funding, which means we often have to prioritize the most urgent needs first and fix them in phases. Now, it’s time for these two highways to finally get their turn.

A smoother ride on SR 14

For years, drivers crossing the SR 14 West Camas Slough bridge have felt the wear and tear firsthand. Potholes and ruts keep coming back, making each trip a bumpy one.

Maintenance crews have stayed busy patching and making repairs as needed, but those fixes have always been temporary. Until now.

In summer 2026, crews will begin a full resurfacing project on the bridge.

The work includes:

Removing old asphalt
Inspecting and repairing the concrete deck
Adding a new waterproofing layer
Paving new asphalt
Replacing four expansion joints

When the work is finished, travelers can expect a smoother, more reliable crossing with fewer maintenance closures. No more dodging potholes that kept bouncing back.

Taking a new approach on I-5

Another rough stretch lies on southbound I-5 that many drivers know all too well.

Between Northeast 179th Street and the I-5/I-205 split, thousands of concrete panels have carried traffic for decades, well beyond their intended lifespan. Many panels are broken and uneven, creating a rough and bumpy drive.

Concrete must be flat before it can be paved over. Simply adding asphalt on top won’t fix the problem. Over the last several years we’ve replaced the worst panels, but there’s just too many to repair one by one.

Now, we’re trying something different.

In summer 2026, crews will use a method called “crack, seat and overlay” to rebuild the roadway.

Here’s how it works:

The old concrete is cracked into smaller pieces.
Those pieces are pressed down firmly into place.
Several layers of asphalt are added on top.

This method allows us to repair a larger stretch of highway quickly while keeping costs down.

But the work doesn’t stop there. Crews will also address the stretch of I-5 just north of the crack, seat, and overlay work, between NE 179th Street and Ridgefield. First, this summer, crews will replace the worst of the worst panels, and then in 2027 return to complete the full crack, seat, and overlay work. There’s more to come and smoother rides ahead.

The road to smooth ahead

When these projects wrap up at, those familiar “Rough Road” signs will disappear.

We know these roads are part of your daily routine. Whether you’re commuting to work, moving goods, taking a road trip, or running errands, every trip matters.

We appreciate everyone’s patience as we make these improvements. We can’t wait to put the bumps behind us and look forward to smoother roads ahead.

The iconic North Cascades Highway (State Route 20) will open later than usual in 2026 as repairs continue

2026-04-30T09:00:00.000-07:00

Update: May 29, 2026

The first of two emergency repair contracts on State Route 20 has finished work, meaning we can shift the closure point on the west side of the North Cascades Highway about 4 miles to the east.

Beginning Saturday, May 30, vehicles coming from the west can reach the traditional seasonal SR 20 closure point at milepost 134. While this isn't the full reopening we're all eagerly awaiting, it does restore access to the Diablo Lake Vista Point and recreation areas reachable from the Ross Dam Trailhead.

The North Cascades Highway remains closed between Ross Dam Trailhead and Porcupine Creek (milepost 156) until work finishes on a second emergency contract repairing washout damage from December.

Crews will continue to work seven days a week until repairs finish, and we expect to fully reopen SR 20 by June 25.

Rockslide repairs finished

Interwest Construction Inc. of Burlington finished clearing debris and slope stabilization near Diablo Lake (milepost 131) earlier this week. Repairs were necessary after a March 17 rockslide covered both lanes of SR 20 and the unstable slope forced us to close the highway near Colonial Creek Campground (milepost 130).

Since the emergency repairs began May 3, crews dislodged loose rocks and debris and closely inspected the slope, a process called scaling. They then drilled holes 20 to 60 feet deep in the rock face to anchor more than 1,000 lineal feet of steel dowels. These dowels were placed in a pattern designed by our geotechnical engineers to stabilize the slope.

Crews also cleared more than 2,500 cubic yards of debris from the site.

Crews have completed clearing debris and stabilizing a slope along SR 20 near Diablo Lake (milepost 31).

Washout repairs continue

Though plenty of work remains between Canyon Creek Trailhead (milepost 142) and Granite Creek (milepost 148) before we can fully reopen the North Cascades Highway, Trimaxx Construction Inc. of Sedro-Woolley also reached a significant milestone in the second emergency contract over Memorial Day weekend.

On Sunday, May 24, we completed rebuilding an embankment that washed away near milepost 145. This was the largest of three areas where the highway's embankment was severely eroded by washouts during December storms. Crews restored the embankment to support the highway from the bottom up with rocks and other materials hauled from nearby.

We've continued to focus on rebuilding embankment at the two smaller washout areas and finishing repairs of a ditch that was filled with debris along the eastbound lane.

Other remaining tasks include preparing the roadbed for paving, replacing and repairing culverts, paving damaged areas, and installing pavement markings and guardrail.

All this work is expected to finish by June 25. Until then, please remember the area between Ross Dam Trailhead and Porcupine Creek (mileposts 134 to 156) remains an active work zone and unsafe for any vehicles, hikers, bikers or campers.

Crews have rebuilt an embankment along SR 20 that was washed away during December’s heavy rains.

Map of construction area as of May 29, 2026

Update: May 22, 2026

Crews have been busy at both emergency repair sites along State Route 20/North Cascades Highway this week. That work will continue through the three-day weekend, as we look to repair this scenic portion of the highway and fully reopen it by June 25.

We’ve been working on several areas that were damaged by the washouts in December between Canyon Creek Trailhead and Granite Creek (mileposts 142 to 148).

Crews have made good progress rebuilding the embankment that washed away near milepost 145. Working from the bottom up, they’ve almost reached the level of the road. They’ve also begun work repairing two other nearby areas where the embankment was washed away.

Elsewhere, crews used a large machine called a pulverizer to grind up damaged asphalt so that it could be used to rebuild the sub-grade that will support asphalt when we’re ready to repave lanes.

They’ve also been busy clearing ditches and clearing and repairing culverts along this 6-mile stretch.

Further west near Diablo Lake (milepost 131), our contractor for our second emergency contract continues to drill holes 20 to 60 feet deep into the rock face. These holes will anchor steel dowels that will stabilize the slope, which slid in March. This is methodical process done under the watchful eye of our geotechnical engineers, and crews often have to pause to dislodge loose rocks and debris they find while inspecting the slope.

We’re expecting to finish hauling debris from the site this weekend.

As work finishes in certain areas, we’ll evaluate if we can safely open those sections of SR 20 while work continues elsewhere. Until then, the North Cascades Highway remains closed between Canyon Creek Campground (milepost 130) and Porcupine Creek (milepost 156).

We’ve also received some questions asking if, after repairs are complete, we plan to reopen the highway for a weekend to bikes only. Our goal remains to reopen the highway for all users as soon as it is safe to do so, and that means there will not be a bikes-only weekend.

Crews have made good progress repairing the embankment along several areas of SR 20 near milepost 145 that washed away in December.

Update: May 15, 2026

With two emergency repair projects underway, we now expect to fully reopen State Route 20/North Cascades Highway by Thursday, June 25. While that is still later than any of us wanted, it is 10 days earlier than the Fourth of July goal we announced last week.

As you remember, SR 20 remained closed between Colonial Creek Campground (milepost 130) and Porcupine Creek (milepost 156) when we partially reopened North Cascades Highway from the east side April 30.

Several sections within the 26-mile closure area were seriously damaged by washouts in December and a March rockslide, making it unsafe to fully reopen the scenic seasonal highway until repairs finish.

Contractor crews have begun making repairs to a 6-mile section of SR 20 damaged by washouts in December, including this area near milepost 145, where one lane of the North Cascades Highway was washed away.

Two contractors making progress

Burlington’s Interwest Construction Inc. (ICI) has been working on the rockslide near Diablo Lake (milepost 131) since May 5. ICI finished dislodging loose rocks and debris and closely inspected the slope, a process called scaling. Their work has shifted to drilling holes in the rock face to anchor 20- to 60-foot-long steel dowels that will stabilize the slope.

Sedro-Woolley’s Trimaxx Construction Inc. began work Wednesday, May 13, on a second emergency contract focusing on repairing washout damage between Canyon Creek Trailhead and the Granite Creek vicinity (mileposts 142-148). Necessary repairs along this 6-mile section of SR 20 include:

Three locations where the embankment supporting the roadway needs to be rebuilt.
More than 1,000 feet of lane that has been undermined or collapsed.
Approximately 2 miles of damaged or collapsed asphalt shoulder.
Approximately 3 miles of ditch line that needs to be repaired.
More than 1,000 feet of damaged guardrail and concrete barrier.
About 15 culverts that are damaged or buried.

Trimaxx is working in multiple areas and has started removing debris and damaged guardrail, breaking up fallen asphalt and repairing embankment that was washed away.

Working days for this second emergency contract should be used up by Thursday, June 25. Both contractors are working at the same time and are required to work seven days a week and 24 hours a day when it is safe to do so.

Crews have completed scaling work near Diablo Lake and have begun drilling holes to anchor steel dowels that will stabilize the slope at the site of a March rockslide near SR 20.

What to expect

We know you are curious since you've seen us do this on other highways, but it unfortunately looks like we will not be able to open a single lane of SR 20 while repair work is going.

There are multiple areas where lanes have been completely washed away and the remaining pavement is unsupported from below. Making repairs to safely reopen one lane along this narrow corridor would take about as long as contractors estimate it will take to fully reopen both lanes of SR 20.

We’ll keep working with both contractors to fully reopen North Cascades Highway as quickly as it is safe to do so.

SR 20 remains an active work zone between Colonial Creek Campground (milepost 130) and Porcupine Creek (milepost 156). No access is permitted in this area for hikers, bikers or campers. Please remember the message boards at each closure point are there for your safety and the safety of those making repairs.

As work finishes in certain areas, we will evaluate if those sections of SR 20 can safely reopen while work continues elsewhere. Updates will be provided as available here and on the project webpage. You can also sign up for our SR 20/North Cascades Highway email updates or follow along with the photos and videos we’re posting to our SR 20 Flickr album.

Update: May 13, 2026

Work began Wednesday, May 13, on a second emergency contract that will repair a 6-mile section of State Route 20/North Cascades Highway damaged by washouts in December. Work on this new contract will happen at the same time as emergency work already underway near Diablo Lake.

As you may remember, we set a goal to finish repairs and reopen the closed section of SR 20 between Colonial Creek Campground (milepost 130) and Porcupine Creek (milepost 156) by the Fourth of July. Both contracts require work 24 hours, seven days a week when it is safe to do so to help us reach this goal.

Trimaxx Construction Inc. will perform repairs on SR 20 between Canyon Creek Trailhead and Granite Creek (mileposts 142 to 148). Trimaxx was the contractor we worked with to repair a section of SR 530 that was washed out by the Sauk River during the December atmospheric river storms and flooding.

This time, Trimaxx will repair several damaged areas along SR 20, including:

Three locations where the embankment supporting the roadway needs to be rebuilt.
More than 1,000 feet of lane that has been undermined or collapsed.
Approximately 2 miles of damaged or collapsed asphalt shoulder.
Approximately 3 miles of ditch line that needs to be repaired.
More than 1,000 feet of damaged guardrail and concrete barrier.

Approximately 15 culverts that are damaged or covered by debris.

Contractor crews will repair several damaged areas along a nearly 6-mile stretch of SR 20 between mileposts 142 and 148.

First emergency contract

Interwest Construction Inc. of Burlington began emergency work on SR 20 earlier this month to stabilize a slope and clear debris from a March rockslide near Diablo Lake (milepost 131).

Crews completed scaling work, or dislodging loose rocks and debris from the slope using hand tools and air compression.

They’re now drilling holes in the rock face so that long steel dowels can be anchored to stabilize the slope. The steel dowels range from 20 to 60 feet long and are placed as directed by our geotechnical engineers carefully examining the slope as work progresses.

What to expect

The closed section of SR 20 between mileposts 130 and 156 remains an active work zone until repairs are complete. Work is expected around the clock in a narrow corridor, and no unauthorized people are allowed.

There is no safe way to allow public access through the area, including hiking, biking or camping, until work finishes and SR 20 reopens. Portable electronic signs are posted at both ends of the closure for your safety.

Updates will be provided in this blog and on the project web page.

Update: May 7, 2026

With work underway to stabilize a slope from a rockslide on State Route 20 near Diablo Lake (milepost 131), we know the question on everyone's mind is: "When will SR 20/North Cascade Highway reopen?"

Work to stabilize the slope near milepost 131 began on Tuesday, May 5. Crews are performing scaling, which is closely inspecting the slope and using hand tools and air compression to dislodge loose rocks and debris.

We have good news and bad news: Unfortunately, it is not possible for us to reopen in time for the Memorial Day holiday weekend. It is our goal to complete the repairs needed and open the highway by the Fourth of July. But please understand this is a goal, not a promise.

We continue to coordinate with state and federal partners, including permitting authorities, and we are pursuing contracting options to repair the damage on SR 20 between mileposts 142 and 148. Contracts executed for this work will include a 24/7 provision, as long as the work can be done safely. At this time we expect to have the second emergency contract underway the week of May 11.

We will continue to share updates as the work progresses.

What's happening now

Contractor crews are performing scaling work, rappelling down the slope to carefully examine it for loose rock or debris. They use hand tools and compressed air to dislodge and send potential hazards down the slope.

This is a meticulous process that will take several days as they work their way from the top of the slope to bottom.

If you are interested in what this work looks like, we posted videos showing this same process during our work along northbound I-5 earlier this year.

Why is SR 20 taking longer to repair than US 2 did in December?

We've heard this question a lot over the past several weeks, especially from people comparing photos of the damage on SR 20 and US 2.

While the damage may look similar at first glance, the conditions at the two locations are very different, and those differences have had a major impact on how quickly crews could safely assess the damage and begin repairs.

One of the biggest factors is elevation.

The primary damage sites on SR 20 are around 2,170 feet in elevation, while the damaged area in Tumwater Canyon on US 2 is closer to 1,500 feet. That higher elevation meant much of the SR 20 damage stayed buried under snow well into the winter, preventing crews from safely accessing and fully assessing the roadway until March.

Getting to the damaged areas on SR 20 also required crews to travel through avalanche chutes, creating additional safety risks and limiting when engineers and contractors could safely enter the corridor. Those same avalanche hazards were not present in Tumwater Canyon.

The scale of the damage is also different.

On SR 20, crews are dealing with multiple damaged locations spread across roughly six miles between mileposts 142 and 148, in addition to the recent rockslide near milepost 131. Each of those locations required separate inspections and evaluations by geotechnical and hydraulic engineers before repairs could even begin to be designed.

In several areas, the damage extends beneath the roadway surface, where water undermined the structural support below the pavement. Crews are also evaluating unstable slopes, damaged drainage systems and locations where portions of the roadway may need to be rebuilt.

All of those factors: elevation, snowpack, avalanche risk, accessibility and the overall scale of the damage have directly affected the repair timeline on SR 20.

That said, the goal on both highways is the same: to safely reopen the road as quickly as possible.

We understand how important SR 20 is to travelers, local communities, recreation access and the regional economy. Our commitment today is the same as it always is and that is to move this work forward as quickly as conditions safely allow and reopen the highway as soon as we can.

What to expect

SR 20 remains closed between Colonial Creek Campground (near milepost 130) and Porcupine Creek (near milepost 156). This is an active construction zone, and only authorized personnel wearing approved personal protective equipment are permitted in this area.

It is not safe for people to enter the area, even for hiking, biking, or camping. The electronic message boards at the closure points are there for your safety and it is against the law go beyond the closure gates.

While some of the damage can be seen, much of it is hidden, including areas where the roadway is undermined beneath the surface.

Update: May 5, 2026

We executed an emergency contract and began work Tuesday, May 5. This work is to clear a rockslide along State Route 20/North Cascades Highway near Diablo Lake.

This is the first of two repair projects needed to reopen SR 20. Heavy rains in December and March damaged several sections of the scenic highway that connects Skagit and Okanogan counties.

SR 20 has been closed from the west side near milepost 130 since a March 17. The closure is due to a rockslide near milepost 131. People can still reach Colonial Creek Campground during the closure, but no one is allowed between the campground and Porcupine Creek (milepost 156).

Interwest Construction Inc. from Burlington will do the emergency repairs on SR 20. You may remember them as the crew that stabilized the slope after a slide closed northbound I-5 south of Bellingham.

Though each slide is different and presents its own challenges, their basic goals at the slide along SR 20 will be the same:

Removing loose rocks and debris from the slope (called scaling)
Drilling holes and using long rock dowels to anchor and stabilize the slope
Clearing debris
Making any needed repairs at the site

More repairs remain

Damage between mileposts 142 and 148 still needs to be repaired before SR 20 can open for the summer. This repair will be addressed by a second contract. This area, which is beyond the seasonal closure gate at Ross Dam Trailhead (milepost 134), was severely damaged in multiple areas during December’s atmospheric river weather event.

We are exploring all options to secure the proper permits and permissions and get a contractor in place to begin this emergency work. We plan to reopen North Cascades Highway as quickly as possible.

Once work is going, we expect crews to work 24 hours a day, seven days week at both locations when it is safe to do so.

The time of reopening will depend on what crews find and how difficult the repairs are. Sometimes, crew members and engineers may need to change their plans if they find new damage. Once a contractor is identified and construction begins on the second emergency project, we’ll have a better idea of the schedule.

We have been prioritizing repairs since snow receded in the damaged areas between mileposts 142 and 148. We’re continuing to focus on reopening North Cascades Highway as quickly as it is safe to do so.

What to expect

SR 20 is an active work zone between mileposts 130 and 156. It is not safe for people to enter the area, even for hiking, biking, or camping. The electronic message boards at the closure points are there for your safety. While some of the damage can be seen, much of it is hidden, including areas where the roadway is undermined beneath the surface and slopes above remain unstable.

Original post: April 30, 2026

Each year, people across Washington look forward to the reopening of the North Cascades Highway. It’s more than just a road; for many it’s a seasonal, scenic destination and an important link for communities and businesses on both sides of the Cascades.

This year, that reopening will take longer than any of us would like.

SR 20/North Cascades Highways remains closed after it suffered significant damage over the winter.

What you need to know

SR 20 remains closed due to significant damage from winter storms and a spring rockslide.
Beginning Thursday, April 30, we will open limited access on the east side up to milepost 156.8 at Porcupine Creek with a closure at the gate to the west.
We do not yet have a timeline for fully reopening the highway.

This partial opening allows people to access more of the corridor from the east while keeping the active work zone between mileposts 156 and 130 closed for safety.

SR 20 remains closed between Colonial Creek Campground (milepost 130) and Porcupine Creek (milepost 156) while repairs are made to the North Cascades Highway.

What happened

This winter brought a series of historic atmospheric river events that caused major damage to the roadway. In December 2025, heavy runoff overwhelmed culverts near milepost 145, sending water across and beneath the highway. That erosion undermined sections of pavement and crews discovered that in some places, the roadway is no longer supported underneath.

In March, a separate rockslide near milepost 131 covered the roadway and left the slope above the highway unstable.

Together, these events created multiple, complex repair locations across several miles of SR 20.

Why this work takes time

We’ve heard the frustration and the concern that this highway isn’t being prioritized. We know people have seen us move quickly on other highway repairs across the state, and that can make this situation feel different.

The reality is that every incident is different, and every repair comes with its own set of conditions. In some cases, we’re able to use emergency contracting methods that allow work to begin immediately and be completed in a short window. Those are typically situations where repairs can be done in 30 working days or less.

The good news is, we can utilize a 30-day emergency contract to stabilize the slope and clear debris from the rockslide at milepost 131. By splitting the SR 20 repairs into two parts, we can select a contractor and get started on that work the week of May 4.

The unfortunate news, is the second part of the repairs between milesposts 142 and 148 is not one of those situations. Damage here includes:

Three locations where the embankment supporting the roadway needs to be rebuilt
More than 1,000 feet of lane that has been undermined or collapsed
One to 2 miles of damaged or collapsed asphalt shoulder
Two to 3 miles of ditch line that needs to be repaired
More than 1,000 feet of damaged guardrail and/or concrete barrier
Approximately 15 culverts that are damaged or covered by debris
Several places where specialty crews must scale the slope to remove loose hanging rock that it at risk of coming loose and falling

A March 17 rock slide near milepost 131 forced SR 20 to be closed in both direction near Colonial Creek Campground. Slope stabilization and debris clearing are expected to begin in this area shortly.

Given the extent of damage, this work cannot be completed within 30 days, even if crews were working around the clock. Because of that, we are required to use a different contracting approach, which includes developing plans and allowing contractors to bid on the work.

From there, the work itself includes rebuilding sections of roadway where the ground beneath the pavement has washed away, stabilizing more slopes above the highway, repairing drainage systems and replacing damaged barriers and guardrail.

There are also factors that influence how quickly we can move:

Federal funding requirements: Many large repairs like this rely on federal funding, which requires environmental review, documentation and specific contracting processes.
Permitting: Work in and around streams and sensitive areas requires permits and coordination before construction can begin.
Access and conditions: Winter weather and avalanche risk delayed access to the site, limiting early assessment and design work at some of the damaged areas.

Across Washington, we’ve invested tens of millions of dollars repairing highways damaged by recent flooding events. SR 20 is part of that larger effort, and we are working to move this project forward as quickly as we can while meeting those requirements.

Winter weather and avalanche risk prevented access to the washout areas along SR 20 between mileposts 142 and 146 until mid-March, but our engineers have been busy assessing the area and designing repairs since.

A note about environmental review — and why it matters here

You may hear us reference environmental review as part of this work. That includes a federal law called the National Environmental Policy Act, or NEPA.

In simple terms, NEPA requires us to take a close look at how a project might affect nearby streams, wildlife and surrounding lands, especially when federal funding is involved.

And on SR 20, that matters. This corridor runs through one of the most scenic and environmentally sensitive areas in Washington. The same things that make this drive so iconic, like the mountains, rivers, forests and wildlife, are also what require us to slow down and do this work thoughtfully.

Before we can begin repairs in certain areas, we need to evaluate impacts, coordinate with partner agencies and obtain the necessary permits and approvals. That work happens alongside engineering and design, but it does add steps.

It’s part of the responsibility that comes with maintaining a highway in a place like this, making sure we don’t just reopen the road, but protect the place that makes it worth the drive. Fortunately, we also can finish some of these steps over the next few weeks while crews are out scaling the slope and dislodging loose rocks near milepost 131.

By the time that work finishes, we’ll hopefully be ready to begin repairs further up the road.

The closed section of SR 20 includes unstable slopes, damaged roadway and areas where the ground beneath the pavement has been washed away. These conditions aren’t always visible from the surface.

Recreation impacts and what to expect

Recreation access along SR 20 was limited this winter due to the floods, and it will continue to be limited this spring and into early summer as repair work moves forward.

We also know one of the biggest questions people have is timing. Will it be open by Memorial Day? By my birthday? In time for the annual family roadtrip? The honest answer right now is: we don’t know yet.

We recently brought several contractors up to the site so they could see the full scope of the damage and ask questions before submitting bids. Once a contract is awarded, the work still will take several weeks to complete. And during that time, this will be an active construction zone.

The closed section of highway includes unstable slopes, damaged roadway and areas where the ground beneath the pavement has been washed away. These conditions aren’t always visible from the surface.

We also know it can be easy to look at a rockslide and think it’s just a matter of clearing debris off the road. In reality the visible rocks are often just one part of the problem. In several locations, culverts are damaged or blocked, drainage systems have failed, and sections of roadway are undermined beneath the pavement. Repairs go far beyond clearing what you can see. They require rebuilding the structure that supports the road itself.

Because of that, there is no safe way to allow access through the work zone. And that means no biking, hiking or camping in the closed section. These are complex, heavy construction operations in a narrow corridor, and there isn’t room to safely separate the public from the work.

Emergency access through this area is limited, and keeping the corridor clear allows construction crews and emergency responders to move quickly if needed.

Until that work is complete, this area remains closed so crews can do the job safely and fully, not just quickly.

Looking ahead

We understand how much this reopening matters. For many, it marks the start of summer. This year, the work behind the scenes is bigger than usual and so is the effort to get it done right. Our goal is the same as yours: reopen the North Cascades Highway as quickly as possible.

Smoother Sailing in Kingston: The New SR 104 Traffic Management System

2026-04-29T16:05:00.000-07:00

By: Kurt Workman

If you’ve driven through Kingston on a summer weekend, you might know of the "Kingston Crawl." As the second busiest route in our system, moving nearly 4 million people a year, the line to board the Edmonds ferry can paralyze the heart of the village.

To tackle this gridlock, we’re launching the SR 104 Traffic Management System. This project uses smart technology to keep traffic moving, clear the downtown core, and address ferry line cutting.

Drivers approaching the ferry terminal should keep an eye out for this yellow advisory sign. If the attached lights are flashing, the ferry holding lane is active, and you must enter the ticketing lane.

How it Works

When lights are flashing on the overhead signs at SR 104 and Barber Cutoff Road, the system is active:

Follow the signal: Ferry-bound traffic will follow the traffic signal into a designated lane.
Take a pass: Stop at the automated dispenser and take your pass. If you leave the line after taking a pass, you will need to re-enter the line and take a new pass.
Wait for Green: Once the system detects space at the terminal, your light will turn green. Proceed directly to the tollbooths.

By holding cars further back, we are reducing idling in the Village Center, improving air quality, and ensuring that local businesses remain accessible even on the busiest holiday weekends.

Rollout Schedule

We’re rolling this out in two phases:

1. The Trial Run –

When: Every Saturday and Sunday in May, as well as Memorial Day, May 25.
Hours: 8 a.m. to 8 p.m.

Note: Drivers may or may not receive paper tickets during this phase, follow the direction of workers on site.

A worker demonstrating how to press the button on the kiosk to receive your ferry lane ticket.

2. Standard Operations

Beginning Monday, June 1, the system will operate from 8 a.m. to 8 p.m. during these peak periods:

Summer Season: Daily from Mother’s Day through Indigenous Peoples’ Day.
Year-Round: Every Saturday and Sunday.
Holidays: Daily during the weeks of Thanksgiving, Christmas, and New Year’s.

A Collaborative Effort

This project is the result of a strong, ongoing partnership between WSDOT, Washington State Ferries, Kitsap County, Kitsap Transit, and the Port of Kingston. We are committed to monitoring the system closely and continuing our work with local partners to improve the quality of life and travel for everyone in Kingston.

She responded to a crash—and became part of it

2026-04-23T16:24:54.797-07:00

By: Celeste Dimichina

When a crash happens on a Washington highway, our crew responds to help those involved and quickly reopen the highway.

Around 9:30 p.m., Friday, Jan. 23, that’s exactly what happened when WSDOT Maintenance and Incident Response Technician Rachel Suitter was called to a crash on SR 504 in Castle Rock.

When crew arrived, they saw how serious the crash was, and they closed both directions of the highway. This gave first responders space to provide lifesaving medical attention and allowed Washington State Patrol to investigate.

After about five hours, the investigation was nearly complete. Rachel and her crew were standing by, ready and waiting to reopen the highway.

Then, in a matter of seconds, everything changed.

“I knew I was going to get hit.”

Rachel was sitting inside her truck, which was positioned for traffic control and to help provide a barrier of protection for those working the scene ahead, when a call came over the radio: a car was approaching fast.

Too fast.

“I looked in my mirrors and saw a truck come around the corner,” Rachel said. “It was fishtailing. I watched it for a few seconds … and I knew I was going to get hit.”

Following her training, she checked her seat belt, put her truck into drive to help reduce the impact, then she honked her horn to warn those who were at the scene.

Seconds later, the truck slammed into her.

But it didn’t stop there.

A chain reaction of chaos

After hitting Rachel’s truck, the driver—who later was charged with driving under the influence, vehicular assault, and reckless endangerment—lost a tire but kept going.

The vehicle hit a WSP patrol car on the shoulder. Then it crossed the highway and hit another patrol car, striking and seriously injuring the deputy coroner.

“It was just pure chaos,” Rachel said. “You go from wrapping up a crash to suddenly seeing more cars hit and more people get hurt. You feel helpless.”

Crash scene on SR 504 near Reynolds Road in Castle Rock, WA.

This didn’t have to happen

This crash could have been prevented.

Before reaching the crash site, the driver passed:

Multiple “ROAD CLOSED” signs.
WSDOT vehicles blocking the roadway with flashing lights.
Emergency and law enforcement vehicles with flashing lights.
Crew working on the scene.

“I don’t know what else we can do,” said Rachel. “There were signs, lights—everything. The driver should never have even made it that far.”

“We have families too”

For Rachel, the impact didn’t end when the crash was over.

Like many first responders and transportation workers, she went back to work soon after. But the experience stayed with her.

“You carry that with you,” she said. “It’ll never go away. I can still feel the impact and see the entire scene playing out in slow motion. I feel helpless all over again, and I feel angry.”

Rachel has worked for the state for more than 20 years. But she’s also a mom, a wife, and a caregiver.

“We have families too,” Rachel said. “At the start of every shift, I’m already thinking about getting back home. My kids, my husband and my elderly parent rely on me. When I get in my work truck, my family is on my mind. If something happens to me, my kids could lose their mom, my parent will lose a child, and my husband could lose his spouse. The public trusts us to keep the roads safe. We trust the public to make safe choices on the road.

Rachel poses with her husband and son in front of The Living Desert Zoo and Gardens.

Rachel, left, hugs her son before heading to work.

Rachel, right, poses with her daughter during a family gathering.

Work zones are workplaces

When you drive through a work zone or a crash site, you’re driving through someone’s workplace.

“Our office is the road,” Rachel said. “People don’t always realize that. We don’t have cubicles or walls.”

Crews train year-round on safety and the risks they face. But there’s one thing they can’t control: drivers.

“We can’t prepare for someone who chooses to drive impaired,” she said. “And to be honest, we shouldn’t have to. Safety is everyone’s responsibility.”

A message we’ll keep repeating

Stories like Rachel’s matter because they’re preventable.

There is no excuse. Never drive impaired!
Plan ahead — use a ride share or a designated driver
Slow down and move over — it’s the law!
Stay alert in work zones.
Follow signs and directions from crews and law enforcement.

These aren’t suggestions. Consistently following the rules of the road save lives.

The choice — and the consequences

Driving impaired is a choice.

If that choice leads to a crash, the effects don’t end at the scene. People can be seriously hurt, and families can be changed forever. First responders, crews and law enforcement carry that trauma for the rest of their lives.

Rachel will never forget that night.

Others may not make it back home at all.

Behind every orange vest is a real person whose life depends on the actions of the public. Every time you get behind the wheel, your choices matter more than you realize.

Rachel asks everyone traveling on every road, every day, “please help us get home.”

Rachel stands beside her WSDOT Incident Response Team truck before heading out to assist travelers.

Earth Day, every day: How we’re protecting Washington’s environment together

2026-04-22T08:00:00.000-07:00

By: Tina Werner, WSDOT maintenance communicator

Today is Earth Day (April 22), a time to celebrate our planet and reflect on the role we all play in protecting it. For us, Earth Day isn’t just a once-a-year moment. It’s built into the work we do every day. In fact, we launched our first Sustainability Action Plan on Earth Day 2019. This plan outlines how we’re protecting Washington’s environment for future generations. That commitment guides how we plan, build and maintain our transportation system.

Ecology crews collect trash along US 101 in Thurston County in April. Part of our commitment to protecting our planet is to plant native flowers and shrubs along the roadsides. Many restoration projects include site specific work that benefit pollinators.

The work you see (and the work you don’t)

When many people think of Earth Day, they might think of litter. And along our highways, it’s a very real issue. Our highway maintenance crews work with the departments of Ecology and Corrections and Adopt-A-Highway volunteers. Together, we work to keep roadsides clean, but it’s a constant struggle. Addressing this problem requires strong partnerships among state agencies, organizations and communities. The traveling public plays a crucial role too. The best solution is to stop litter from reaching roadways in the first place. By working together, we can keep Washington clean, safe and beautiful for everyone.

Litter cleanup is funded through a limited highway maintenance budget. That same budget also supports critical roadway operations and safety efforts. That includes things like:

repairing damaged guardrails and potholes
striping roads
maintaining rest areas
responding to snow and ice.

Generally, litter is not considered a critical highway safety task unless it is blocking a travel lane. Our maintenance crews must prioritize critical safety work. Crews remove deceased animals and large items, such as abandoned refrigerators, from roadways. If you see something that is an immediate safety concern, please call 9-1-1. They can dispatch law enforcement as well as our crews to the site. It is important to note that discarding items along the highway is illegal. Under state law, litter tickets and fines can be issued but a sworn law officer must see the littering take place. Tickets can’t be issued based on reports given to or seen by our field staff.

Multiple parters, one shared goal

Litter is picked up by departments of Ecology and Corrections crews, as well as our Adopt-A-Highway volunteers. Sometimes, contractor crews are hired by corporate sponsors. Those pick-up crews and volunteers leave full litter bags in a pile along the highway. Then, our maintenance crews collect them and record the volume for reporting purposes. These are the same crews who plow highways of snow and ice in the winter months. Most litter is generally collected between March and October. That’s when there’s less rain, and winter operations aren’t active. When crews are already working in an area, they often combine tasks. Planning ahead to sweep, pick up litter and remove graffiti all at once helps reduce future disruptions for travelers.

Ecology crews collect roadside litter along US 101 near Olympia in April. Our highway maintenance crews provided traffic control and disposed of the bagged litter. They also mowed and conducted vegetation management within the closure area.

And what our crews find can be surprising.

In 2025, together with Ecology, we spent more than $17 million on litter cleanup and disposal. These are large investments, but they do not fully capture the ongoing scope and complexity of litter challenges we face each year. Last year, our crews collected 726 tons of litter along state highways. This includes large items like mattresses and desks as well as bags of litter collected by volunteers and contractor crews. We do not have regular, dedicated litter crews. We also don’t have the funding to create them, which is why our partnerships with other agencies, communities and the public are so important. Preventing litter starts with all of us.

Thinking about joining? Adopt-A-Highway volunteers commit to taking care of a designated two-mile stretch of highway over a two-year period. Many of our volunteers take great pride in cleaning up our highways in the communities where they live and work. We currently have more than 800 active volunteer groups across the state, but we’re always looking for more to help make a difference. Volunteers must be at least 15 years of age and in good health. We provide litter bags and safety materials before each cleanup.

Adopt-A-Highway program volunteers for the Quilcene Harbor Yacht club. They had a successful litter cleanup last fall in the Olympic Peninsula

But litter pickup is just one piece of a much bigger picture.

Behind the scenes, our highway maintenance crews are managing stormwater systems, controlling weeds and preparing for wildfire. They are also thinking ahead and implementing a more environmentally friendly snow and ice program.

We created a pollinator-friendly habitat along Interstate 5 at the Scatter Creek Safety Rest Area. This is part of our roadside landscape program. Pollinator meadows like this require less mowing and upkeep compared to traditional turf grass. Besides benefiting pollinators, they help conserve resources, reduce emissions and lower maintenance costs.

We also have a team that include biologists, cultural resources specialists, permitting specialists and environmental quality assurance professionals. These environmental professionals help ensure compliance with local, state and federal regulations and policies.

Making a difference across Washington

Across the state, our work to protect the environment shows up in many ways:

Since 2013, we’ve corrected 200 fish barriers. These corrections restore access to more than 705 miles of upstream habitat.
We’re partnering with agencies, tribes and conservation groups to improve how we treat stormwater. Together, we’re working to remove harmful pollutants before they reach waterways.
We’re building wildlife crossings that help animals move safely while reducing collisions on our roadways.
We’ve signed a contract with Eastern Shipbuilders to construct up to three hybrid-electric 160 auto-ferries. We expect delivery of the first vessel in 2030. When terminals are electrified in the next few years, the vessels will operate on battery power. This decreases fuel consumption and greenhouse gas emissions.
We’re working to create edge buffers and fire-resilient native plant communities in Eastern Washington. We need to reduce the possibility of roadside fires before they start.
We’re protecting wetlands and riparian areas as part of our highway construction program. We’re using principles of avoidance, minimization and mitigation.
We’ve transitioned much of our fleet to renewable diesel — reducing emissions by about 70%. This also lowers maintenance impacts and costs.
We’ve launched the second round of an e-bike rebate program. Rebates have already given more than 11,000 people the opportunity to reduce the upfront cost of e-bikes. The program makes e-bikes more affordable by providing rebates of either $300 or $1,200, depending on income eligibility.
We’re investing in programs that help communities create safer travel options. Examples include bicycle education and helping reconnect neighborhoods divided by highways.
We are reducing the effects of underwater noise on marine mammals. We are on the leadership committee of Quiet Sound. They recently recognized us for our leadership in voluntary vessel slowdowns. Since 2015, we’ve been one of just two U.S. entities in the ECHO Program. This program helps us understand and reduce the impacts of shipping on whales throughout the southern coast of British Columbia.

Protecting our planet includes correcting fish barriers under state highways. This example is along State Route 20 near Sedro-Woolley. This project reopened over half a mile of habitat for salmon and trout. It also created safer crossings for wildlife like deer, elk and black bears.

It takes all of us

Protecting our environment is a shared responsibility. We’ll continue to explore new ways to reduce our environmental impact and deliver sustainable transportation solutions. As a friendly reminder, small daily actions from all of us make a real difference. Simple choices like securing your load before every trip or choosing not to litter help keep our roads safe and our environment clean.

Because Earth Day isn’t just today. It’s every day.

Shift happens! Get ready for the new (temporary) normal on SR 520

2026-04-20T11:45:24.776-07:00

By: Tony Black

SR 520 Portage Bay Bridge and Roanoke Lid Project update

Look – we know construction can bring a lot of change to your commutes. With construction happening for the Portage Bay Bridge and Roanoke Lid Project and Revive I-5 Project, getting around the Seattle area can be challenging. That’s why we want to keep you updated on some major shift(s) that’s about to go down. We want full transparency: the only shifty business will be with our ramps, not our information!

Continue reading to learn more about:

Our upcoming ramp shifts near I-5 and Montlake Boulevard
How to contact the project team with questions and comments

Shift #1: Northbound I-5 to eastbound SR 520 ramp shift

Our first phase of work will affect people traveling northbound on I-5 towards eastbound SR 520.

During the weekend of May 8-11, crews will close eastbound SR 520 between I-5 and Montlake Blvd. During the closure, we’ll move traffic barriers, add lane striping and prepare the new temporary northbound I-5 to eastbound SR 520 ramp for travelers.

We have two big closures planned before we can shift traffic.

Round 1 – Eastbound SR 520 closed for a full weekend: From 11 p.m. Friday, May 29 to 5 a.m., Monday, June 1, we will fully close eastbound SR 520 between I-5 and Montlake in Seattle.
- Only the segment of eastbound SR 520 between I-5 and Montlake Boulevard will close.
- Eastbound SR 520 across Lake Washington will stay open.
- The Montlake Boulevard on-ramp to eastbound SR 520 will also close during this weekend. Please note: Only HOV 3+ and transit are allowed to use the direct access ramp to eastbound SR 520 on Montlake Boulevard.

Eastbound SR 520 and several ramps will close between 11 p.m. Friday, May 8, and 5 a.m. Monday, May 11

On your left! New traffic patterns for northbound I-5 travelers

On the morning of May 11, people traveling from northbound I-5 to eastbound SR 520 will be on a new temporary ramp. This will be a major shift from before, and drivers need to be prepared.

Instead of entering SR 520 in the right lane, the new ramp will go over and around existing ramps. Travelers will now enter eastbound SR 520 in the left lane.

On Monday, May 11, drivers will use a new ramp to travel from northbound I-5 to eastbound SR 520.

What to expect

On your left! Travelers on the temporary ramp will now enter eastbound SR 520 in the left lane instead of the right lane.
Follow the leader: The ramp from southbound I-5 to eastbound SR 520 will not change during this traffic shift. However, travelers on this ramp should now expect traffic on their left side instead of on their right side.
Get ready for curveballs: The temporary ramp will have a tighter turn than the current ramp, and travelers should exercise caution when driving in the area.
Shift happens: Northbound I-5 to eastbound SR 520 drivers wanting to exit onto Montlake Boulevard will now need to change lanes.

This will be the first of two traffic shifts we have planned for this spring. Northbound to eastbound drivers – catch you on the flip side (of SR 520)!

Shift #2: Eastbound SR 520 off-ramp to Montlake Boulevard long-term closure and ramp shift

A few weeks after we finish our first traffic shift, we’ll start preparing to shift eastbound SR 520 travelers as they head towards Montlake Boulevard.

Shift #2 – Eastbound SR 520 closed for a full weekend: From 11 p.m. Friday, May 29 to 5 a.m., Monday, June 1, we will fully close eastbound SR 520 between I-5 and Montlake in Seattle.

Only the segment of eastbound SR 520 between I-5 and Montlake Boulevard will close.
Eastbound SR 520 across Lake Washington will stay open.

Eastbound SR 520 will close between 11 p.m. Friday, May 29, and 5 a.m. Monday, June 1

Beginning at 5 a.m. Monday, June 8, drivers will use a new eastbound SR 520 off-ramp to Montlake Blvd.

Let’s simplify this.

During these closures, we will install new traffic barriers and lane striping on the new ramp. We will also begin preparing to remove sections of the existing off-ramp to make room for future permanent structures. This work will happen later this summer.

What’s the deal with this new off-ramp?

Well, to give us enough room for new permanent ramps and structures, the new temporary off-ramp will need to begin much earlier on the bridge than the existing off-ramp. See below for what that will look like.

An aerial view of the new temporary off-ramp and the closed existing off-ramp.

What to expect

Spring into action earlier: Eastbound SR 520 travelers taking the exit to Montlake Boulevard should be prepared to exit earlier than usual and pay attention to additional signs.
Don’t lose your shift: Please be patient with your fellow travelers as they navigate both of our traffic shifts. An earlier exit means an earlier decision about switching lanes – keep calm and travel on!

Travelers heading eastbound on SR 520 that don’t exit onto Montlake Boulevard will continue across Lake Washington and will pay the SR 520 bridge toll.

Shifts about to get real!

Here’s how the two ramp shifts will work for eastbound travelers.

A map showing the new eastbound ramps at the I-5 and Montlake interchanges on SR 520.

By shifting these ramps, we can make way for new permanent infrastructure that will help support the new Portage Bay bridges and the Roanoke Lid. This will be a big step toward helping us finish the project.

When the project is completed in 2031, there will be new, permanent off-ramps at the I-5 and Montlake Boulevard interchanges.

Questions?

Visit the SR 520 Construction Corner website for additional information on construction activities and impacts.

For questions, please call our 24-hour hotline at 206-319-4520 or email us at SR520bridge@wsdot.wa.gov.

Your Feedback in Action: How Community Input Guides a Project

2026-04-13T15:54:00.000-07:00

By: Zack Howard

When we asked for feedback on improvements to State Route 99 between South 272nd and SR 516, the community responded in a big way. Your input helped shape the long-term vision for this project. We are grateful for your ideas and excited to share how they are influencing our work.

Project Vicinity Map

Establishing the long-term vision while pushing for near-term change

Our goal is to build “Complete Streets.” These are roads designed for everyone, including pedestrians, bicyclists, and transit users. While the lack of available funding means we can’t build the SR 99 long-term vision preferred by the community, we do have funding for some bicycle and pedestrian improvements. These improvements will help make the road feel less stressful and more welcoming while we wait for the opportunity and funding to put the bigger vision in place.

Below, we’ll discuss both the deferred long-term vision and the near-term improvements we plan to implement, as well as the role the community played in helping us make these decisions.

Reaching the Community

Our online open house and survey ran from September 30 through November 8, 2025. Here is how we connected.

763 people visited the project website.
179 people completed the survey.
19,000 postcards were mailed to residents and businesses.
Multiple Languages: The survey was available in English, Punjabi, Somali, Spanish, and Ukrainian.

What we heard and how it informs the corridor vision

How People Travel Today

Most people who took our survey said they don’t regularly walk, bike, or roll along this part of SR 99. About half said they rarely or never do. However, many people said they would walk or bike more often if the roads were improved.

This matches common travel patterns. People are more likely to use active transportation like biking if there are sidewalks and bike lanes. People feel more comfortable when those features are easy to access.

Why This Corridor Matters

People use this stretch of SR 99 in their everyday lives. Many respondents live nearby and travel along the corridor to shop, visit restaurants, attend appointments, commute to work or school, recreate and visit friends and family. The corridor functions as both a destination and a key regional route.

Safety Is the Top Priority

When we asked about long-term goals, one theme stood out: people want to move through this area with greater confidence.

The most common priorities included:

Better lighting and visibility
Support for drivers
Improvements for people walking, biking, and rolling
Safety and visibility in crosswalks

What Improvements People Want to See

When it comes to specific features, high-visibility crossings were the clear favorite. Other commonly supported improvements included:

Separated paths and bike lanes
Pedestrian refuge islands
Wider sidewalks

Some community members also suggested additional lighting, speed-control measures, and other safety-focused upgrades.

Where Improvements Are Needed Most

Respondents highlighted several key locations for improvement, including:

The intersection at South 272nd Street and SR 99
Kent Des Moines Road/SR 516 and SR 99
Areas between South 240th Street and South 252nd Street

Some people said the entire corridor could benefit from improvements, while others pointed to specific intersections, bus stops or businesses.

Everyday Destinations Along the Corridor

Many of the places people visit most often are everyday spots like grocery stores, shops, restaurants, the library, and Highline College. This shows how important it is to have reliable ways to get around on foot or by bike for daily needs.

How community feedback informed the recommended corridor vision

Your feedback on what you need and what you prefer directly guided our team’s decisions. Based on what we heard, we chose Alternative 2 as the preferred long-term vision for this area.

Right now, we have enough funding to pave the road and make some immediate improvements, but we do not yet have enough for the full Alternative 2 design. We will need to wait for additional funding before we can implement this design. When that time comes, we will return to the community. We want to make sure the plan still meets the needs of everyone who relies on SR 99. We are committed to keeping you informed every step of the way.

The selected preferred alternative, Alternative 2.

In the meantime, WSDOT has worked with the City of Kent to identify near-term improvements – additions that include:

Truck aprons – mountable curbs that let trucks execute wider turns but give pedestrians visibility as they approach the crosswalk

Enhanced driveways – breaking up wider driveways to decrease crossing time for pedestrians and reduce conflicts with turning vehicles

Speed cushions – slowing turning traffic to increase awareness of crossing movements.

If you’d like to learn more about the online open house, the feedback we received, and how these decisions were made, read the full summary on our project webpage: Online Open House Summary

Next steps

Construction is currently scheduled to begin in summer 2026 to pave SR 99, upgrade ADA ramps, and construct improvements that can be implemented during the paving and ADA construction. These improvements include lane narrowing, speed cushions, truck aprons and enhanced driveways. Right now, funding is available for the near-term work. Additional funding will be needed before the full preferred long-term vision can be built.

As we move into construction, we’ll continue engaging with the community and coordinating closely with our agency partners. Your input remains an important part of how this project moves forward.

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, detailed information and 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 split second can change everything: A highway maintenance worker’s close call on I-90

2026-04-08T07:00:00.000-07:00

By Tina Werner

An instant. That’s all it took for nighttime highway maintenance worker Josh Quilici’s life to flash before his eyes. Josh was treating Interstate 90 for snow and ice near Kittitas this past winter when he was hit by a semi-truck.

Josh, who helps keep major state routes open like Snoqualmie Pass during the harsh winter months, was driving a snowplow on the evening of January 17. His team works tirelessly around the clock to clear and treat highways, ensuring people and goods can travel safely through snowy conditions.

Around milepost 115, Josh’s routine shift took a terrifying turn. Another vehicle collided with his snowplow, flipping him upside down and sending him and his truck into a ditch.

Josh’s upside down plow truck after being hit by another vehicle on I-90 in January.

“The next thing you know I was hit and rolling,” Josh recalls. “I was thrown into the air and rolled down an embankment. I hit my head against the steering wheel and had to figure out where I was and what happened.”

The driver responsible was later cited by the Washington State Patrol for driving under the influence and reckless endangerment

Despite the confusion and his injuries, Josh knew he needed to call for help and check on the other driver. Miraculously, a few good Samaritans stopped after witnessing the crash and helped him crawl out through a window. Crawling on the roof of his overturned snowplow to access the passenger side window, Josh was able to call 9-1-1. He also alerted our nearby dispatch center of what had just occurred so they could send backup.

Josh's snowplow was flipped upside down after being hit by a suspected drunk driver on I-90. Josh crawled out his narrow passenger window to safety and was transported to a nearby hospital for evaluation.

Josh suffered neck and back pain, facial injuries and large bruises on his forehead and nose. He was transported to a nearby hospital in Ellensburg for evaluation. Thankfully, Josh made a full recovery. This crash easily could have ended in tragedy, though, and is a stark reminder of the dangers our crews face. These crashes are totally preventable.

“If those people had not stopped to help me, who knows how long it may have been before I was able to get help,” Josh said.

Josh has worked with our agency for three years. He credits the support of his Ellensburg crew and supervisors for helping him through recovery. He was on medical leave for a short period and recently returned to work. Our agency also offers employee resources like the peer support program which provides a compassionate listening ear to individuals who have been exposed to traumatic events.

Unfortunately, this isn’t the first time Josh has been hit. Another incident occurred on I-82 also by a suspect impaired driver.

Earlier this week, Josh bravely shared his story at our annual Worker Memorial ceremony in Lacey in front of 200 guests, families of our fallen workers and partners in work zone safety.

Josh’s message to drivers is simple: Think about others when you are on the road. Employees in work zones are spouses, parents, children, siblings and friends – and they all deserve to go home safe at the end of their shift. They aren’t nameless or faceless, and they deserve our respect and extra attention.

Most work zone crashes are easily preventable: According to the Washington State Patrol, the top three reasons for work zone collisions in 2025 (in this order) following too closely, excessive speed and inattention/distracted driving.

Josh’s story isn’t an isolated incident. In 2025, there were 1,557 crashes in work zones, a slight decrease from 1,607 crashes in 2024. The largest increase was in fatality collisions, which rose by 29 percent from 2024 to 2025. The overall number was slight – seven in 2024 to nine in 2025 – but even one death or one increase is too many. Every April, our agency dedicates the entire month to spread awareness about the importance of work zone safety.

While we are thankful Josh and his family are doing well, we know this could have been worse. Josh, a husband and father, says his biggest fear is not coming home to his family at the end of his shift. Every driver has a role in keeping highway workers safe.

Please slow down in work zones, put down your phone and never drive impaired. Lives depend on it.

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

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

By RB McKeon and David Rasbach

Update: 12 p.m. Wednesday, April 15

Both lanes of northbound Interstate 5 reopened around noon on Wednesday, April 15, south of Bellingham. The reopening came after geotechnical engineers completed a final inspection of the slope.

Northbound I-5 had been closed for nearly four weeks between North Lake Samish Road (exit 246) and State Route 11/Old Fairhaven Parkway (exit 250) after a March 19 landslide. Since then, our specialty contractor crews worked seven days a week under an emergency contract to stabilize the slope and clear debris so the highway could safely reopen.

This was a major effort. Stabilizing a slope after a landslide requires careful, controlled work that cannot be rushed. And this was a big slope – about 250 feet wide and nearly 100 feet tall.

Crews worked from the top of the slope down. They carefully checked every crevice and removed or secured loose rocks by hand before moving to the area below. Plans often changed as new unstable areas were found. Removing debris too soon or working out of order could have caused more slides, created dangerous conditions or led to delays.

All told, our crews, drilled 2,065 linear feet to anchor 96 steel dowels 15 to 25 feet into the rock face. Each dowel was placed according to plans designed by geotechnical engineers to stabilize the slope.

While work continued above, other crews broke apart large boulders at the bottom of the slope. One boulder was larger than a city bus, measuring 57 feet wide, 31 feet tall, and 20 feet deep. The broken pieces were first used to stabilize other large boulders before crews began hauling the material away around the clock. In total, about 7,000 cubic yards of debris were removed—enough to fill two Olympic-sized swimming pools.

Crews also repaired drainage systems damaged in the slide, though the I-5 itself was unharmed.

Northbound I-5 reopened Wednesday, April 15, south of Bellingham after crews stabilized the slope and cleared debris.

Landslide blocks all northbound lanes of I-5 near Bellingham

Update: 10:15 a.m. Friday, April 10

So, here's the answer we've all been waiting three weeks for – we expect to reopen northbound I-5 by 5 a.m. Thursday, April 16, pending final evaluations by geotechnical engineers.

Northbound I-5 has remained closed between North Lake Samish Road (exit 246) and State Route 11/Old Fairhaven Parkway (exit 250) since a March 19 landslide brought thousands of cubic yards of debris onto the roadway. Since then, our specialty contractor crews have been onsite seven days a week under an emergency contract to stabilize the slope and clear debris so the highway can safely reopen.

This hasn't been a small undertaking. Stabilizing a slope after a landslide is deliberate, highly controlled work that cannot be rushed. Crews work from the top of the slope down, dislodging or securing unstable rock before moving into the area below. Removing debris too soon or working out of sequence could release additional rockfall and make conditions dangerous or result in delays.

Much of this work is done by hand. Crews are scaling loose rock, drilling into the hillside and installing steel dowels 15 to 25 feet deep to anchor the slope, all under the direction of geotechnical engineers. While this progress may feel slow from the outside, each step is intentional. Crews often pause to reassess conditions as new areas of the slope are exposed, ensuring the work is done safely and correctly.

With the closure now entering its fourth week, crews are beginning the final stages of stabilization work. Over the coming days, crews will complete stabilization work. This will include removing a large, loose rock on the north end of the slide that can't be anchored. Out of an abundance of caution, southbound I-5 travelers should expect a rolling slowdown at 8 a.m. Sunday, April 12, while this work is performed.

Crews also will complete debris removal before final inspection and, pending approval, demobilize equipment from the site. If final inspections reveal any areas we must address, the opening of northbound I-5 could be delayed.

One Wednesday, April 8, Crews completely broke up the bus-sized boulder in the middle of the debris field after a March 19 slide closed northbound I-5 south of 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.

114th Avenue Northeast roundabout

The intersection of Northeast 85th Street and 114th Avenue Northeast will also be changed into a roundabout. Traffic signals will be removed, and drivers will use the new roundabout pattern. Barrels and signs will guide traffic through the area.

The 114th Avenue Northeast intersection will be turned into a roundabout in May.

People will still have access while crews finish building the roundabout at 114th Avenue Northeast. Crews are expected to finish the roundabout in June.

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 May

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 May, Northeast 85th Street will close for one weekend between 120th Avenue Northeast and 114th Avenue Northeast for a traffic shift. The closure will last from 11 p.m. Friday to May 8 to 4 a.m. Monday, May 11.

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 two new roundabouts: the new oblong roundabout and the 114th roundabout to the left of the interchange.

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

The WSDOT Blog - Washington State Department of Transportation

Shaping the future of Paradise Lake Road at SR 522

Your input helped us understand your active transportation priorities for Paradise Lake Road around the new SR 522 Interchange.

Reaching the community

What we heard: How people travel through this area

What we heard: Where people would like to access as a pedestrian or on a bike

How community feedback informed the recommended corridor vision

What’s next?

Learn more and stay informed

Project webpage

Contact InfoDanielle MorganCommunications206-482-2282Danielle.Morgan@wsdot.wa.gov

Detours ahead: Fish frenzy brings two highway closures to south Kitsap County

Improving safety along US 395 north of Pasco

Understanding the safety challenges

Safety improvements completed

Why the speed limit change

Education is the next step

Looking ahead

The End of the “Rough Road” in Southwest Washington

A smoother ride on SR 14

Taking a new approach on I-5

The road to smooth ahead

The iconic North Cascades Highway (State Route 20) will open later than usual in 2026 as repairs continue

Rockslide repairs finished

Washout repairs continue

Two contractors making progress

What to expect

First emergency contract

What to expect

What's happening now

Why is SR 20 taking longer to repair than US 2 did in December?

What to expect

More repairs remain

What to expect

What you need to know

What happened

Why this work takes time

A note about environmental review — and why it matters here

Recreation impacts and what to expect

Looking ahead

Smoother Sailing in Kingston: The New SR 104 Traffic Management System

She responded to a crash—and became part of it

Earth Day, every day: How we’re protecting Washington’s environment together

The work you see (and the work you don’t)

Multiple parters, one shared goal

Making a difference across Washington

It takes all of us

Shift happens! Get ready for the new (temporary) normal on SR 520

SR 520 Portage Bay Bridge and Roanoke Lid Project update

Shift #1: Northbound I-5 to eastbound SR 520 ramp shift

On your left! New traffic patterns for northbound I-5 travelers

What to expect

Shift #2: Eastbound SR 520 off-ramp to Montlake Boulevard long-term closure and ramp shift

What’s the deal with this new off-ramp?

What to expect

Shifts about to get real!

Questions?

Your Feedback in Action: How Community Input Guides a Project

Establishing the long-term vision while pushing for near-term change

Reaching the Community

What we heard and how it informs the corridor vision

How community feedback informed the recommended corridor vision

Next steps

Learn more and stay informed

Project webpage

Contact Info

A split second can change everything: A highway maintenance worker’s close call on I-90

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

Final touches

More work remains

Improved fish habitat

More pieces to this puzzle

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

Landslide blocks all northbound lanes of I-5 near Bellingham

What WSDOT is doing

Why is the road still closed?

What travelers need to know

Traveler resources

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

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

Contact Info
Danielle Morgan
Communications
206-482-2282
Danielle.Morgan@wsdot.wa.gov